Management of ignition energy in hydrogen fuel engines

Abstract

Systems and methods provided herein relate to managing ignition energy in a hydrogen fuel engine. A method includes receiving data corresponding to an ignition system of at least one cylinder of a hydrogen-fueled engine; determining the presence of residual ignition energy in the ignition system based on comparing the data to a first threshold; and, in response to determining that the residual ignition energy is present in the ignition system, causing the ignition system to use at least one residual ignition energy mitigation process including at least one of a charge purge discharge process, a controlled leakage event, or a stop of reignition from the ignition system.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This PCT patent application claims the benefit of and priority to U.S. Provisional Patent Application No. 63 / 431,463, filed on December 9, 2022, which is incorporated herein by reference in its entirety for all purposes. Technical Field

[0002] The present disclosure relates to hydrogen fuel engine systems. More particularly, the present disclosure relates to systems and methods for managing ignition energy, particularly residual ignition energy, in hydrogen fuel spark ignition engines. Background Art

[0003] A hydrogen internal combustion engine ("hydrogen ICE") combusts hydrogen fuel to provide power to a system (e.g., a vehicle, stationary equipment, etc.). The engine includes one or more engine cylinders for combusting hydrogen and generating power. Each cylinder may include an ignition aid, such as a spark plug, for igniting the hydrogen within the cylinder. When the spark plug is "fired" (e.g., charged), a portion of the energy provided to the spark plug may be "captured" and retained in the spark plug. The captured energy, or "residual ignition energy," may have sufficient energy to cause an uncontrolled ignition event in the cylinder. Such an uncontrolled ignition event can cause damage to the engine system through uncontrolled vibrations in the cylinder, undesirable combustion characteristics that result in undesirable emissions, and other adverse effects on the system. Summary of the Invention

[0004] One embodiment relates to a method comprising: receiving data corresponding to an ignition system of at least one cylinder of a hydrogen fueled engine; determining the presence of residual ignition energy in the ignition system based on comparing the data to a first threshold; and, in response to determining the presence of the residual ignition energy in the ignition system, causing the ignition system to employ at least one residual ignition energy mitigation process comprising at least one of a charge clearing discharge process, a controlled leak event, or disabling reignition from the ignition system.

[0005] Another embodiment relates to a system. The system includes an ignition system coupled to a controller. The controller includes one or more processors and one or more memory devices, the memory devices storing instructions that, when executed by the one or more processors, cause the one or more processors to perform operations. The operations include: receiving data regarding at least one operating condition of the engine and data regarding at least one environmental condition of the system; comparing the data regarding the at least one operating condition of the engine to a first threshold value, or comparing the data regarding the at least one environmental condition to a second threshold value; determining that residual ignition energy exists in the ignition system based on at least one of the following: the data regarding the at least one operating condition of the engine is outside a first desired operating range, or the data regarding the at least one environmental condition is outside a second desired operating range; and, in response to determining that the residual ignition energy exists in the ignition system, causing the ignition system to implement at least one residual ignition energy mitigation process.

[0006] Another embodiment relates to a non-transitory computer-readable medium having instructions stored thereon that, when executed by one or more processors of a processing circuit, cause the one or more processors to perform operations including: receiving data regarding an ignition system of a hydrogen fuel engine; determining the presence of residual ignition energy in the ignition system based on comparing the data regarding the ignition system to a first threshold; and, in response to determining the presence of the residual ignition energy in the ignition system, causing the ignition system to implement at least one residual ignition energy mitigation process.

[0007] A large amount of specific details are provided, so that the embodiments of the present application's theme are thoroughly understood. The described features of the present application's theme can be combined in any suitable manner in one or more embodiments and / or implementations. In this regard, one or more features of an aspect of the present invention can be combined with one or more features of different aspects of the present invention. In addition, in certain embodiments and / or implementations, additional features may be provided, which may not be present in all embodiments or implementations. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Figure 1 is a schematic diagram of a block diagram of a vehicle system according to an example embodiment.

[0009] Figure 2 is coupled to various vehicle components, systems and / or devices according to an example embodiment. Figure 1 Block diagram of the controller.

[0010] Figure 3 is a monitoring according to an example embodiment Figure 1A flow chart of a method for determining the ignition energy of one or more cylinders of an engine.

