System and method for adjusting ignition aid parameters based on zero carbon fuel substitution

Abstract

A system, method, and apparatus are provided for controlling at least one ignition assist device based on fueling characteristics of an engine. A system includes at least one ignition assist device coupled to a controller. The controller is configured to: receive fuel data of an engine coupled to the at least one ignition aid, the fuel data including a value related to at least one of a first fuel or a second fuel for the engine, the first fuel being different from the second fuel; determining that the value associated with at least one of the first fuel or the second fuel is greater than a predetermined threshold; and adjusting at least one parameter of the at least one ignition aid based on the determined value being greater than the predetermined threshold.

Description

Technical Field

[0001] The present disclosure relates to the management, monitoring, and control of engine ignition. More specifically, the present disclosure relates to adjusting one or more parameters of at least one ignition assist device based on the fuel supply characteristics of the engine. Background Art

[0002] Spark ignition (SI) engines rely on an igniter (e.g., a spark plug, etc.) to initiate the combustion of an air-fuel mixture within a combustion chamber (e.g., a cylinder). The chemical energy generated during combustion can be used to drive a vehicle, a generator set (i.e., a genset), or other systems that utilize the SI engine. The performance of an SI engine can vary significantly due to many parameters, such as the quality of the fuel and characteristics related to the igniter. For example, fouling (particle buildup, e.g., particle buildup from dust and oil) on the igniter can cause the igniter to not operate as expected (e.g., not produce a spark, the spark duration not reaching the desired value, etc.). Another example is that lower quality fuel may be difficult to burn, resulting in combustion problems in the engine. Therefore, tracking parameters that affect the performance of an SI engine (e.g., parameters related to the igniter) helps to mitigate situations that may lead to poor performance. Summary of the Invention

[0003] One embodiment relates to a system. The system includes at least one ignition assist device and a controller coupled to the at least one ignition assist device. The controller is configured to receive fuel data of an engine coupled to the at least one ignition assist device, the fuel data including a value related to at least one of a first fuel or a second fuel used for the engine, the first fuel being different from the second fuel. The controller is configured to determine that the value related to at least one of the first fuel or the second fuel is greater than a predetermined threshold. The controller is configured to adjust at least one parameter of the at least one ignition assist device based on the determined value being greater than the predetermined threshold.

[0004] Another embodiment relates to a method. The method includes: receiving, by a controller coupled to an ignition assist device, fuel data of an engine coupled to the ignition assist device, the fuel data including a value related to at least one of a first fuel or a second fuel used for the engine, the first fuel being different from the second fuel. The method includes: determining, by the controller, that the value related to at least one of the first fuel or the second fuel is greater than a predetermined threshold. The method includes: adjusting, by the controller, at least one parameter of the ignition assist device based on the determined value being greater than the predetermined threshold.

[0005] Another embodiment relates to an apparatus. The apparatus includes one or more processors and one or more storage devices coupled to the one or more processors. The one or more storage devices store instructions that, when executed by the one or more processors, cause the one or more processors to receive fuel data of an engine coupled to an ignition assist device, the fuel data including values related to at least one of a first fuel or a second fuel for the engine, the first fuel being different from the second fuel. When executed by the one or more processors, the instructions further cause the one or more processors to determine that the value related to at least one of the first fuel or the second fuel is greater than a predetermined threshold. When executed by the one or more processors, the instructions further cause the one or more processors to adjust at least one parameter of the ignition assist device based on the determined value being greater than the predetermined threshold.

[0006] These and other features, along with their organization and manner of operation, will become apparent when the following detailed description is considered in conjunction with the accompanying drawings. A number of specific details are provided to facilitate a thorough understanding of the embodiments of the subject matter of this application. The described features of the subject matter of this application may be combined in any suitable manner in one or more embodiments and / or implementations. In this regard, one or more features of one aspect of the invention may be combined with one or more features of different aspects of the invention. Additionally, there may be additional features in certain embodiments and / or implementations that may not be present in all embodiments or implementations. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] Figure 1 is a schematic diagram of a system according to an example embodiment, the system including a piston - cylinder system communicatively coupled to a controller.

[0008] Figure 2 is according to an example embodiment of Figure 1 a schematic diagram of a larger system of the system, the system including an engine - exhaust aftertreatment system coupled to a controller.

[0009] Figure 3 is according to an example embodiment of Figure 1-2 a schematic diagram of the illustrated controller.

[0010] Figure 4 illustrates a flowchart according to an example embodiment, the flowchart illustrating how to use Figure 1-3 the illustrated controller to adjust at least one parameter of an ignition assist device based on the fueling characteristics of an engine. DETAILED DESCRIPTION

[0011] Various concepts and implementations related to methods, apparatuses, and systems for controlling an ignition assist device for an engine will be described in more detail below. The various concepts introduced above and discussed in more detail below can be implemented in any number of ways, as the concepts described are not limited to any particular implementation. Examples of specific implementations and applications are for illustrative purposes only.

[0012] Generally referring to the accompanying drawings, various embodiments disclosed herein relate to systems, devices, and methods for adjusting and / or controlling at least one parameter of at least one ignition assist device of an engine (e.g., adjusting and / or controlling based on the hydrogen fuel substitution rate of the engine). The engine can be a SI engine. As described herein, a SI internal combustion engine can use at least one specific type of fuel as the main fuel (or first fuel) burned within the combustion chamber or cylinder of the engine. For example, the engine can be configured to use natural gas as the main fuel for combustion. The fuel is delivered to the combustion chamber through an injector, which can be located upstream of the combustion chamber (e.g., delivering natural gas in an atomized manner through an intake manifold or throttle body injection), or can be located within the combustion chamber of the engine. The natural gas fuel can be in the form of compressed natural gas (CNG), liquefied petroleum gas (LPG), liquefied natural gas (LNG), biogas, etc. In some embodiments, the natural gas fuel can be pure or substantially pure propane, methane, and / or butane. For simplicity and to provide an example, the natural gas fuel can be the main fuel type of the engine; however, other types of fuels (or other types of engines) can also be used in the technical solutions discussed herein. In this regard, a SI engine can selectively use another fuel for combustion. This second fuel can also be introduced into the engine and mixed or blended with the main fuel. In one embodiment, this other fuel type can be hydrogen fuel, which can supplement (or be mixed with) natural gas to generate power from the engine. In another embodiment, the engine can be powered solely by hydrogen fuel. In another embodiment, the second fuel can be different from pure hydrogen, such as ammonia, a hydrogen-ammonia mixture, or another fuel or fuel additive used with the main fuel. In this regard, two (or more) fuel types can have significantly different respective combustion characteristics, but both are flammable, and both represent a way to replace a low-carbon fuel (CH4 or C3H8) with a zero-carbon fuel (the second fuel, such as H2 and / or NH3). Additionally, advantageously, in some arrangements, ammonia can be stored in the system (e.g., in vehicle applications where ammonia is stored for reductant metering purposes). In such cases, it may be relatively easy to utilize ammonia as a fuel (e.g., by adding a fuel line and injector for ammonia to be used as fuel). Hydrogen fuel can be used to reduce certain types of emissions or by-products of the engine (e.g., carbon dioxide (CO2) emissions). For example, while natural gas is a low-carbon fuel, hydrogen is a carbon-free fuel, thus reducing the total CO2 production of the natural gas engine. The hydrogen fuel can be delivered through at least one port fuel injection (PFI) (e.g., upstream of the combustion chamber), direct injection (DI) into the cylinder (e.g., within the combustion chamber), dual injection (e.g., both within and outside the combustion chamber), or other means. Depending on the mixture of hydrogen and natural gas, engine knock or combustion misfires may occur due to the difference in flammability between hydrogen (e.g., easier to ignite or burn) and natural gas.Alternatively, when using hydrogen alone, the high flammability of hydrogen may also lead to undesirable combustion situations, such as knocking.

[0013] The systems and methods of the technical solutions described herein monitor, identify, receive, or otherwise determine values or characteristic values of fuel entering a combustion chamber (e.g., quantity, ratio of mixture, fuel pressure, etc.) to adjust or control at least one ignition parameter of at least one ignition assist device of an engine, thereby reducing or mitigating the likelihood of engine knocking or other misfire conditions, minimizing energy output (e.g., reducing ignition energy to extend the life of the ignition assist device), and improving ignition timing. Thus, the systems and methods described herein improve the overall performance of the engine system. In some embodiments, the systems and methods described herein can determine values of fuel to control the dosing of a reductant in an aftertreatment system, thereby minimizing over-dosing or under-dosing of the reductant to help improve overall engine emissions. In turn, advantageously, the systems and methods described herein can help improve engine emissions as well as improve engine performance and operation.

[0014] As discussed herein, an engine includes at least one ignition assist device associated with a corresponding combustion chamber. The ignition assist device can include or at least be an in-cylinder igniter (e.g., spark plug), a pre-chamber igniter, etc., to name a few. A controller can control the ignition parameters of the ignition assist device. The ignition parameters can include at least one of ignition energy, ignition (or spark) timing, ignition mode (e.g., single spark or multi-spark command), etc. As used herein, "ignition energy" refers to the current and / or voltage supplied to an igniter, which affects the output of the igniter, e.g., when the igniter is embodied as a spark plug, the output is a spark. Controlling the voltage and / or current can control various ignition parameters, such as the duration of the spark, when the spark starts, how many times the spark starts within a time period or cycle (e.g., ignition mode), and so on. In this regard, "ignition mode" refers to the characteristics of the spark within a combustion event, such as a commanded single spark, a commanded multi-spark, and the time interval between commanded multi-sparks.

[0015] In some embodiments, an aftertreatment system can be coupled to the engine. Components in the aftertreatment system can be constructed or configured to reduce by-products of exhaust gas (e.g., CO2, NOx, soot, etc.), and for example, include a selective catalytic reduction (SCR) system that uses a two-step process to reduce harmful NOx emissions present in the exhaust gas, as well as an oxidation catalyst to filter or oxidize hydrocarbons, carbon monoxide, or unburned fuel and oil. Referring first to the SCR, a meter injects a reductant into the exhaust stream. This reductant can be urea, diesel exhaust fluid (DEF), An aqueous urea solution (UWS), an aqueous urea solution (e.g., AUS32, etc.) or other similar fluids that chemically combine with the particulate matter in the exhaust gas. The reducing agent can decompose into ammonia (NH3) after injection. Then, the mixture is passed through an SCR catalyst, which causes a reaction in the mixture when a certain temperature is reached, converting the harmful NOx particles into pure nitrogen and water. In operation, the undissociated reducing agent and unreacted ammonia can be stored within the catalyst (e.g., SCR catalyst) to chemically react with the exhaust gas products (e.g., NOx particles, etc.). The ammonia discharged into the environment through the aftertreatment system is referred to as "ammonia slip". The systems and methods described herein can be used to control the metering of the reducing agent based on fuel supply characteristics to improve the operation of the aftertreatment system.

[0016] Figure 1 and Figure 2 illustrates a schematic diagram of a piston - cylinder configuration 10 in communication coupling with a controller 100 ( Figure 1 ) and an engine - exhaust aftertreatment system 200 ( Figure 2 ). The piston - cylinder configuration 10 can be Figure 2 a part of the engine 21 of the system.

[0017] First, mainly referring to Figure 1 , as shown, the piston - cylinder configuration 10 includes a cylinder 12, a piston 14 disposed within the cylinder 12, one or more valves 16 (e.g., intake valve or exhaust valve), a fuel injector 18, and an ignition assist device 20. The controller 100 is configured to control one or more operations of one or more components of the piston - cylinder configuration 10, as well as other components of the engine 21 and the system 200. The piston 14 can be coupled to a crankshaft via a connecting rod, which rotates during combustion in the engine to provide power to the system (e.g., move a vehicle, generate electrical energy in a generator application, etc.). The piston 14 and the cylinder 12 can have various structural configurations, be constructed of various material types, and include other components (e.g., piston rings, cylinder liners, sensors, etc.) in addition to those shown in Figure 1 .