[0011] Figure 4 According to an example embodiment, Figure 1 A flow chart of a method for determining the ignition energy state of one or more cylinders of an engine.

[0012] Figure 5 is a control according to an example embodiment Figure 1 A flow chart of a method for controlling one or more ignition systems of an engine.

[0013] Figure 6 It is a graph that plots the air-fuel ratio against the minimum ignition energy. DETAILED DESCRIPTION

[0014] The following is a more detailed description of the implementation of various concepts and methods, devices, and systems for controlling and diagnosing hydrogen fueled spark ignition internal combustion engines. The systems and methods described herein can be applied to a variety of different coil ignition systems, such as single coil ignition systems, dual coil ignition systems, three coil or other multi-coil ignition systems, etc. However, in general, the present disclosure relates to ignition systems used in hydrogen fueled spark ignition engines. Before turning to the drawings that describe in detail certain example embodiments, it should be understood that this application is not limited to the details or methods described in the specification or drawings. It should also be understood that the terms used herein are for descriptive purposes only and should not be considered as limiting.

[0015] As used herein, "parameter," "parameter value," and similar terms, in addition to the ordinary meanings of these terms, refer to inputs, outputs, or other values associated with components of the systems described herein. For example, a parameter may include a sensor value detected by an actual sensor or determined by a virtual sensor. A parameter may include a value, control setting, or other control signal used by a control system to control one or more components described herein. Thus, a parameter may include data or information.

[0016] As used herein, "fire," "ignite," "strike," and similar terms refer to the receipt of an electrical charge (e.g., ignition energy) by an ignition device (e.g., a spark plug), resulting in the ignition device producing a spark. In a spark plug configuration, "spark" refers to the current formed between two electrodes separated by an air gap when the spark plug receives ignition energy. A "firing event" may include providing a command to the ignition device to produce a spark and / or providing ignition energy to the ignition device to produce a spark.

[0017] The ignition system employs a coil comprising primary and secondary windings for each spark plug or igniter. The ignition system also includes high-voltage diodes that allow current to flow from the coil to the igniter. While the diodes prevent current from flowing in the reverse direction to prevent undesirable discharge during the initial charging of the primary coil, they also introduce an unintended consequence - "trapped" or residual charge between the diode and the igniter. The trapped charge can lead to undesirable consequences. For example, the trapped charge can accumulate during successive coil discharges or "firing events" and break down at an unexpected moment (such as during the intake stroke of a spark-ignition engine). As a result, premature sparking can occur, which can cause damage to the engine due to undesirable combustion. The systems and methods described herein relate to discharging trapped charge in an ignition system.

[0018] Advantageously, and as described herein, a controller or control system can detect and / or determine if residual ignition energy is present in one or more ignition systems (e.g., spark plugs). In some embodiments, the controller can initiate a residual ignition energy mitigation mode to discharge the residual ignition energy trapped in the spark plugs. In some embodiments, passive residual ignition energy mitigation can be used to discharge the residual ignition energy without controller action.

[0019] As described more fully herein, according to various exemplary embodiments, systems and methods for releasing trapped charge may include eliminating transient voltages (i.e., restrike), introducing a small "trapped charge clearing" discharge (e.g., an additional or specifically instructed firing of the igniter), and increasing the energized time of the restrike to produce a controlled breakdown upon detection of a blowout (described more fully below). Other exemplary embodiments may include providing a flow path for the trapped charge, such as by providing a diode with controlled leakage to create a path for discharging or dissipating the trapped charge. Further exemplary embodiments may include adjusting one or more ignition system parameters, such as spark timing, spark energy, spark duration, and / or multi-spark capability. As described herein, these methods may be used alone, in combination, and / or according to a predefined priority order and in conjunction with other processes or methods to clear or substantially clear trapped charge.

[0020] As described herein, a hydrogen-fueled spark-ignition internal combustion engine may include a cylinder block having one or more cylinders. Each cylinder includes a spark ignition component or ignition aid, such as a spark plug. A control system or controller is coupled to the ignition aid (e.g., via one or more wires or a wired connection). The control system may use one or more sensors (e.g., actual sensors and / or virtual sensors) to monitor one or more parameters of components of the engine to collect and / or determine sensor data. The control system may analyze the sensor data and compare the analyzed sensor data to one or more thresholds. The control system may determine that one or more spark plugs may have "trapped" or residual ignition energy (e.g., charge remaining in the spark plug after an ignition event, etc.) based on whether the analyzed sensor data exceeds a maximum threshold, falls below a minimum threshold, or otherwise does not fall within a predefined desired / acceptable range. Residual ignition energy may adversely affect engine performance, for example, by causing uncontrolled combustion in the cylinder. Uncontrolled combustion may result in physical damage to the cylinder and / or reduce fuel efficiency, reduce engine power output, etc. The controller may mitigate the residual ignition energy by employing one of the methods briefly described above.