[0018] In Figure 1In this case, the piston 14 is at the bottom dead center in the cylinder 12, for example, during the intake stroke or as a result of the intake stroke. For example, a four-stroke engine includes an intake stroke, a compression stroke, a power / combustion stroke, and an exhaust stroke. During the intake stroke, at least one valve 16 (e.g., an intake valve) opens to allow an air-fuel mixture to enter the combustion chamber of the cylinder 12 as the piston 14 moves towards the bottom of the cylinder 12 (e.g., bottom dead center (BDC)). During the compression stroke (e.g., when the piston 14 moves towards the top dead center where the fuel injector 18 is located), the valve 16 closes to allow the compressed air-fuel mixture. During the power stroke, the ignition assist device 20 ignites / fires / initiates a spark to generate an explosive force through the reaction with the air-fuel mixture, thereby forcing the piston 14 to move towards the bottom of the cylinder 12. During the exhaust stroke (e.g., when the piston 14 moves towards the top dead center), at least one valve 16 (e.g., an exhaust valve) opens to allow the generated gases to escape to the exhaust aftertreatment system through an exhaust pipe or an exhaust duct.

[0019] In some implementations, the fuel mixture is disposed in the combustion chamber of the cylinder 12, for example, by at least one fuel injector (e.g., Figure 1 the fuel injector 18 shown). In some cases, the fuel injector 18 may be located upstream of the combustion chamber such that the fuel enters the combustion chamber during the intake stroke of the cylinder 12. The combustion chamber refers to the volume (e.g., space) within the cylinder 12 where the piston 14 is disposed and combustion occurs. In various arrangements, there may be a fuel injector 18 connected to two fuel tanks or reservoirs containing different fuel types. In some embodiments, there may be more than two types of fuel or only one type of fuel (in addition to air) for combustion.

[0020] As discussed herein, the controller 100 is configured to control one or more parameters of the ignition assist device, including ignition energy, ignition timing, ignition mode (e.g., single spark, multiple sparks, time interval between each spark of multiple sparks, etc.), and other parameters, such as based on the characteristics of the engine fuel (e.g., the ratio of different fuel types). Additionally or alternatively, the controller 100 is configured to control one or more parameters of the fuel injector 18, including but not limited to injection timing (when to inject one or two fuels to form a charge for combustion), the injection amount of one or two fuels, their combinations, and the like. Furthermore, the controller 100 is configured to control one or more other components discussed herein to improve the remaining service life of the ignition assist device and minimize combustion misfires or engine knock based on the fuel mixture.

[0021] More specifically referring to Figure 2And as shown, system 200 includes an internal combustion engine 21 having a piston-cylinder system 10, an exhaust aftertreatment system 22 in exhaust receiving communication with the engine 21, and an operator input / output (I / O) device 120 coupled to a controller 100. In the example shown, system 200 is embodied as a vehicle. The vehicle can be an on-road or off-road vehicle, including but not limited to a semi-truck, a medium-duty truck (e.g., a pickup truck), an automobile, a ship, a tank, an airplane, a locomotive, mining equipment, and any other type of vehicle. The vehicle can include a transmission, a fuel system, one or more additional vehicle subsystems, etc. In this regard, the vehicle can include more, fewer, and / or different components / systems than shown such that the principles, methods, systems, devices, processes, etc. of the present disclosure are intended to be applicable to other vehicle configurations. It should also be understood that the principles of the present disclosure should not be construed as limited to vehicles; rather, the present disclosure is also applicable to stationary equipment, such as a generator or a generator set. For example, hydrogen can be piped to a stationary or primarily stationary engine for combustion. In some embodiments, the vehicle can be another type of vehicle, such as a hybrid vehicle that includes one or more electric motors, a fuel cell vehicle, and the like.

[0022] In the example shown, engine 21 is a spark-ignition internal combustion engine that uses natural gas or other types of fuel used with an SI engine. In this regard, and in various other embodiments, engine 21 can use other fuel types, such as hydrogen. For the purposes of providing examples herein, engine 21 can use at least one or a combination of two or more fuel types, such as natural gas and hydrogen. In some cases, engine 21 can be configured to operate using more than two types of fuel or less than two types of fuel. In various arrangements, other fuel types can be used for engine 21 in addition to natural gas and / or hydrogen. In certain implementations, engine 21 can be coupled to a first fuel source (e.g., a first fuel tank) that provides a first type of fuel to operate engine 21 (e.g., natural gas) and a second fuel source (e.g., a second fuel tank) that provides a second type of fuel for engine 21 (e.g., hydrogen).

[0023] Within the internal combustion engine 21, air from the atmosphere combines with at least one of the first or second fuels and burns to provide power to the engine. Combustion of the fuel and air in the compression chamber of the engine 21 produces exhaust gases that are operably discharged to an exhaust manifold (not shown in the figures) and then to the aftertreatment system 22.

[0024] In the present embodiment, the engine is coupled to an exhaust aftertreatment system 22. The exhaust aftertreatment system 22 includes a particulate filter (PF) 40, an oxidation catalyst (OC) 30, a selective catalytic reduction (SCR) system 52 having an SCR catalyst 50, an ammonia oxidation (AMOx) catalyst 60, and an exhaust gas recirculation (EGR) system 70. The SCR system 52 also includes a reductant delivery system having a reductant fluid source 54 that supplies reductant to a metering device 56 through a reductant line 58. In this way, the components and systems of the aftertreatment system 22 can be similar to those of a diesel exhaust aftertreatment system.

[0025] In the exhaust gas flow direction indicated by the direction arrow 29, the exhaust gas flows from the engine 21 into an inlet duct 24 of the exhaust aftertreatment system 22. From the inlet duct 24, the exhaust gas flows into the oxidation catalyst 30 and out of the oxidation catalyst into a first portion of an exhaust duct 28A. From the first portion of the exhaust duct 28A, the exhaust gas flows into the particulate filter 40 and out of the particulate filter into a second portion of the exhaust duct 28B. From the second portion of the exhaust duct 28B, the exhaust gas flows into the SCR catalyst 50 and out of the SCR catalyst into a third portion of the exhaust duct 28C. When the exhaust gas flows through the second portion of the exhaust duct 28B, the reductant metering device 56 periodically meters reductant into it. Accordingly, the second portion of the exhaust duct 28B serves as a decomposition chamber or decomposition tube to facilitate the decomposition of the reductant into ammonia. From the third portion of the exhaust duct 28C, the exhaust gas flows into the AMOx catalyst 60 and out of the AMOx catalyst into an outlet duct 26, and then the exhaust gas is discharged from the system 22. Based on the foregoing, in the illustrated embodiment, the oxidation catalyst 30 is located upstream of the particulate filter 40 and the SCR catalyst 50, and the SCR catalyst 50 is located downstream of the particulate filter 40 and upstream of the AMOx catalyst 60. However, in alternative embodiments, other arrangements of the components of the exhaust aftertreatment system 22 are possible.

[0026] The oxidation catalyst 30 can be configured to have any number of different types of flow-through designs. The oxidation catalyst 30 can be configured to oxidize at least some of the particulate matter in the exhaust gas (e.g., the soluble organic fraction of soot) and reduce unburned hydrocarbons and CO in the exhaust gas to less environmentally harmful compounds. For example, the oxidation catalyst 30 can be configured to reduce the hydrocarbon and CO concentrations in the exhaust gas to meet the specified emission standards for those components of the exhaust gas. An indirect result of the oxidation ability of the oxidation catalyst 30 is that the oxidation catalyst is capable of oxidizing NO to NO2. In this way, the NO2 level leaving the oxidation catalyst 30 is equal to the NO2 in the exhaust gas generated by the engine 21 plus the NO2 converted from NO by the oxidation catalyst.

[0027] In addition to treating the hydrocarbon and CO concentrations in the exhaust gas, the oxidation catalyst 30 can also be used for the controlled regeneration of the particulate filter 40, the SCR catalyst 50, and the AMOx catalyst 60. This can be achieved by injecting or metering unburned HC into the exhaust gas upstream of the oxidation catalyst 30. When in contact with the oxidation catalyst 30, the unburned HC undergoes an exothermic oxidation reaction, which causes the temperature of the exhaust gas leaving the oxidation catalyst 30 and subsequently entering the particulate filter 40, the SCR catalyst 50, and / or the AMOx catalyst 60 to increase. The amount of unburned HC added to the exhaust gas is selected to achieve a desired temperature increase or a target controlled regeneration temperature.

[0028] The particulate filter 40 can be any of a variety of flow-through designs and is configured to reduce the particulate matter concentration (e.g., soot and ash) in the exhaust gas to meet the specified emission standards. The particulate filter 40 captures particulate matter and other components and can thus be regenerated periodically to burn off the captured components. In addition, the particulate filter 40 can be configured to oxidize NO to NO2 independently of the oxidation catalyst 30.

[0029] As described above, the SCR system 52 includes a reductant delivery system having a source 54 of reductant (e.g., DEF), a pump (not shown), and a delivery mechanism, namely a doser 56. The reductant source 54 can be a container or tank capable of holding a reductant, such as ammonia (NH3), DEF (e.g., aqueous urea solution), diesel, etc. The reductant source 54 is in reductant supply communication with the pump, which is configured to pump the reductant from the reductant source 54 to the delivery mechanism 56 through a reductant delivery line 58. The delivery mechanism 56 is located upstream of the SCR catalyst 50. The delivery mechanism 56 is selectively controlled to inject the reductant directly into the exhaust gas stream prior to entering the SCR catalyst 50. As described herein, the controller 100 is configured to control the timing and amount of reductant delivered to the exhaust gas. The reductant can decompose to produce ammonia. As briefly described above, ammonia reacts with NOx in the presence of the SCR catalyst 50 to reduce the NOx to less harmful emissions, such as N2 and H2O. The NOx in the exhaust gas stream includes NO2 and NO. Both NO2 and NO are reduced to N2 and H2O through various chemical reactions in the presence of the catalytic elements of the SCR catalyst and NH3.

[0030] The SCR catalyst 50 can be any of a variety of catalysts known in the prior art. For example, in some implementations, the SCR catalyst 50 is a vanadium-based catalyst, while in other implementations, the SCR catalyst is a zeolite-based catalyst, such as a Cu-zeolite or Fe-zeolite catalyst. In a representative embodiment, the reductant is an aqueous urea solution and the SCR catalyst 50 is a zeolite-based catalyst. In other embodiments, the reductant includes a first reductant and a second reductant, where the first reductant is urea and the second reductant is ammonia.

[0031] The AMOx catalyst 60 can be any of a variety of flow-through catalysts configured to react with ammonia to primarily produce nitrogen. As briefly described above, the AMOx catalyst 60 is configured to remove ammonia that has passed through or exited the SCR catalyst 50 without reacting with the NOx in the exhaust gas. In some cases, the aftertreatment system 22 can operate with or without an AMOx catalyst. Additionally, although in Figure 2 the AMOx catalyst 60 is shown as a unit separate from the SCR system 52, in some implementations, the AMOx catalyst can be integrated with the SCR catalyst (e.g., the AMOx catalyst and the SCR catalyst can be located within the same housing). In some embodiments, the SCR catalyst and the AMOx catalyst are arranged in series, with the SCR catalyst located upstream of the AMOx catalyst. As described herein, the SCR catalyst 50 and the AMOx catalyst 60 form the SCR and AMOx systems. Thus, the determined state or degradation is for the catalysts.

[0032] Various sensors, such as the temperature sensor 32, the NOx sensor 34, and the flow sensor 36, can be strategically arranged throughout the exhaust aftertreatment system 22 (or other parts of the system 200), and can be in communication with the controller 100 and configured to monitor the operating conditions of the system 200. In some cases, the flow sensor 36 is located upstream of the engine 21. It should be understood that one or more pressure sensors and various other sensors (oxygen sensors, exhaust gas component sensors, NH3 sensors, etc.) can also be included in the system and arranged at various locations. Additionally, the precise arrangement of the sensors is highly configurable, and thus the shown configuration is not intended to be limiting.