[0021] Technically and advantageously, the systems, methods, and apparatus described herein provide an improved control system for monitoring and diagnosing residual ignition energy in an ignition system. The control system described herein advantageously utilizes a specific control strategy to mitigate the residual ignition energy. Furthermore, the systems and methods described herein provide a technical solution to the technical problem of enabling a modified operating mode for the ignition system of an engine system when residual ignition energy is determined to be present in the ignition system by utilizing a specific computer-based process, which advantageously prevents uncontrolled combustion caused by the residual ignition energy. Advantageously, the modified operating mode is automatically enabled (e.g., without user input) and can be dynamically adjusted based on one or more operating conditions of the engine system.

[0022] In one example scenario, a control system (e.g., a controller, a vehicle controller, etc.) is configured to detect and / or determine whether residual ignition energy is present in an ignition system (e.g., a spark plug). The control system may employ one or more residual ignition energy mitigation methods to discharge the residual ignition energy. The control system may determine to employ one or more residual ignition energy mitigation methods based on the configuration of an engine system and / or an ignition system and / or one or more operating parameters of the engine system and / or the ignition system.

[0023] Now refer to Figure 1, a schematic diagram of a block diagram of a vehicle system 100 according to an example embodiment is shown. The system 100 includes an engine 110, a fuel system 120 coupled to the engine 110, an operator input / output (I / O) device 130, a vehicle subsystem 135, and a controller 140, wherein the controller 140 is communicatively coupled to each of the above components. Figure 1 In a configuration, system 100 is included in a vehicle. The vehicle can be any type of on-highway or off-highway vehicle, including but not limited to wheel loaders, forklifts, long-haul trucks, medium-duty trucks (e.g., pickup trucks), sedans, coupes, tanks, aircraft, boats, and any other type of vehicle. In another embodiment, system 100 can be embodied in a stationary device, such as a generator or generator set. All of these variations are within the scope of the present disclosure.

[0024] In the example shown, the engine 110 is a hydrogen-fueled spark-ignition (SI) internal combustion engine. In other embodiments, the engine 110 may use hydrogen fuel mixed with another fuel type, such as a hydrocarbon fuel (e.g., diesel, gasoline, natural gas, etc.). The mixed fuel may have a lower hydrogen content (e.g., concentration, volume, or weight percentage) than pure hydrogen fuel. In any of these embodiments, the hydrocarbon content of the fuel used by the engine 110 is below a predetermined threshold. Figure 1 In the example shown, the engine 110 is a hydrogen fueled SI internal combustion engine. The engine 110 may include one or more cylinders 112. Figure 1 As shown, engine 110 includes six cylinders 112. However, it should be understood that engine 110 may include more or fewer cylinders 112 (e.g., four cylinders, eight cylinders, etc.). Furthermore, cylinders 112 may be arranged in any cylinder configuration (e.g., in-line, V-type, etc.). Each cylinder may include an ignition system 114. Ignition systems 114 each include an ignition aid, specifically a spark plug 116.

[0025] In some embodiments, the ignition system 114 may be controlled by a controller 140. For example, one or more parameters of the spark plug 116 may be controlled by the controller 140. The parameters of the spark plug 116 may include ignition timing (i.e., the time at which the spark plug is commanded to generate a spark), ignition energy, ignition duration (how long the spark is commanded), and / or multi-spark capability (whether multiple sparks are commanded within a particular time period or operating cycle). Ignition timing may define the time at which the spark plug 116 is fired relative to a previous spark event and / or relative to a cylinder cycle. Ignition energy may define the amount of energy provided to the spark plug 116 (e.g., to ignite the spark plug 116). Ignition duration may define the time over which the ignition energy is provided to the spark plug 116. Multi-spark capability may define the ability of the spark plug 116 to fire multiple times within a particular operating cycle, i.e., during a cylinder cycle. More specifically, multi-spark capability may define the ignition timing, ignition energy, and / or ignition duration for multiple ignition events during a single cylinder cycle.