[0033] The EGR system 70 is configured to recirculate exhaust gas back to the intake manifold of the engine 21 for combustion. The EGR system 70 includes an EGR cooler 74 and an EGR valve 76. The EGR cooler 74 is configured to be any type of heat exchanger typically included in an EGR system, including but not limited to air-air and / or liquid (e.g., coolant)-air (e.g., exhaust gas) heat exchangers. The EGR cooler 74 is configured to remove heat from the exhaust gas before the exhaust gas is reintroduced into the intake manifold. Removing heat from the exhaust gas before reintroduction is, among other reasons, to prevent high intake temperatures that can promote pre-ignition (e.g., engine knock).

[0034] Although the illustrated exhaust aftertreatment system 22 includes an oxidation catalyst 30, a particulate filter 40, an SCR catalyst 50, and an AMOx catalyst 60 that are located at specific positions relative to each other along the exhaust flow path, in other embodiments, the exhaust aftertreatment system may include any one or more of a plurality of various catalysts disposed at various relative positions along the exhaust flow path. Additionally, although the oxidation catalyst 30 and the AMOx catalyst 60 are non-selective catalysts, in some embodiments, the oxidation catalyst and the AMOx catalyst may be selective catalysts. Further, the EGR system 70 may include additional flow paths or components not described above.

[0035] The operator I / O device 120 is communicatively coupled to the controller 100 such that information can be exchanged between the controller 100 and the I / O device 120. The information exchanged between the controller 100 and the I / O device 120 can relate to Figure 1-2 one or more components of and / or any determinations of the controller 100 disclosed herein. The operator I / O device 120 enables the operator of the vehicle (or an occupant of the vehicle) to communicate with the controller 100 and other components of the vehicle (such as Figure 2 those shown in). For example, the operator input / output device 120 may include an interactive display, a touchscreen device, one or more buttons and switches, a voice command receiver, etc. Additional input, output, and / or input / output devices may be included, such as a transmission shifter, an accelerator pedal, a brake pedal, a steering wheel, and the like.

[0036] The controller 100 is configured to at least partially control the operation of the system 200 and associated subsystems, such as the internal combustion engine 21, the fuel injector 18, the ignition assist device 20, and the exhaust aftertreatment system 22 (e.g., the meter 56, etc.). Communication between components can occur via any number of wired or wireless connections. For example, a wired connection may include a serial cable, a fiber optic cable, a CAT5 cable, or any other form of wired connection. In contrast, a wireless connection may include the internet, Wi-Fi, a cellular network, radio, etc. In one embodiment, a controller area network (“CAN”) bus provides the exchange of signals, information, and / or data. The CAN bus includes any number of wired and wireless connections. Because the controller 100 is communicatively coupled to Figure 1 and Figure 2 the systems and components of, the controller 100 is configured to receive from Figure 1 and Figure 2One or more components shown therein receive data. For example, the data may include CO data, NOx data, flow rate data, temperature data, or other data captured by sensors 32, 34, 36, as well as vehicle operation data received through one or more sensors (e.g., engine speed, vehicle speed, engine temperature, etc.). Additionally, the data may include an input from the operator input / output device 120. Further, the data may include fluid flow data (e.g., rate, quantity, temperature, pressure, etc.), which may be measured or determined by an oxygen sensor (not shown) or other gas flow sensors.

[0037] Now referring to Figure 3 , an example structure of the controller 100 according to one example embodiment is shown. The controller 100 is shown to include at least one processing circuit 101, which includes a processor 102, a memory 103, and various circuits, including at least an engine circuit 105, a metering circuit 106, an injection control circuit 107, and an ignition control circuit 108. The processor 102 may be implemented as one or more processors, an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), a digital signal processor (DSP), a set of processing components, or other suitable electronic processing components. The at least one memory 103 (e.g., RAM, ROM, flash memory, hard disk storage, etc.) may store data and / or computer code to facilitate the various processes described herein. The memory 103 may be communicatively coupled to the processor 102 and one or more circuits (e.g., the engine circuit 105, the metering circuit 106, the injection control circuit 107, or the ignition control circuit 108) and configured to provide computer code or instructions to the processor 102 to perform certain processes described herein with respect to the controller 100. Additionally, the memory 103 may be or include tangible, non-transitory volatile memory or non-volatile memory. Thus, the memory 103 may include database components, object code components, script components, or any other type of information structure for supporting the various activities and information structures described herein.

[0038] The controller 100 is configured to receive inputs (e.g., signals, information, data, etc.) from the system 200 components / systems and / or the operator I / O device 120. Thus, the controller 100 is configured to control at least in part the system 200 components / systems and the associated vehicle. Since Figure 3 the components of may be embodied in a vehicle, the controller 100 may be configured as one or more electronic control units (ECUs). The controller 100 may be separate from or included in at least one transmission control unit, an exhaust aftertreatment control unit, a powertrain control module, an engine control module, etc.

[0039] In one configuration, one or more circuits (e.g., engine circuit 105, metering circuit 106, injection control circuit 107, and ignition control circuit 108) can be embodied as a machine or computer-readable medium that stores instructions executable by a processor (e.g., processor 102) and stored in a storage device (e.g., memory 103). As described herein and for other purposes among others, the machine-readable medium facilitates performing certain operations to be able to receive and transmit data. For example, the machine-readable medium can provide instructions (e.g., commands, etc.) to, for example, acquire data. In this regard, the machine-readable medium can include programmable logic that defines the data acquisition (or data transmission) frequency. The computer-readable medium can include code that can be written in any programming language, including but not limited to Java or a similar language and any conventional procedural programming language, such as the "C" programming language or a similar programming language. The computer-readable program code can be executed on one processor or multiple remote processors. In the latter case, the remote processors can be interconnected via any type of network (e.g., CAN bus, etc.).

[0040] In another configuration, one or more circuits are embodied as hardware units, such as an electronic control unit. Thus, one or more circuits can take the form of one or more analog circuits, electronic circuits (e.g., integrated circuit (IC), discrete circuit, system-on-chip (SOC) circuit, microcontroller, etc.), telecommunication circuits, hybrid circuits, and any other type of "circuit". For example, the circuits described herein can include one or more transistors, logic gates (e.g., NAND, AND, NOR, OR, XOR, NOT, XNOR, etc.), resistors, multiplexers, registers, capacitors, inductors, diodes, wiring, and so on. One or more circuits can also include programmable hardware devices, such as field-programmable gate arrays, programmable array logic, programmable logic devices, or similar devices. One or more circuits can include one or more storage devices for storing instructions executable by the processors of the respective circuits (e.g., engine circuit 105, metering circuit 106, injection control circuit 107, or ignition control circuit 108). One or more storage devices and processors can have the same definitions as provided herein with respect to memory 103 and processor 102. In some hardware unit configurations, one or more circuits can be geographically dispersed at different locations in a system (e.g., a vehicle). Alternatively, as shown, one or more circuits can be embodied within or as a single unit / enclosure, which is shown as controller 100.

[0041] In various arrangements, the controller 100 includes a communication interface 104. The communication interface 104 can include any combination of wired and / or wireless interfaces (e.g., jacks, antennas, transmitters, receivers, transceivers, wire terminals) for data communication with various systems, devices, or networks that are configured to enable in-vehicle communication (e.g., between vehicle components) and in some embodiments out-of-vehicle communication (e.g., directly with at least one remote computing system). In this regard, in some embodiments, the communication interface 104 includes a network interface. The network interface is used to establish a connection with other computing devices via a network. The network interface includes program logic that facilitates connecting the controller 100 to the network. The network interface includes any combination of wireless network transceivers (e.g., cellular modems, Bluetooth transceivers, Wi-Fi transceivers) and / or wired network transceivers (e.g., Ethernet transceivers). For example, the communication interface 104 includes a wireless device (e.g., cellular transceiver) and machine-readable medium (e.g., cellular driver) that are configured to facilitate connection to the network. In some arrangements, the network interface includes hardware and machine-readable medium sufficient to support communication over multiple data communication channels. Additionally, in some arrangements, the network interface includes encryption functionality to establish a secure or relatively secure communication session in which the data communicated is encrypted. For example, with respect to out-of-vehicle / out-of-system communication, the communication interface 104 can include an Ethernet card and port for sending and receiving data over an Ethernet-based communication network, and / or a Wi-Fi transceiver for communicating over a wireless communication network. The communication interface 104 can be configured to communicate over a local area network and / or wide area network (e.g., the Internet) and can use various communication protocols (e.g., IP, LON, Bluetooth, ZigBee, and radio, cellular, near field communication). Additionally, the communication interface 104 can work or cooperate with a telematics unit (if included) to communicate with other vehicles in a fleet and / or remote computing systems. In one example embodiment, the communication interface 104 is configured to provide vehicle information (e.g., operating parameters and / or operating data) to a remote computing system, a third-party computing system, and / or other vehicles in a fleet. In other embodiments, this network connection / communication aspect can be excluded.

[0042] In the illustrated example, controller 100 includes processing circuitry 101 that may be constructed or configured to execute or implement the instructions, commands, and / or control processes described herein with respect to engine circuitry 105, metering circuitry 106, injection control circuitry 107, and ignition control circuitry 108. The illustrated configuration represents engine circuitry 105, metering circuitry 106, injection control circuitry 107, and ignition control circuitry 108 as instructions in a machine or computer-readable medium. In some embodiments, the instructions may be stored by a storage device. However, as noted above, this illustration is not intended to be limiting, as the present disclosure contemplates other embodiments in which engine circuitry 105, metering circuitry 106, injection control circuitry 107, and ignition control circuitry 108, or at least one of these circuits, is configured as a hardware unit. All such combinations and variations are intended to fall within the scope of the present disclosure.

[0043] Engine circuitry 105 is configured to receive information from a user (e.g., via operator input / output device 120, accelerator pedal, etc.) and provide instructions to or otherwise control engine 21. For example, engine circuitry 105 is configured to control the engine itself and components associated with the engine, including at least an intake valve for controlling the intake air amount, an exhaust valve for releasing exhaust gas through ducts (e.g., ducts 24, 28A-C, 26, etc.), or other components of engine 21. Additionally, engine circuitry 105 may control the torque and / or speed from engine 21. Engine circuitry 105 is configured to receive information related to engine 21, such as the fuel amount, engine temperature, fuel flow rate (e.g., air-fuel mixture flow rate), etc.

[0044] Metering circuitry 106 is configured to control meter 56. In this way, metering circuitry 106 is configured to provide metering instructions to meter 56 to control and manage (e.g., regulate) the reductant dosing amount and / or timing from meter 56. Metering circuitry 106 may also communicate with one or more other circuits, such as injection control circuitry 107. For example, metering circuitry 106 may receive information regarding the amount of fuel injected into engine 21 at different times (e.g., during different driving cycle times) from at least one of processing circuitry 101 or injection control circuitry 107.

[0045] The metering circuit 106 identifies or receives information regarding the value of the fuel or fuel combination used by the engine, such as the ratio of the amounts of different types of fuel (e.g., 50% hydrogen and 50% natural gas, etc.). Thus, depending on this value, such as the ratio or quantity of each fuel type, the metering circuit 106 can increase or decrease the metering of the reducing agent to reduce one or more combustion by-products (e.g., NOx, etc.) from the engine 21. For example, when the proportion / level / quantity / amount of hydrogen introduced in the fuel mixture is relatively high (e.g., the amount or value of hydrogen is higher than a predetermined threshold, such as higher than 40%, etc.), the metering circuit 106 provides a metering instruction to the meter 56 to reduce the metered amount of the reducing agent because less NOx is generated by burning hydrogen, and thus less reducing agent may be required to reduce NOx to less harmful elements. Or, for example, when the proportion of hydrogen in the mixture is relatively low (e.g., the amount of hydrogen used for combustion is below a predetermined threshold), the metering circuit 106 can maintain (or increase) the metered amount of the reducing agent.