[0026] Fuel system 120 is configured to provide fuel (e.g., hydrogen) to engine 110. Fuel system 120 may include a fuel storage device (e.g., a hydrogen fuel tank) and one or more fuel injection devices configured to provide fuel to engine 110. In some embodiments, fuel system 120 may use one or more methods to provide fuel to engine 110. For example, fuel system 120 may provide fuel to the engine via upstream / throttle injection, port injection, and / or direct injection (among other possible injection methods).

[0027] In some embodiments, the fuel system 120 can be controlled by a controller 140. For example, one or more parameters of the fuel system 120 can be controlled by the controller 140. The fuel system parameters can include fuel injection amount, fuel injection timing, fuel rail pressure, etc. The fuel injection amount can be defined as the amount of fuel injected into the cylinder 112 per cylinder cycle. The fuel injection timing can define the time at which fuel is injected into the cylinder 110 relative to a previous fuel injection and / or relative to a cylinder cycle. The fuel rail pressure can define the pressure of the fuel provided to the engine 110.

[0028] Still refer to Figure 1 , an operator input / output (I / O) device 130 is also shown. The operator I / O device 130 may be coupled to the controller 140 so that information may be exchanged between the controller 140 and the I / O device 130, wherein the information may relate to Figure 1The operator I / O devices 130 enable an operator of the system 100 to communicate with the controller 140 and Figure 1 The controller 140 may communicate with one or more components of the system 100. For example, the operator input / output device 130 may include, but is not limited to, an interactive display, a touch screen device, one or more buttons and switches, a voice command receiver, etc. In this manner, the operator input / output device 130 may provide one or more indications or notifications to the operator, such as a malfunction indicator lamp (MIL). In addition, the vehicle may include a port that enables the controller 140 to be connected or coupled to a scan tool so that fault codes and other information about the vehicle can be obtained.

[0029] Vehicle subsystems 135 may include one or more components, systems, and / or devices on the vehicle, such as mechanically driven or electrically driven vehicle components. Vehicle subsystems 135 may include, but are not limited to, HVAC systems, lights, pumps, fans, and the like.

[0030] In some embodiments, system 100 further includes one or more components located downstream of engine 110 and configured to receive exhaust gas output by engine 110. In some embodiments, system 100 includes a turbocharger configured to receive exhaust gas output by engine 110 and compress an intake fluid (e.g., air, etc.) provided to engine 110. In some embodiments, system 100 includes an aftertreatment system having components for converting exhaust emissions, such as a selective catalytic reduction (SCR) catalyst, a diesel oxidation catalyst (DOC), a diesel particulate filter (DPF), a diesel exhaust fluid (DEF) injector with a supply of DEF, a plurality of sensors for monitoring the aftertreatment system (e.g., a nitrogen oxide (NOx) sensor, a temperature sensor, etc.), and / or other components.

[0031] The controller 140 is configured to at least partially control the operation of the system 100 and related subsystems, such as the engine 110 and operator input / output (I / O) devices 130. Communication between components can occur through any number of wired or wireless connections. For example, a wired connection can include a serial cable, a fiber optic cable, a CAT5 cable, or any other form of wired connection. In contrast, a wireless connection can include the Internet, Wi-Fi, a cellular network, radio, etc. In one embodiment, a controller area network (CAN) bus provides for the exchange of signals, information, and / or data. The CAN bus includes any number of wired and wireless connections. Because the controller 140 is communicatively coupled to Figure 1 systems and components, so the controller 140 is constructed from Figure 1One or more components shown receive data. The structure and function of the controller 140 are shown in FIG. Figure 2 Further described in .

[0032] because Figure 1 The components are shown as being embodied in system 100 included in a vehicle, and thus controller 140 may be configured as one or more electronic control units (ECUs), such as one or more microcontrollers. Controller 140 may be separate from or included in at least one of a transmission control unit, an exhaust gas aftertreatment control unit, a powertrain control module, an engine control module, and the like.

[0033] As shown, one or more sensors 125 are included in system 100. The quantity, position and type of the sensors included in system 100 are shown only for illustrative purposes. That is to say, in other configurations, the quantity, position and type of sensors can be different. For example, sensor 125 can be located in or near engine 110, upstream of engine 110 and / or downstream of engine 110. It should be understood that the position of sensor can change. Sensor 125 can be an engine sensor, configured to detect and / or determine one or more parameters of engine 110, such as engine torque, engine power, engine speed (e.g., in revolutions per minute), engine exhaust gas value (e.g., engine exhaust manifold pressure). For example, the sensors 125 may include a torque sensor configured to detect and / or determine engine torque, a pressure sensor configured to detect and / or determine exhaust manifold pressure, an engine-mounted accelerometer or noise sensor configured to detect and / or determine engine knock, a cylinder pressure sensor configured to detect and / or determine in-cylinder pressure, and / or a cylinder ion sensor configured to detect and / or determine the presence or concentration of ions in a cylinder. Additional sensors may also be included in the system 100. The sensors may include sensors associated with other components of the vehicle (e.g., a turbocharger speed sensor, a fuel quantity and injection rate sensor, a fuel rail pressure sensor, etc.).

[0034] In some embodiments, sensor 125 may include one or more voltage sensors, current sensors, or other sensors for measuring and / or determining residual ignition energy. For example, a voltage sensor may be used to measure the voltage across spark plug 116. The voltage across spark plug 116 may correspond to the amount of residual ignition energy stored at spark plug 116.

[0035] The sensors 125 can be real or virtual (i.e., non-physical sensors that are configured as program logic in the controller 140 to make various estimates or determinations). For example, an engine speed sensor can be a real or virtual sensor that is configured to measure or otherwise obtain data, values, or information indicative of the speed of the engine 110 (typically expressed in revolutions per minute). When configured as a real sensor, the sensor is coupled to the engine and configured to send a signal indicative of the speed of the engine 110 to the controller 140. When configured as a virtual sensor, the controller 140 can use at least one input in an algorithm, model, lookup table, etc. to determine or estimate a parameter of the engine (e.g., power output, etc.). Any of the sensors 125 described herein can be real or virtual.

[0036] Controller 140 is coupled, and in particular, communicatively coupled, to sensors 125. Thus, controller 140 is configured to receive data from and provide instructions / information to one or more sensors 125. The received data may be used by controller 140 to control one or more components in system 100 and / or to monitor system 100 and / or one or more components in control system 100.

[0037] Figure 2 According to an example embodiment Figure 1 140 is a block diagram of a controller. As shown, controller 140 includes at least one processing circuit 202 having at least one processor 204 and at least one memory device 206, sensor management circuitry 210, ignition system control circuitry 212, fuel system control circuitry 214, and a communication interface 216. Controller 140 is configured to monitor engine 110 and detect and / or determine residual ignition energy in ignition system 114. Controller 140 may further be configured to discharge the residual ignition energy. Methods for detecting and / or determining residual ignition energy in ignition system 114 are described below.

[0038] In one configuration, the sensor management circuit 210, the ignition system control circuit 212, and / or the fuel system control circuit 214 are embodied as a machine or computer readable medium storing instructions executable by a processor (e.g., processor 204). The machine readable medium may include programmable logic. The computer readable medium instructions may include code that may 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 may be executed on one processor or on multiple remote processors. In the latter case, the remote processors may be interconnected via any type of network (e.g., a CAN bus, etc.).