[0046] In various arrangements, the metering circuit 106 instructs the meter 56 to reduce the dose of the reducing agent in proportion to the hydrogen content. Since hydrogen produces less NOx when burned, less reducing agent is required to achieve the desired amount of NOx reduction or minimization (i.e., keep the NOx emissions below a predetermined level or threshold). The metering circuit 106 can instruct the meter 56 to reduce the dose of the reducing agent in proportion to the hydrogen content such that the greater the hydrogen content or proportion introduced in the fuel mixture, the less reducing agent is metered into the exhaust aftertreatment system.

[0047] The injection control circuit 107 is constructed or configured to control the fuel injectors 18. The injection control circuit 107 can control the fuel injection from multiple fuel sources / fuel tanks by sequentially injecting different fuels or simultaneously injecting multiple fuels. In one embodiment, each fuel type can have a dedicated fuel injector, and each fuel injector is controlled by the injection control circuit 107. In some implementations, the injection control circuit 107 is configured to inject a desired amount of fuel based on the power (e.g., torque) demand from the engine circuit 105. For the purpose of providing examples herein, the first fuel can refer to the main fuel type used for the engine 21, such as natural gas, etc., and the second fuel can refer to a secondary fuel used to replace the main fuel, such as hydrogen. In some other cases, the first fuel can be the secondary fuel and the second fuel can be the main fuel. For example, depending on the desired power output of the engine 21 (e.g., controlled by the engine circuit 105), the injection control circuit 107 is configured to inject fuel accordingly, such as increasing the injection rate for a relatively high desired output or decreasing the injection rate for a relatively low desired output (e.g., depending on the current power output demand and injection rate).

[0048] In some implementations, for relatively high power output requirements, the injection control circuit 107 is configured to instruct the injector 18 to increase the injection rate of the first fuel and / or decrease the injection rate of the second fuel. For example, hydrogen fuel can improve the energy efficiency of the ignition assist device. However, for relatively high torque requirements of the engine 21 (e.g., above a predetermined threshold), it may be desirable to supply a relatively high amount or proportion of the primary fuel (e.g., natural gas) to the engine 21. Therefore, the injection rate of hydrogen fuel can be instructed to decrease (or remain unchanged), while instructing an increase in the injection rate of the primary fuel.

[0049] In various implementations, the injection control circuit 107 is configured to adjust injection parameter values (e.g., injection amount, injection rate, injection timing, injection duration, frequency, etc.) based on an indication of engine knock or misfire conditions. Engine knock or misfire conditions can be indicated, for example, by a signal from a knock sensor 38. The signal from the knock sensor 38 can be processed by the processing circuit 101 and other circuits of the controller 100. In some cases, engine knock can indicate (or represent) that the value (e.g., amount or proportion, etc.) of at least one fuel is greater than (e.g., a predetermined) threshold. The threshold can be one of a plurality of thresholds, such as 10%, 20%, 30%, 40%, or 50%, etc. of the hydrogen content in the fuel mixture. Each threshold can correspond to a corresponding setting of one or more components (e.g., injector 18 or ignition assist device 20). The various thresholds and their associated configuration settings can be stored in a table or determined by a process (e.g., table lookup) executed by the controller 100. Configuration settings refer to the value or range of values of at least one control parameter of a component or system (e.g., injector or ignition assist device). The thresholds can be stored in the memory 103 for local access, or stored in a remote data repository for remote access.

[0050] By way of example, the threshold can include at least one first threshold (e.g., 10%) and a second threshold (e.g., 20%) related to the hydrogen content in the fuel mixture. The first threshold can be associated with a first set of parameter configurations for the injector 18 or the ignition assist device 20, such as a first adjustment to at least one of ignition timing, ignition energy, ignition mode, the first fuel injection rate, and / or the second fuel injection rate, etc. The second threshold can be associated with a second set of parameter configurations for the injector 18 or the ignition assist device 20, such as a second adjustment to at least one of ignition timing, ignition energy, ignition mode, the first fuel injection rate, or the second fuel injection rate, etc.

[0051] As another example, due to the presence of engine knock indication and based on the operating characteristics of engine 21 (e.g., engine speed, air or fuel intake flow rate, temperature, etc.), the injection control circuit 107 and / or the ignition control circuit 108 can adjust at least one parameter of the injector 18 or the ignition assist device 20. The injection control circuit 107 and / or the ignition control circuit 108 can continuously adjust the operation of the injector and / or the ignition assist device until the knock signal disappears. For example, in view of the high flammability of hydrogen, the injection control circuit 107 can sequentially reduce the hydrogen injection by a predetermined amount until the knock signal disappears. As another example, still in view of the high flammability of hydrogen, the ignition control circuit 108 can reduce the ignition energy to reduce the likelihood of unwanted combustion until the knock signal disappears. It should be understood that the parameter combinations of the injector and the ignition assist device can be adjusted.

[0052] In some cases, the value of the fuel can relate to the primary fuel (e.g., quantity, proportion, etc.). The ignition energy can be adjusted based on the value reaching a specific threshold. For example, if the value is greater than a predetermined high threshold of the primary fuel content (e.g., 90%), a relatively high ignition energy (e.g., an energy of 30 mJ) can be adjusted or configured for the ignition assist device 20 (e.g., in this case, the higher threshold can be associated with a higher ignition energy adjustment). In this regard, in view of the low content of the secondary fuel (hydrogen in this case), more ignition energy may be required to achieve the desired combustion characteristics. In another example, if the value is greater than a predetermined medium threshold of the primary fuel (e.g., 60%), a relatively low ignition energy (e.g., an energy of 20 mJ) can be adjusted or configured for the ignition assist device 20. In this case, and due to the high flammability of hydrogen, in view of the relatively large amount of hydrogen, a relatively low ignition energy may be required.

[0053] In some other cases, the threshold can be associated with the ignition timing or at least one ignition mode. In this regard, and considering the value regarding at least one fuel, the ignition control circuit 108 can adjust at least one ignition timing or ignition mode of at least one ignition assist device of the engine to achieve or attempt to achieve the desired operating characteristics (e.g., carbon emissions below a threshold, performance target, etc.). For example, for a relatively high threshold (e.g., 90% of the primary fuel), the ignition timing can be adjusted (e.g., adjusted by the ignition control circuit 108) to be more frequent (e.g., enabling a multi-spark command) to promote combustion. In another example, for a relatively low threshold (e.g., 60% of the primary fuel), the ignition timing can be adjusted to be less frequent (e.g., disabling the multi-spark command). In the above cases, in addition to these controls, the injection control circuit 107 can also be configured to adjust the injection rate of the primary fuel or the secondary fuel based on the value regarding at least one fuel being greater than or equal to the threshold (or based on the engine knock indication from the knock or combustion misfire value).

[0054] A misfire condition may indicate that the value of the primary fuel (e.g., pressure, quantity, or ratio) is less than a threshold value for the fuel mixture (e.g., less than 70% etc.), or that the hydrogen content is greater than or equal to another threshold value (e.g., greater than or equal to 30% etc.). For example, the injection control circuit 107 is configured to control the injector 18 to increase the quantity of the primary fuel or reduce the hydrogen content in the mixture in response to receiving an indication of a misfire condition. In such a case, the injection control circuit 107 is configured to adjust the fuel mixture such that the value is greater than the threshold. In various arrangements, the injection control circuit 107 is configured to communicate or cooperate with the ignition control circuit 108 to address engine knock or misfire conditions.

[0055] In some cases, the injection control circuit 107 controls or adjusts the fuel injection timing based on the flow rate of one or more fuels (primary fuel and / or secondary fuel; and other fuels if the engine has more than two fuel capabilities) of the engine 21. The flow rate is sensed by one or more flow sensors 36. The injection control circuit 107 may increase the injection frequency or duration of the first fuel in response to a reduction in the second fuel injection, and vice versa. The injection control circuit 107 may provide an indication of the injection timing of at least one of the first fuel or the second fuel (and other fuels for the engine 21) to the ignition control circuit 108 and other circuits. In some cases, a relatively high flow rate may indicate a relatively high fuel injection frequency (e.g., fuel injection timing), while a relatively low flow rate may indicate a relatively low fuel injection frequency. In some other cases, the injection control circuit 107 determines a value for at least one of the first fuel or the second fuel based at least in part on the flow rate and injection timing of the fuel. For example, based on the injection timing of the fuel (e.g., duration, frequency, number of occurrences / instances etc.), the injection control circuit 107 may determine the quantity of fuel injected at the injector 18 position and, for example, the duration for the fuel to reach the combustion chamber according to the flow rate.

[0056] The ignition control circuit 108 is constructed or configured to control or manage one or more parameters or operating / operation parameters of the ignition assist device. One or more parameters may include at least one of ignition / spark energy, ignition timing, ignition mode, combinations thereof, etc. The ignition control circuit 108 is constructed to adjust one or more parameters of the ignition assist device based on the quantity of the primary and / or secondary fuel (e.g., hydrogen) injected into the engine 21 (e.g., upstream or inside the combustion chamber of the cylinder 12).

[0057] In some implementations, the ignition control circuit 108 controls the ignition assist device 20 to adjust (e.g., increase or decrease) the ignition timing (e.g., the moment when ignition occurs during the combustion stroke) based on the value of at least one of the first fuel or the second fuel. For example, the value may include the amount of the first fuel and / or the second fuel, the ratio / rate between the fuels, the fuel pressure of the first fuel and / or the second fuel, and / or other indications regarding one or both fuels. The value may be a value of the hydrogen content (e.g., based on measurements from a gas or fuel sensor, commands to the fuel injector 18, or injection timing and flow rate, etc.). The determined or received value of the hydrogen content may be compared with a threshold. The determined hydrogen content may be the content at a specific moment (e.g., in response to fuel injection, when the fuel reaches the cylinder 12 or the combustion chamber), over a period of time (e.g., in one or more operating or driving cycles, an absolute amount of time such as 30 seconds, etc.), and / or over a driving distance (e.g., the vehicle driving distance, etc.). The threshold may be predetermined / predefined, e.g., based on the specifications of the engine 21 (e.g., brand, model, etc.), tests performed for a specific engine 21, and / or data from comparable engines 21.

[0058] In some cases, if the hydrogen content is greater than or equal to a predetermined threshold, the ignition control circuit 108 delays the ignition timing of the ignition assist device 20 relative to the currently used ignition timing (e.g., delays by a predetermined amount according to the degree by which the hydrogen content exceeds the threshold, where the greater the hydrogen content, the more the delay). In some cases, the threshold may be continuous (or include various thresholds). For example, based on an increase in the hydrogen content, the ignition control circuit 108 is configured to postpone the ignition timing according to the corresponding threshold (e.g., the higher the hydrogen content, the more the ignition timing is delayed). In some other cases, the ignition control circuit 108 may advance the ignition timing based on the main fuel content being greater than the threshold. For example, in the case of a high intake air temperature (temperature higher than a predetermined high temperature threshold), where adding H2 to NG shortens the ignition delay, the ignition control circuit 108 may advance the spark timing so that the flame can consume the fuel in the end gas before the end gas has a chance to autoignite (knock). This is because adding H2 to NG results in a shorter ignition delay. Since the flame speed of H2 is much faster than that of NG, once the flame starts to propagate, it quickly clears the cylinder. However, if the mixture is close to being ready to autoignite (detected based on hot spots, hot intake air, etc. from one or more sensors (e.g., temperature sensors)), the ignition control circuit 108 may advance the spark timing to prevent it from occurring before the flame can consume it. When the cylinder is cold (temperature from a temperature sensor or model is lower than a predetermined low temperature threshold), the ignition control circuit 108 may advance the spark timing to ensure complete combustion and / or improve efficiency. Substituting hydrogen fuel when the cylinder is cold may allow for a relatively more thermodynamically optimized spark timing, resulting in higher efficiency.