[0039] In another configuration, the sensor management circuitry 210, the ignition system control circuitry 212, and / or the fuel system control circuitry 214 are embodied as hardware units, such as one or more electronic control units. Thus, the sensor management circuitry 210, the ignition system control circuitry 212, and / or the fuel system control circuitry 214 may be embodied as one or more circuit components, including, but not limited to, processing circuitry, network interfaces, peripherals, input devices, output devices, sensors, and the like. In some embodiments, the sensor management circuitry 210, the ignition system control circuitry 212, and / or the fuel system control circuitry 214 may take the form of one or more analog circuits, electronic circuits (e.g., integrated circuits (ICs), discrete circuits, system-on-a-chip (SOC) circuits, microcontrollers, and the like), telecommunications circuits, hybrid circuits, and any other type of "circuitry." In this regard, the sensor management circuitry 210, the ignition system control circuitry 212, and / or the fuel system control circuitry 214 may include any type of components for accomplishing or facilitating the operations described herein. For example, the circuits described herein may include one or more transistors, logic gates (e.g., NAND gates, AND gates, NOR gates, OR gates, XOR gates, NOT gates, XNOR gates, etc.), resistors, multiplexers, registers, capacitors, inductors, diodes, wiring, etc. The sensor management circuit 210, the ignition system control circuit 212, and / or the fuel system control circuit 214 may also include or be programmable hardware devices, such as field programmable gate arrays, programmable array logic, programmable logic devices, etc. The sensor management circuit 210, the ignition system control circuit 212, and / or the fuel system control circuit 214 may include one or more memory devices for storing instructions executable by a processor of the sensor management circuit 210, the ignition system control circuit 212, and / or the fuel system control circuit 214. The one or more memory devices and the processor may have the same definitions as provided below with respect to the memory device 206 and the processor 204. In some hardware unit configurations, the sensor management circuitry 210, the ignition system control circuitry 212, and / or the fuel system control circuitry 214 may be geographically dispersed at different locations within the system 100. Alternatively, and as shown, the sensor management circuitry 210, the ignition system control circuitry 212, and / or the fuel system control circuitry 214 may be embodied within or in a single unit / housing, shown as the controller 140.

[0040] In the illustrated example, controller 140 includes processing circuitry 202 having a processor 204 and a memory device 206. Processing circuitry 202 may be constructed or configured to execute or implement the instructions, commands, and / or control processes described with respect to sensor management circuitry 210, ignition system control circuitry 212, and / or fuel system control circuitry 214. The depicted configuration represents sensor management circuitry 210, ignition system control circuitry 212, and / or fuel system control circuitry 214 as being embodied as a machine- or computer-readable medium storing instructions. However, as noted above, this illustration is not intended to be limiting, as the present disclosure contemplates other embodiments in which at least one of sensor management circuitry 210, ignition system control circuitry 212, and / or fuel system control circuitry 214 is configured as a hardware unit. All such combinations and variations are intended to fall within the scope of the present disclosure.

[0041] At least one processor 204 can be implemented as one or more single-chip or multi-chip processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), and / or suitable processors (e.g., other programmable logic devices, discrete hardware components, etc., to perform the functions described herein). The processor can be a microprocessor, a group of processors, etc. The processor can also be implemented as a combination of computing devices, such as a combination of a DSP and a microprocessor, multiple microprocessors, one or more microprocessors combined with a DSP core, or any other such configuration. In some embodiments, one or more processors can be shared by multiple circuits (e.g., the sensor management circuit 210, the ignition system control circuit 212, and / or the fuel system control circuit 214 can include or otherwise share the same processor, which, in some example embodiments, can execute instructions stored in or otherwise accessed via different memory areas). Alternatively, or in addition, one or more processors can be configured to execute or otherwise perform certain operations independently of one or more coprocessors. In other example embodiments, two or more processors can be coupled via a bus to enable independent, parallel, pipelined, or multi-threaded instruction execution. All of these variations are within the scope of the present disclosure.

[0042] At least one memory device 206 (e.g., memory, storage unit, storage device) may include one or more devices for storing data and / or computer code (e.g., RAM, ROM, flash memory, hard disk storage) to complete or facilitate the various processes, layers, and modules described in this disclosure. For example, the memory device 206 may include dynamic random access memory (DRAM). The memory device 206 may be communicatively connected to the processor 204 to provide computer code or instructions to the processor 204 for performing at least some of the processes described herein. In addition, the memory device 206 may be or include tangible, non-transitory volatile memory or non-volatile memory. Thus, the memory device 206 may include a database component, an object code component, a script component, or any other type of information structure to support the various activities and information structures described herein.

[0043] The communication interface 216 may include any combination of wired and / or wireless interfaces (e.g., jacks, antennas, transmitters, receivers, transceivers, wire terminals) for communicating data with various systems, devices, or networks that are configured to enable intra-vehicle communication (e.g., between components of the vehicle) and extra-vehicle communication (e.g., with a remote server). For example, with respect to extra-vehicle / system communication, the communication interface 216 may include an Ethernet card and port for sending and receiving data via an Ethernet-based communication network and / or a Wi-Fi transceiver for communicating via a wireless communication network. The communication interface 216 may be configured to communicate via a local area network or a wide area network (e.g., the Internet) and may use various communication protocols (e.g., IP, LON, Bluetooth, ZigBee, radio, cellular, near field communication).