[0059] In various implementations, the ignition control circuit 108 is configured or arranged to adjust the ignition energy based on the hydrogen content. For example, if the value regarding the hydrogen content is greater than or equal to a threshold (e.g., the amount or proportion of hydrogen at a certain moment, over a period of time, which may depend on engine power output, altitude, load, etc.), the ignition control circuit 108 is configured to reduce the ignition energy. In this regard, the higher the hydrogen content, the less ignition energy is required for combustion. Thus, by reducing the ignition energy according to the amount of hydrogen in the fuel mixture, the service life of the ignition assist device 20 can be extended (e.g., a 30% reduction in ignition energy can correspondingly extend the life of the ignition assist device 20). The reduction in ignition energy can be proportional to the ratio of the hydrogen content. For example, the ignition control circuit 108 can achieve: when the hydrogen content is 7%, the ignition energy is reduced by 10%; when the hydrogen content is 15%, the ignition energy is reduced by 20%; when the hydrogen content is 22%, the ignition energy is reduced by 30%; and so on. As the hydrogen content decreases, the ignition control circuit 108 can increase the ignition energy level.

[0060] In some arrangements, the ignition control circuit 108 is configured to adjust the ignition mode based on the hydrogen content determined in the mixture (e.g., upstream of the combustion chamber or in the combustion chamber). For example, the ignition control circuit 108 is configured to enable or disable the multi-spark capability of the ignition assist device based on the detected, identified, or otherwise determined hydrogen content. For example, when the hydrogen content is not determined or the value of the hydrogen content (e.g., amount, proportion, percentage, etc.) is below a predetermined threshold, the ignition control circuit 108 can enable the multi-spark capability. In response to the hydrogen value being greater than (or equal to) the predetermined threshold, the ignition control circuit 108 is configured to disable the multi-spark capability to reduce the total ignition energy output by the ignition assist device 20, because the flammability of hydrogen fuel is relatively high, such that the total energy consumption of the ignition assist device can be reduced. The spark intensity and / or duration of the ignition assist device can be controlled by the ignition control circuit 108 based on the determined hydrogen value.

[0061] As discussed herein, a value regarding at least one of the first fuel or the second fuel can, for example, correspond to at least one of the amount of the first fuel and / or the second fuel, the ratio between the first fuel and the second fuel, the fuel pressure of the first fuel and / or the second fuel, the fuel flow rate of the first and / or the second fuel, and other indications related to at least one of the first and second fuels for the engine 21. In one embodiment, the value refers to the amount of hydrogen (second fuel) for the engine 21. The controller 100 can determine or estimate the value of the hydrogen content based on an indication of engine knock or combustion misfire. The controller 100 is configured to communicate with a knock sensor 38 (e.g., an accelerometer or an audio sensor) to receive an indication of at least one of engine knock or combustion misfire. Engine knock refers to combustion that occurs at an unexpected time. The knock or misfire condition can be determined based on torque output, the acceleration rate of the crankshaft, and / or exhaust manifold pressure pulses, etc. For example, if an increase in torque deviating from a combustion event is detected, this can indicate a knock or misfire condition. An indication that an engine knock or misfire condition has occurred can indicate that too much hydrogen has been injected into the engine system. In such a case, at least one of the injection control circuit 107 or the ignition control circuit 108 can control the injector 18 or the ignition assist device 20, respectively, to minimize the occurrence of knock or misfire. For example, the injection control circuit 107 can command or control the injector 18 to adjust the hydrogen injection rate or the main fuel injection rate by a predetermined amount. In another example, the ignition control circuit 108 can adjust at least one parameter of the ignition assist device by a predetermined amount, such as adjusting the ignition timing, ignition energy, etc. (e.g., adjusting the ignition timing so that combustion is closer to top dead center (retarding the ignition timing) or farther from top dead center (advancing the ignition timing)), or adjusting the ignition energy to a predetermined amount (e.g., 30 mJ for a low hydrogen content) or another predetermined amount (e.g., 10 mJ for a high hydrogen content), etc. After one or more adjustments of one or more parameters, the controller 100 may not receive or there may be no signal from the knock sensor 38 (e.g., indicating that no knock or misfire has occurred). In some embodiments, the amount or ratio of hydrogen relative to natural gas can be based on NOx or ammonia slip, as described herein, while in other embodiments, the ratio can be based on knock (e.g., the presence or absence of a knock signal from a knock sensor). Since the flame speed of hydrogen is faster than that of natural gas, the ignition control circuit 108 can retard the spark timing as the amount or ratio of hydrogen increases to avoid or mitigate knock. In some embodiments, the amount of retard can be linearly proportional to the amount of hydrogen (increasing linearly based on the increase in the amount or ratio of hydrogen). In other embodiments, different correlations can be used. As another example, if an indication of knock or a likelihood of knock is detected (e.g., the presence of hot spots, etc.), the information related to the knock or knock indication can be associated with the amount of hydrogen (e.g., a relatively high hydrogen content can correspond to a greater likelihood of knock).

[0062] In some aspects, after determining a value regarding at least one fuel, the controller 100 may perform a process to determine at least one control parameter for the ignition assist device and / or the injector. For example, the controller 100 may use the value (e.g., the proportion or quantity of hydrogen) as an input, and ignition energy (for the ignition assist device) and fuel injection quantity (for the injector) as outputs, etc., to retrieve and utilize a look-up table. Although this example interprets the table as two-dimensional, in other embodiments, other inputs (e.g., requested torque output, etc.) may also be used and other outputs may be determined. In this way, the table may indicate various parameters that can be used to adjust the injector 18 or the ignition assist device 20 based on the value.

[0063] In some other embodiments, if fuel injection occurs upstream of the cylinder 12 (e.g., rather than in the chamber), such as in an engine with a port fuel injection (PFI) design, the controller 100 may determine a value of the fuel entering the chamber based on the injection rate and / or flow rate. For example, the controller 100 identifies the fuel injection timing (e.g., duration, moment, frequency, etc.) and the position of the corresponding injector 18 that injects at least one fuel. The controller 100 receives a signal from a flow sensor upstream of the cylinder 12, which indicates the flow rate. Thus, based on the flow rate (e.g., the rate at which fuel flows from the injector 18 to the cylinder 12) and the fuel injection timing, the controller 100 determines a value regarding the fuel entering the chamber. In some cases, as more hydrogen (e.g., a zero-carbon fuel) is introduced (e.g., replacing the primary fuel) into the pipeline (for a pipeline-supplied engine), the controller 100 may advance the primary fuel PFI to mix with hydrogen and improve the volumetric efficiency.

[0064] In some implementations, the engine 21 may include at least one fuel sensor (e.g., a gas sensor, a hydrogen sensor, etc.), which is configured to detect the hydrogen content and other characteristics of the fuel, such as the fuel type (e.g., natural gas, diesel, etc.). In this case, the controller 100 obtains a value regarding one or more fuels based on the information extracted from the signal of the fuel sensor. In some other cases, the injection control circuit 107 is configured to control the injector 18 such that the injector 18 injects a predetermined quantity of fuel at a certain injection rate, duration, frequency, etc. In this case, the controller 100 may receive an indication of the quantity of the first and second fuels injected into the engine. In certain cases, the fuel may be directly injected into the combustion chamber (e.g., using Figure 1 the in-cylinder injector shown). In this case, the controller 100 may identify the value based on the injection rate of the fuel controlled by the injection control circuit 107.

[0065] In some cases, a hydrogen sensor is disposed upstream of the engine 21, at the engine 21, and / or downstream of the engine 21, such as within the exhaust manifold or further downstream of the exhaust manifold (e.g., in the aftertreatment system 22). The controller 100 receives readings / measurements from the hydrogen sensor that indicate the amount of hydrogen in the exhaust gas mixture (when disposed downstream of the engine 21) and / or as part of the engine charge (when disposed upstream of the engine 21 or in the engine 21). The controller 100 is configured to adjust one or more components of the system 200 to increase the air supplied to the engine 21 in response to an increase in hydrogen content or decrease the air entering the engine 21 in response to a decrease in hydrogen content, for example.

[0066] Once the value is determined or obtained, the controller 100 may indicate the value to one or more circuits, such as the injection control circuit 107 or the ignition control circuit 108. In some cases, the controller 100 (e.g., the processing circuit 101) compares the value with a threshold to determine whether to adjust at least one parameter of the injector 18 or the ignition assist device 20. Thus, the controller 100 is configured to minimize engine knock or misfire, or improve the energy efficiency of the ignition assist device 20 (e.g., extend the service life of the ignition assist device 20).

[0067] In some implementations, the hydrogen mixture may be predefined by the manufacturer (e.g., the manufacturer of the engine 21 or the system 200) (i.e., the mixture that the engine must use to ensure normal operation under various conditions). For example, the predetermined amount of hydrogen injected into the engine system may depend on other variables of the system 200, such as power demand, emission levels, or other variables. In this way, by knowing the operating conditions, the controller 100 can use the predefined amount to determine the value of hydrogen.

[0068] In operation, for a relatively high power demand, the injection control circuit 107 may indicate or command the injector 18 to inject less hydrogen. Additionally, for a relatively low power demand, the injection control circuit 107 may incrementally increase the amount of hydrogen (e.g., in 5% increments up to 50%). In another example, as the undesirable emission levels (e.g., NOx, greenhouse gases, particulate matter, etc.) increase, the injection control circuit 107 may incrementally increase the amount of hydrogen. To increase the amount of hydrogen, the injection control circuit 107 may command a valve in the fuel line to open and / or the injector nozzle to open to inject hydrogen for a longer period of time, or provide a command to open the valve or injector nozzle more frequently (e.g., more injections). Thus, the controller 100 can identify the values of the primary fuel and hydrogen fuel injected into the engine system based at least on these variables.

[0069] In various implementations, the controller 100 (e.g., the injection control circuit 107) can adjust the injection timing of at least one of the first fuel or the second fuel to maintain a target value or an air-fuel ratio (AFR) amount. It should be understood that the present disclosure is applicable to various fuel systems. In this way, the injection type of the first type of fuel or the second type of fuel can include, for example, an atomized type where the fuel is injected upstream of the engine, a port fuel injection (PFI) type where the injector is disposed upstream of one or more intake valves and not in the cylinder, and / or direct injection (DI), where the injector is disposed in the cylinder to directly inject fuel into the cylinder, and so on.

[0070] In some cases, the ratio of the hydrogen content and the main fuel content can be adjusted by increasing or decreasing at least one of the hydrogen content and / or the main fuel content in the fuel mixture of the engine 21. Adjusting this ratio can change the desired AFR, for example, producing a relatively higher AFR for a relatively higher ratio of hydrogen content and a relatively lower AFR for a relatively lower ratio of hydrogen content. This is because hydrogen combustion requires a higher amount of air. In this case, the controller 100 determines the amount of hydrogen to be injected. When increasing or decreasing the content of one fuel, the content of the other fuel can be decreased or increased respectively, for example, to maintain or substantially maintain a similar torque output of the engine 21. In some embodiments, when adjusting the content of the other fuel type, the controller 100 maintains the content of this fuel. In some embodiments, the controller 100 can decrease the hydrogen content and increase the main fuel content to, for example, produce greater torque for the engine 21.

[0071] In some embodiments, the controller 100 can determine that the amount of hydrogen is greater than a threshold under various operating conditions (e.g., at a specific AFR, at certain altitudes, etc.). In this case, when introducing more hydrogen into the mixture by fuel injection for a longer time, the controller 100 is configured to advance the injection timing of hydrogen (e.g., the injection window), thus allowing relatively more time for mixing. The advancement of the hydrogen injection timing can be based on the amount of hydrogen injected. In some cases, if the amount of hydrogen injected is relatively small, the controller 100 can delay the injection timing of hydrogen. In some embodiments, the duration of fuel injection can be kept the same by adjusting the injection rate (or activating or deactivating one or more injectors according to the configuration of the system 200) to introduce more fuel. In some embodiments, when more hydrogen is desired to be utilized, the controller 100 can advance the injection timing of hydrogen. When less hydrogen is desired to be utilized, the controller 100 can delay the injection timing of hydrogen. As another example, and in the case of a lower hydrogen content, the controller 100 can advance the injection timing of the main fuel to increase the amount of the main fuel at a certain moment or time period when the hydrogen is less than or equal to the threshold.

[0072] In some implementations, the controller 100 can control or adjust a turbocharger (e.g., a variable geometry turbocharger (VGT)) to maintain or achieve a desired amount of AFR. In particular, in certain embodiments, the controller 100 can adjust the operation of the VGT based on zero-carbon fuel substitution (e.g., based on the amount of hydrogen or other zero-carbon fuel substituting for the primary fuel). The controller 100 can adjust the VGT to increase or decrease the pressure ratio (or flow rate) on the turbine to produce more or less boost according to the hydrogen content (e.g., at a certain moment or over a period of time). To supply more air to the cylinders of the engine 21, the controller 100 adjusts the VGT to produce greater boost by increasing the rotational speed of the VGT compressor. As the hydrogen content increases, the controller 100 can control and adjust the VGT to produce greater boost, thereby supplying more air to the engine 21. As the hydrogen content decreases and stoichiometric combustion may require less air, the controller 100 can adjust and control the VGT to produce a relatively lower amount of boost, for example.

[0073] In some embodiments, the primary fuel (e.g., natural gas, etc.) can be associated with a relatively lower AFR compared to the hydrogen fuel (e.g., the AFR of the hydrogen fuel used for ignition). For example, the stoichiometric value of pure natural gas can be 17:1 (e.g., air-fuel ratio), while the stoichiometric value of pure hydrocarbon gas can be 34:1. In this case, by mixing / blending hydrocarbons with the primary fuel (e.g., natural gas, etc.), the stoichiometric value (e.g., AFR) for the fuel to be burned can be between 17:1 (e.g., richer, relatively smaller ratio of air to fuel) and 34:1 (e.g., leaner, relatively larger ratio of air to fuel), depending on the ratio of the fuel content. For a relatively lean mixture (e.g., increasing hydrogen ratio), the controller 100 is configured to command the VGT to close further to produce relatively greater boost in response to a relatively high air demand. For a relatively rich mixture (e.g., decreasing hydrogen ratio), the controller 100 is configured to command the VGT to open further to produce relatively less boost in response to a relatively low air demand.

[0074] The controller 100 is configured to control various devices or components of the system 200 to increase or decrease the air entering the cylinder. These components vary according to the configuration of the system 200. The controller 100 can control the VGT to increase or decrease the air supplied to the engine 21. The controller 100 can control at least one additional turbocharger to increase or decrease the air flow to a desired level based on the level of hydrogen substitution in the mixture. As the hydrogen content is relatively high (e.g., the proportion of hydrogen), the air flow increases; as the hydrogen content is relatively low, the air flow decreases. In some embodiments, the controller 100 is configured to control other sources (e.g., in a similar or different manner) to increase or decrease the air supply to the engine 21. Other sources can include at least one supercharger, a second turbocharger, an externally supplied air source (e.g., a compressed air tank), etc.

[0075] In certain arrangements, to maintain or achieve a desired AFR amount, the controller 100 can adjust the position of the intake throttle valve of the engine 21 based on zero-carbon fuel substitution. Adjusting the position of the intake throttle valve can include opening or closing the intake throttle valve, changing the position or angle of the valve, etc., to selectively increase or decrease the air flow into the engine 21. The intake throttle valve can be adjusted to allow more air to enter the engine 21, for example, by widening or increasing the opening size or changing the position of the valve. In some cases, the controller 100 adjusts the position of the intake throttle (e.g., reduces or narrows the opening of the intake throttle) to decrease the air flow as the hydrogen content decreases, for example, to compensate for the AFR difference as more hydrogen is introduced into the fuel mixture. In some other cases, the controller 100 adjusts the intake throttle to increase the air flow as the hydrogen content increases (e.g., widens the opening of the intake throttle) to allow more air to enter the engine 21. The amount of opening or closing of the intake throttle valve can be proportional to the hydrogen content, such that as the hydrogen content increases, the intake throttle valve opens more to increase the air content. In other embodiments, faster combustion (e.g., during regeneration) may be desired, such that the controller 100 does not close the intake throttle valve when the hydrogen content increases, in order to maintain a relatively high combustion temperature for exhaust aftertreatment system regeneration.

[0076] In some implementations, the controller 100 is configured to control the VGT and the intake throttle simultaneously. To increase more air, the controller 100 can adjust the VGT to increase the boost pressure and / or increase the opening of the intake throttle to allow more air for combustion. To reduce the amount of air entering the engine 21, the controller 100 can adjust the VGT to reduce the boost pressure and / or decrease the opening of the intake throttle, thereby allowing less air to enter the engine 21.

[0077] In some cases, increasing the hydrogen content in the fuel mixture increases the flame speed during the combustion process in cylinder 12. To compensate for the hydrogen flame speed or the increase in flame speed due to the hydrogen mixture, the controller 100 is configured in some embodiments to adjust the variable valve timing (VVT) of at least one of the valves 16 (e.g., intake valve or exhaust valve). Adjusting the VVT means changing the timing of valve opening and closing by a certain amount. Advancing the VVT allows air to enter the engine 21 relatively earlier, which may increase the amount of air in the mixture. For example, the controller 100 may delay the VVT of the intake valve and / or advance the VVT of the exhaust valve to reduce the scavenging of residual EGR. To compensate for the hydrogen flame speed, for example, the controller 100 may increase the captured EGR (e.g., residue) by advancing the VVT of the intake valve and / or delaying the VVT of the exhaust valve. The greater the amount of hydrogen (e.g., zero-carbon fuel substitution), the greater the magnitude of the VVT adjustment, for example.

[0078] In some implementations, the controller 100 adjusts the VVT to advance or delay / postpone the timing of the valve based on the hydrogen content in the fuel mixture. The controller 100 may advance the timing based on a relatively high hydrogen content (e.g., the amount of hydrogen is above a certain threshold). The controller 100 may delay the timing based on a relatively low hydrogen content (e.g., the amount of hydrogen is reduced / below a certain threshold). Advancing the timing allows air to enter the engine 21 earlier, which increases the amount of air in the mixture (e.g., AFR). Conversely, delaying the timing causes air to enter the engine 21 relatively later, which reduces the amount of air in the mixture.

[0079] In various arrangements, the controller 100 adjusts the VVT to move the intake and exhaust curves to provide a permanent or semi-permanent intake (e.g., maintaining a certain valve opening), thereby affecting the efficiency (e.g., volumetric efficiency) to a desired level. In this case, the controller 100 is configured to maintain the opening of the intake throttle valve, for example, in the case where the fuel supply or injection is relatively low. By maintaining the opening of the intake throttle valve, pumping losses can be avoided or reduced. Relatively high volumetric efficiency corresponds to relatively high fuel efficiency, while relatively low volumetric efficiency corresponds to relatively low fuel efficiency. In some implementations, the controller 100 simultaneously adjusts the VVT with at least one of the intake throttle valve and / or the VGT to increase or decrease the air supply to the engine 21. In some implementations, the controller 100 controls the VGT and / or the VVT instead of the intake throttle valve to avoid closing the intake throttle valve when the fuel supply is relatively low, so that pumping losses can be avoided because the throttle valve remains open, for example. In some cases, the controller 100 adjusts the VVT to reduce pumping losses and provide compatibility with the operation of different types of turbochargers (e.g., brand, model, etc.) of the engine 21. In some implementations, in the case where the fuel supply is relatively high, there may be excessive energy to drive the turbocharger. In this case, the controller 100 controls the throttle valve to reduce its opening. In some embodiments, the system 200 may be configured with a relatively large throttle body to support more air entering the engine 21.

[0080] In some arrangements, the controller 100 is configured to control the variable valve actuation (VVA) of the valves in the engine 21. The controller 100 adjusts the curve of the VVA (e.g., by controlling the camshaft) to further increase the opening of the intake valve. Similarly, the controller 100 can adjust the curve of the VVA to reduce the opening of the intake valve. The controller 100 is configured to control the VVA of the valves in the engine 21 to adjust the valve timing, duration, and / or lift. The implementation of the VVA can depend on the configuration of the engine 21. Thus, when more air is desired (e.g., more hydrogen content), the controller 100 can adjust the VVA to increase the opening of the valve; when less air is desired (e.g., less hydrogen content), the controller 100 can adjust the VVA to reduce the opening of the valve.

[0081] In various implementations, the engine 21 includes at least one cylinder pressure sensor (CPS) configured to provide real-time or near-real-time combustion feedback data to the vehicle. The controller 100 is configured to receive the feedback data from the CPS to control the combustion in the engine 21.

[0082] In some embodiments, when the mixing ratio of hydrogen is relatively high (e.g., the hydrogen content is higher than a predetermined threshold), the engine 21 may be prone to knocking in view of the incorporation or content in the mixture. In turn, for an engine 21 including a variable compression ratio (VCR) system, the controller 100 is configured to control the connecting rod capable of adjusting the compression ratio to avoid or reduce the likelihood of knocking. For a relatively low amount of hydrogen fuel and a relatively high amount of the main fuel content, the controller 100 is configured to use a relatively low compression ratio to obtain an overall higher volumetric efficiency, such as a compression ratio of 12:1. For a relatively high amount of hydrogen fuel and a relatively low amount of the main fuel, the controller 100 is configured to use a relatively high compression ratio to obtain an overall lower volumetric efficiency, such as a compression ratio of 16:1. The controller 100 changes the physical compression ratio such that in response to an increase in the hydrogen content (e.g., a relatively high compression ratio), the VVT can be adjusted to reduce the compression ratio (e.g., achieving a relatively high volumetric efficiency in this case), for example.

[0083] In some embodiments having a VCR system, the controller 100 uses feedback data from the CPS to operate the engine 21 at a desired efficiency level based on, for example, the fuel composition, engine 21 speed, and / or load. In response to conditions of the engine 21 such as changes in fuel composition, internal residuals caused by changes in boundary conditions, etc., the controller 100 can change the combustion phase / timing according to the changes in these conditions. In this regard, the controller 100 is configured to use both the CPS and the VCR simultaneously to achieve a desired combustion phase, thereby, for example, avoiding knocking. In certain implementations, the CPS can reduce cycle-to-cycle variations and / or detect knocking, which enables the controller 100 to control the operation of the engine 21 more consistently and at a higher efficiency level.

[0084] As described herein, the more hydrogen content mixed with the main fuel (e.g., natural gas), the greater the AFR change (especially the more air is required). To control the target λ (e.g., AFR) according to the hydrogen content, the controller 100 is configured to use a flame speed compensator (e.g., a knock sensor) in response to the knock level when adjusting the AFR. If knocking (e.g., auto-ignition) is detected, the controller 100 uses feedback techniques (e.g., indicating that knocking has occurred, e.g., due to an increase in hydrogen content) to adjust one or more components of the system 200 such that the knocking is resolved or alleviated. The adjustment of one or more components to resolve knocking can be associated with the hydrogen content in the mixture.

[0085] In some cases, to control the target λ, the controller 100 is configured to use the CPS in response to a change in the fuel mixture (e.g., more or less hydrogen content). In such a case, the engine 21 is equipped or configured with at least one CPS. With the CPS, the controller 100 can optimize combustion by adjusting at least one of VVT, compression ratio, spark energy, VGT, etc. to obtain or achieve a desired pressure level (e.g., combustion pressure) in the cylinders of the engine 21. The adjustment of one or more components of the system 200 can reflect or be associated with the hydrogen content in the mixture.

[0086] Based on the foregoing, reference is now made to Figure 4 , which shows a flowchart of a method 400 for adjusting parameters of an ignition assist device according to an example embodiment. The method 400 can be performed by components of Figure 1-3 , and thus reference can be made to them to help explain the method 400. As discussed below, the method 400 includes processes 402 - 412, as well as other processes (or other operations) to control a fuel injector (e.g., injector 18) and / or an ignition assist device (e.g., ignition assist device 20), or to manage other components of the system (e.g., system 200). In various implementations, certain processes can be performed before or after other processes.

[0087] In process 402, the controller 100 receives fuel data for the engine 21 coupled to at least one ignition assist device 20. The fuel data can include values related to at least one of a first fuel or a second fuel for the engine. In one embodiment, the first fuel is different from the second fuel. For example, one of the first fuel or the second fuel corresponds to a hydrogen fuel, while the other of the first fuel or the second fuel corresponds to another fuel type configured for the engine 21, such as natural gas, etc.

[0088] In various implementations, the controller 100 can receive or obtain fuel data from signals of at least one fuel injector 18. For example, the engine system can include a first fuel injector and a second fuel injector (or a single fuel injector connected to multiple fuel tanks). In such a case, the controller 100 receives a first signal from the first fuel injector, which indicates the amount of the first fuel injected into the combustion chamber of cylinder 12 of the engine 21. The controller 100 receives a second signal from the second fuel injector, which indicates the amount of the second fuel injected into the engine. Thus, the value can correspond to the amount of at least one of the first fuel or the second fuel. In other embodiments, the value can correspond to a pressure related to the amount of the respective fuel, the ratio of the amount of the first fuel to the amount of the second fuel (or vice versa), and / or other characteristics related to the fuel or fuel mixture for the engine.

[0089] In process 404, the controller 100 determines a value regarding at least one fuel. For example, the engine 21 may include a flow sensor. The controller 100 receives a signal from the flow sensor 36 indicating the fuel flow rate of at least one of a first fuel or a second fuel for the engine 21. Based on the fuel flow rate, the controller 100 determines a first fuel injection timing for the first fuel (e.g., the timing at which the first fuel is injected or introduced into the combustion chamber according to the fuel flow rate). Also based on the fuel flow rate, the controller 100 determines a second fuel injection timing for the second fuel. In some cases, the fuel injection timing is also based on the position of the injector 18 upstream of the cylinder 12. For example, the more upstream the position of the injector 18, the longer the time required for the injected fuel to reach the combustion chamber (e.g., also considering the combustion cycle). Thus, based on the first fuel injection timing and the second fuel injection timing (e.g., when each fuel is injected or when it reaches the combustion chamber), the controller 100 determines a value regarding at least one of the first fuel or the second fuel. In this case, the value may refer to the amount of fuel injected according to the injection timing, the fuel ratio based on the injection amounts of the first fuel and the second fuel, or the amount of at least one fuel injected.

[0090] In various arrangements, the controller 100 determines the value based on an adjustment of at least one parameter of at least one injector or ignition assist device, as discussed in connection with at least one of processes 408, 410, 412. For example, when hydrogen is introduced into the fuel mixture, engine knock or combustion misfire may occur. The controller 100 identifies at least one current operating characteristic of the engine 21 (e.g., engine speed, manifold pressure, etc.), the current parameters of the ignition assist device 20 (e.g., ignition energy, ignition timing, ignition mode, etc.), and / or the current parameters of the injector 18 (e.g., injection duration, number of injections, etc. indicated by the injection control circuit 107). The controller 100 (e.g., at least one of the injection control circuit 107 or the ignition control circuit 108) may adjust at least one parameter of the ignition assist device 20 or the injector 18 and monitor changes in the operation of the engine 21, such as the occurrence or non-occurrence of engine knock or combustion misfire. If the adjustment resolves the knock or misfire, the controller 100 may identify a value regarding the first fuel or the second fuel associated with one or more adjustments made to one or more parameters or changes in the operating characteristics of the engine 21. For example, based on the adjustments made, the controller 100 determines the amount or proportion of hydrogen present to resolve knock or misfire in the engine 21. In this example, the parameters that may be adjusted may include ignition timing (e.g., advanced or retarded at a certain rate), ignition energy (e.g., ignition energy for good combustion), ignition mode (e.g., whether to use a single spark or multi-spark command), fuel injection timing, fuel flow rate, and / or at least one other, each of which may be included in a configuration setting associated with a corresponding value (e.g., 10%, 20%, 30%, etc. of the hydrogen content).

[0091] In some implementations, engine 21 includes a fuel or gas sensor configured to measure the concentration or amount of various fuel types entering the combustion chamber (e.g., a hydrogen sensor). In such a case, controller 100 receives a signal from the fuel sensor. Based on this signal, controller 100 determines a value regarding the first fuel or the second fuel. In this example, the value regarding the fuel refers to the amount or mass of fuel flowing through the sensor over a certain duration (e.g., 10 milliseconds, 100 milliseconds, 1 second, etc.).

[0092] In process 406, controller 100 determines whether the value is greater than (or equal to) a predetermined threshold. In this example, the value refers to the hydrogen content of the fuel for engine 21. Thus, the threshold corresponds to a predetermined amount of hydrogen (which may be based on certain operating parameters of the engine, such as altitude, load, etc.). The predetermined threshold may prompt an adjustment of at least one parameter of at least one component of system 200, such as injector 18, ignition assist device 20, meter 56, etc. There may be multiple thresholds (e.g., a continuum of thresholds), where crossing or reaching each threshold may trigger a corresponding adjustment of at least one parameter.

[0093] In various arrangements, controller 100 may determine that the value is less than the threshold. In such a case, controller 100 may continue to monitor or receive fuel data (e.g., return to process 402). In some other cases, controller 100 determines that the value is greater than (or equal to) the predetermined threshold. Thus, controller 100 proceeds to process 408.

[0094] In process 408, the controller 100 (e.g., the ignition control circuit 108) adjusts at least one parameter of at least one ignition assist device 20 (or injector 18, e.g., by the injection control circuit 107) based on the determined value being greater than a predetermined threshold. Adjusting at least one parameter can refer to or correspond to controlling, configuring, setting, regulating, or modifying (e.g., at least one operation) of a component associated with the parameter, which can include at least one ignition assist device, at least one injector, and / or another system and / or component (e.g., a meter, an engine, e.g., engine speed and / or torque (the parameter), etc.). At least one control parameter of the ignition assist device 20 can include at least one of the ignition energy, ignition timing, or ignition mode of the ignition assist device 20. The ignition energy can include at least one of the amplitude or duration of the ignition energy. The ignition mode can include at least one of single ignition or multiple ignition. For example, based on the value being greater than the predetermined threshold, the controller 100 can reduce the ignition energy. The controller 100 can reduce the ignition energy in proportion to the hydrogen content in the fuel mixture because, for example, the combustion of hydrogen fuel requires less ignition energy. In this case, by reducing the ignition energy, the ignition assist device 20 can be more energy-efficient and its service life can be extended.

[0095] In another example, the controller 100 can retard the ignition timing based on the value being greater than the predetermined threshold. For example, as the hydrogen content in the fuel mixture increases, the combustion rate of the fuel may be relatively faster. Therefore, the controller 100 can (e.g., further) retard the ignition timing as more hydrogen is used.

[0096] In various implementations, the controller 100 adjusts one or more operating parameters of the injector 18 in addition to or instead of the ignition assist device 20. For example, the controller 100 determines that a value regarding at least one of the first fuel or the second fuel is greater than (or equal to) a second predetermined threshold. In this case, the second predetermined threshold can be greater than the predetermined threshold such that another adjustment can be made (or this adjustment can be made instead of the previous adjustment). Based on the value being greater than (or equal to) the second predetermined threshold, the controller 100 adjusts the injection amount of one of the first fuel or the second fuel. For example, if an excessive hydrogen content is introduced, the controller 100 can reduce the hydrogen content or increase the main fuel content in the mixture. In another example, if the value is greater than the second predetermined threshold, the controller 100 can further adjust at least one parameter of the ignition assist device 20 (e.g., a parameter that is the same as or different from the parameter adjusted when the value exceeded the predetermined threshold).

[0097] In process 410, the controller 100 receives a knock or misfire value. The knock or misfire value indicates whether engine knock or misfire exists. For example, the controller 100 may receive the knock or misfire value from a knock sensor, which indicates a true state (e.g., a "1" value) or a false state (e.g., a "0" value). In some cases, the value may indicate whether at least one engine knock or at least one misfire has occurred. In certain aspects, the knock or misfire value may be represented by the presence or absence of a signal from the knock sensor.

[0098] In process 412, based on the knock or misfire value, the controller 100 determines whether an engine knock or misfire event exists (e.g., due to the hydrogen content in the fuel mixture). If no knock or misfire occurs, the controller 100 may continue to monitor for such events (e.g., loop process 412). In some cases, if no knock or misfire occurs, the controller 100 may return to process 402 to determine additional values regarding at least one of the first fuel or the second fuel.

[0099] In some other cases, the controller 100 receives a signal from the knock sensor indicating an engine knock or misfire condition. Accordingly, the controller 100 may return to process 408 to further adjust at least one of one or more components (e.g., injector 18 or ignition assist device 20). For example, in response to engine knock or misfire, after receiving the signal, the controller 100 may make another adjustment to at least one parameter using the configuration setting of the ignition assist device 20 (among other configuration settings). Each configuration setting is associated with a corresponding value regarding at least one of the first fuel or the second fuel. For example, as the value changes (e.g., more or less hydrogen content is introduced), the corresponding configuration setting is selected or used to adjust the parameter. As the value increases (which may cause engine knock or misfire), the associated configuration setting may, in some cases, indicate further retarding the ignition timing, reducing the ignition energy, changing the ignition pattern, or reducing the injection of the first fuel or the second fuel (e.g., reducing the hydrogen content).

[0100] In some implementations, the controller 100 monitors changes in the operating characteristics of the engine 21 and / or the knock or misfire values received from the knock sensor after adjusting the parameters. If, after another adjustment, the controller 100 identifies that there is no other signal indicating an engine knock or misfire condition (e.g., the knock or misfire condition is false), the controller 100 determines a subsequent value for at least one of the first fuel or the second fuel based on the configuration settings used for the other adjustment. For example, because the adjustment of the parameters results in no engine knock or combustion misfire, the controller 100 determines an updated value for at least one of the fuels. This determination can be based on at least one previous value, the operating characteristics of the engine 21 or the parameters of the components before adjustment, and the operating characteristics of the engine 21 or the parameters of the components after adjustment.

[0101] In various implementations, the controller 100 (e.g., the injection control circuit 107) can control the injector 18 to increase the injection of one of the first or second fuels (e.g., hydrogen) based on the absence of the other signal. For example, the controller 100 can determine that no engine knock or combustion misfire has occurred. Thus, the controller 100 can increase the hydrogen mixture to reduce carbon emissions, reduce ignition energy, etc.

[0102] In various arrangements, if engine knock or combustion misfire occurs, the controller 100 can reduce the injection of the first fuel or the second fuel (e.g., the hydrogen content). In various other arrangements, if no engine knock or combustion misfire occurs (e.g., there is no signal from the knock sensor indicating an engine knock or misfire condition), such as after adding hydrogen to the mixture, the controller 100 can further increase the injection of one of the first fuel or the second fuel.

[0103] It should be understood that no element of any claim herein shall be construed under the provisions of 35 U.S.C. § 112(f) unless the element expressly recites the phrase "means for". The schematic flowcharts and method diagrams described above are generally set as logical flowcharts. Accordingly, the steps shown in sequence and marked represent representative embodiments. Other steps, sequences, and methods can be envisioned that are functionally, logically, or equivalently to one or more steps or portions of the methods shown in the diagrams. Additionally, throughout this specification, reference to "one embodiment", "an embodiment", "an example embodiment", or similar language means that a particular feature, structure, or characteristic associated with the embodiment is included in at least one embodiment of the present invention. Thus, the phrases "in one embodiment", "in an embodiment", "in an example embodiment", and similar language that appear throughout this specification may, but do not necessarily, all refer to the same embodiment.

[0104] In addition, the formats and symbols employed are for explaining the logical steps of the schematic diagrams and are understood not to limit the scope of the methods shown in the schematic diagrams. Although various arrow types and line types may be used in the schematic diagrams, they are understood not to limit the scope of the corresponding methods. In fact, some arrows or other connectors may be used only to indicate the logical flow of the method. For example, an arrow may indicate a waiting or monitoring period of unspecified duration between the enumerated steps of the method shown. In addition, the order in which a particular method occurs may or may not strictly follow the order of the corresponding steps shown. Further, various steps may be included or omitted from the methods or processes shown and still fall within the scope of the present disclosure.

[0105] Many of the functional units described in this specification have been labeled as circuits to more specifically emphasize their implementation independence. For example, a circuit can be implemented as a hardware circuit, including custom very large scale integration (VLSI) circuits or gate arrays, off-the-shelf semiconductors (such as logic chips, transistors) or other discrete components. A circuit can also be implemented in a programmable hardware device (such as a field programmable gate array, programmable array logic, programmable logic device or similar device).

[0106] As described above, a circuit can also be implemented in a machine-readable medium for execution by various types of processors (such as Figure 3 processor 102). The identified executable code circuit can, for example, include one or more physical or logical blocks of computer instructions, which can, for example, be organized as objects, procedures or functions. However, the executable files of the identified circuit need not be physically located together, but may include different instructions stored in different locations, which, when logically connected together, constitute the circuit and achieve the specified purpose of the circuit. In fact, the circuit of computer-readable program code can be a single instruction or many instructions, and can even be distributed in several different code segments, different programs and several storage devices. Similarly, the operational data can be identified and shown within the circuit and can be embodied in any suitable form and organized within any suitable type of data structure. The operational data can be collected as a single data set, or can be distributed in different locations, including on different storage devices, and can at least partially exist only as electronic signals on a system or network.

[0107] A computer-readable medium (also referred to herein as a machine-readable medium or machine-readable content) can be a tangible computer-readable storage medium that stores computer-readable program code. The computer-readable storage medium can be, by way of example and not limitation, an electronic, magnetic, optical, electromagnetic, infrared, holographic, micro-mechanical, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. As noted above, examples of the computer-readable storage medium can include, but are not limited to, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), a portable compact disc read-only memory (CD-ROM), a digital versatile disc (DVD), an optical storage device, a magnetic storage device, a holographic storage medium, a micro-mechanical storage device, or any suitable combination of the foregoing. In the context of this document, a computer-readable storage medium can be any tangible medium that is capable of containing and / or storing computer-readable program code for use by and / or in connection with an instruction execution system, apparatus, or device.

[0108] A computer-readable medium can also be a computer-readable signal medium. A computer-readable signal medium can include a propagated data signal that contains computer-readable program code, for example, in a baseband or as part of a carrier wave. Such a propagated signal can take any of a variety of forms, including, but not limited to, electrical, electromagnetic, magnetic, optical, or any suitable combination thereof. A computer-readable signal medium can be any computer-readable medium that is not a computer-readable storage medium and that can communicate, propagate, or transport computer-readable program code for use by or in connection with an instruction execution system, apparatus, or device. As noted above, the computer-readable program code embodied on a computer-readable signal medium can be transmitted using any suitable medium, including, but not limited to, wireless, wireline, fiber optic cable, radio frequency (RF), or the like, or any suitable combination of the foregoing. In one embodiment, a computer-readable medium can include a combination of one or more computer-readable storage media and one or more computer-readable signal media. For example, computer-readable program code can be propagated as an electromagnetic signal via a fiber optic cable for execution by a processor or stored on a RAM storage device for execution by a processor.

[0109] The computer-readable program code for performing the operations of aspects of the present invention can be written in any combination of one or more programming languages, including object-oriented programming languages (such as Java, Smalltalk, C++ or the like) and conventional procedural programming languages (such as the "C" programming language or similar programming languages). The computer-readable program code can be executed entirely on the user's computer (e.g., via Figure 1 and Figure 2The controller 100) is executed, partially executed on the user's computer, executed as a stand-alone computer-readable program package, partially executed on the user's computer and partially executed on a remote computer, or fully executed on a remote computer or server. In the latter case, the remote computer can be connected to the user's computer through any type of network (including a local area network (LAN) or a wide area network (WAN)), or can be connected to an external computer (e.g., by using the Internet via an Internet service provider).

[0110] The program code can also be stored in a computer-readable medium, which can direct a computer, other programmable data processing apparatus, or other devices to operate in a specific manner, such that the instructions stored in the computer-readable medium produce an article of manufacture including instructions that implement the functions / actions specified in one or more blocks of the schematic flowchart and / or the schematic block diagram.

[0111] Accordingly, the present disclosure may be embodied in other specific forms without departing from its spirit or essential characteristics. The described embodiments are to be considered in all respects only as illustrative and not restrictive. Accordingly, the scope of the present disclosure is indicated by the appended claims rather than by the foregoing description. All changes that fall within the meaning and scope of the equivalents of the claims are to be embraced within their scope.

Claims

1. A system, characterized in that, Comprising: At least one ignition assist device; A controller coupled to the at least one ignition assist device, the controller configured to: Receive fuel data of an engine coupled to the at least one ignition assist device, the fuel data including values related to at least one of a first fuel or a second fuel for the engine, the first fuel being different from the second fuel; Determine that the value related to at least one of the first fuel or the second fuel is greater than a predetermined threshold; And Adjust at least one parameter of the at least one ignition assist device based on the determined value being greater than the predetermined threshold.

2. The system according to claim 1, wherein The controller is further configured to: Receive a signal from a knock sensor indicating an engine knock or misfire condition; and In response to receiving the signal, perform another adjustment of the at least one parameter of the at least one ignition assist device using one of a plurality of configuration settings for the at least one ignition assist device, each of the plurality of configuration settings being associated with a corresponding value related to at least one of the first fuel or the second fuel, wherein the another adjustment reduces the injection of the first fuel or the second fuel.

3. The system according to claim 2, wherein The controller is further configured to: After the another adjustment, identify the absence of another signal that indicates the engine knock or misfire condition; and In response to the absence of the another signal, and based on the configuration setting used for the another adjustment, determine a subsequent value related to at least one of the first fuel or the second fuel; or Based on the absence of the another signal, increase the injection of one of the first fuel or the second fuel.

4. The system according to claim 1, characterized in that, The value corresponds to the amount of the first fuel or the second fuel.

5. The system according to claim 1, wherein The value corresponds to the ratio of the amount of the first fuel to the amount of the second fuel.

6. The system according to claim 1, characterized in that The controller is further configured to: Receive a signal from a flow sensor indicating the fuel flow rate of at least one of the first fuel or the second fuel for the engine; Based on the fuel flow rate, determine a first fuel injection timing for the first fuel; Based on the fuel flow rate, determine a second fuel injection timing for the second fuel; And Based on the first fuel injection timing and the second fuel injection timing, determine the value related to at least one of the first fuel or the second fuel.

7. The system according to claim 1, wherein One of the first fuel or the second fuel corresponds to a hydrogen fuel.

8. The system according to claim 1, wherein The at least one parameter of the at least one ignition assist device includes at least one of the ignition energy, ignition timing or ignition mode of the at least one ignition assist device.

9. The system according to claim 8, wherein The ignition energy includes at least one of the amplitude or duration of the ignition energy.

10. The system according to claim 8, wherein The ignition mode includes at least one of single ignition or multiple ignition.

11. The system according to claim 8, characterized in that, When adjusting the at least one parameter, the controller is configured to: Reduce the ignition energy based on the value being greater than the predetermined threshold; or Delay the ignition timing based on the value being greater than the predetermined threshold.

12. The system according to claim 8, characterized in that, When adjusting the at least one parameter, the controller is further configured to: Determine that the value associated with at least one of the first fuel or the second fuel is greater than a second predetermined threshold, the second predetermined threshold being greater than the predetermined threshold; and Based on the value being greater than the second predetermined threshold, adjust the injection amount of one of the first fuel or the second fuel.

13. The system according to claim 1, further comprising a first fuel injector and a second fuel injector, wherein the controller is configured to:[[]] Receive a first signal from the first fuel injector indicating the amount of the first fuel injected into the engine; and Receive a second signal from the second fuel injector indicating the amount of the second fuel injected into the engine.

14. The system according to claim 1, wherein The controller is configured to perform at least one of the following operations:[[]] Receive a signal from a knock sensor indicating an engine knock or misfire condition; and In response to receiving the signal, reduce the injection of the first fuel or the second fuel; Or Identify the absence of a signal from the knock sensor indicating an engine knock or misfire condition; and Based on the absence of the signal, increase the injection of one of the first fuel or the second fuel.

15. A method, characterized in that, Comprising:[[]] A controller coupled to an ignition assist device receives fuel data for an engine coupled to the ignition assist device, the fuel data including a value associated with at least one of a first fuel or a second fuel for the engine, the first fuel being different from the second fuel; The controller determines that the value associated with at least one of the first fuel or the second fuel is greater than a predetermined threshold; And The controller adjusts at least one parameter of the ignition assist device based on the determined value being greater than the predetermined threshold.

16. The method according to claim 15, wherein Further comprising:[[]] The controller receives a signal from a knock sensor indicating an engine knock or misfire condition; And The controller, in response to receiving the signal, adjusts the at least one parameter of the ignition assist device using one of a plurality of configuration settings for the ignition assist device, each of the plurality of configuration settings being associated with a corresponding value associated with at least one of the first fuel or the second fuel; Wherein the corresponding value associated with at least one of the first fuel or the second fuel includes at least one of: the amount of the first fuel or the second fuel, or the ratio of the amount of the first fuel to the amount of the second fuel.

17. The method according to claim 15, wherein Further comprising:[[]] The controller receives a signal from a knock sensor indicating an engine knock or misfire condition; And The controller, in response to receiving the signal, reduces the injection of the first fuel or the second fuel; Or The controller identifies the absence of a signal from the knock sensor indicating an engine knock or misfire condition; and The controller, based on the absence of the signal, increases the injection of one of the first fuel or the second fuel.

18. A device, characterized in that, Comprising:[[]] One or more processors; And One or more storage devices coupled to the one or more processors, the one or more storage devices storing instructions that, when executed by the one or more processors, cause the one or more processors to: Receive fuel data of an engine coupled to an ignition assist device, the fuel data including values related to at least one of a first fuel or a second fuel for the engine, the first fuel being different from the second fuel; Determine that the value related to at least one of the first fuel or the second fuel is greater than a predetermined threshold; And Adjust at least one parameter of the ignition assist device based on the determined value being greater than the predetermined threshold.

19. The device according to claim 18, wherein The value for at least one of the first fuel or the second fuel for the engine includes at least one of: the amount of the first fuel or the second fuel, or the ratio of the amount of the first fuel to the amount of the second fuel.

20. The device according to claim 18, characterized in that, The at least one parameter of the ignition assist device includes at least one of the ignition energy, ignition timing, or ignition mode of the ignition assist device, and wherein when adjusting the at least one parameter, the instructions, when executed by the one or more processors, further cause the one or more processors to: Reduce the ignition energy based on the value being greater than the predetermined threshold; or Delay the ignition timing based on the value being greater than the predetermined threshold.

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