[0044] The sensor management circuitry 210 is constructed or configured to control the operation of the sensors 125 and exchange information with the sensors 125. For example, the sensor management circuitry 210 may be configured to generate one or more control signals and transmit the control signals to one or more sensors 125 (e.g., to acquire data, etc.). The control signals may cause one or more sensors 125 to sense and / or detect sensor data and / or provide the sensor data to the sensor management circuitry 210. In some embodiments, the sensor management circuitry 210 may be configured to estimate the sensor data (e.g., when the sensor 125 is a virtual sensor). "Sensor data" may include temperature data (e.g., fluid temperature, such as exhaust gas temperature or engine oil temperature, component temperature, such as engine temperature, etc.), flow rate data (e.g., exhaust gas flow rate data, charge air flow rate, etc.), pressure data (e.g., engine cylinder pressure, coolant pressure, exhaust gas pressure, etc.), engine data (e.g., engine torque, engine speed, engine power, etc.), and / or other data related to the operation of the system 100, such as data indicating the presence of residual ignition energy in the ignition system 114. For example, the data may include one or more of engine load, engine speed, engine torque, exhaust manifold pressure, cylinder pressure, ion detection, spark plug voltage, spark plug current, spark plug power, and / or other sensor data or information described herein. The data may be used to determine whether residual ignition energy exists in the ignition system 114, as described herein with respect to Figure 3 As stated.

[0045] The ignition system control circuit 212 is configured to control the operation of the ignition system 114. The ignition system control circuit 212 may control the operation of the ignition system 114 based on the configuration of the ignition system (e.g., a single coil ignition system, a dual coil ignition system, etc.), the detected presence of residual ignition energy, and / or other factors.

[0046] In some embodiments, the ignition system control circuit 212 is configured to detect and / or determine residual charge "blowout." "Blowout" refers to a situation where the spark has extinguished prematurely, but the ignition system 114 is unaware of the occurrence. High or varying engine loads (i.e., turbulent engine operating conditions) can cause blowout. Under these turbulent engine conditions, the likelihood of spark extinguishment increases due to the strain on the engine 110. These strains may cause turbulence in the spark gap, thereby extinguishing the spark. However, the spark plug 116 continues to discharge as if to maintain the spark, but this discharge is insufficient to reignite the spark. Due to the continued discharge without causing the igniter spark, a buildup of trapped charge may occur, ultimately leading to a breakdown event. Breakdown occurs when the accumulated residual charge overcomes the resistance in the path between the diode and the igniter to cause or attempt to cause the igniter spark. Breakdown may be undesirable due to its timing. For example, breakdown may occur during the intake stroke of the cylinder cycle, increasing the likelihood of premature combustion and potential damage to the engine 110.

[0047] In some embodiments, the ignition system control circuit 212 is configured to employ one or more residual ignition energy mitigation methods in response to detecting and / or determining the presence of residual ignition energy trapped in the spark plug 116. The residual ignition energy mitigation methods may include charge scavenging discharges, controlled leakage diodes, charge bleeding circuits, and / or ignition system adjustments.

[0048] The charge scavenging discharge method may include providing a command by the controller 140 to the spark plug 116 to generate a spark (e.g., prior to the intake stroke of the cylinder cycle). The spark generated by the spark plug 116 causes the residual ignition energy to be used to generate the spark, thereby "scavenging" or discharging the residual ignition energy. The controller 140 may use the charge scavenging discharge method based on detecting and / or determining (e.g., based on sensor data from the sensor 125) a high engine load. The controller 140 may cause the spark generated by the charge scavenging discharge to occur during light load conditions. Light load conditions may include the exhaust stroke of the cylinder cycle.

[0049] The controlled leakage diode may include providing an electrical path for residual ignition energy. In one example embodiment, the diode with controlled leakage creates an electrical path for discharging or dissipating trapped charge in the ignition system 114. In these embodiments, the residual ignition energy is discharged passively. However, in some embodiments, if the controller 140 detects and / or determines that the residual ignition energy value exceeds a corresponding threshold, the controller may use additional residual ignition energy mitigation methods. The controlled leakage diode advantageously operates continuously and without input from the controller 140. In some embodiments, the controlled leakage diode may be replaced and / or supplemented with a resistor that creates an electrical path for discharging or dissipating trapped charge in the ignition system 114.

[0050] The charge bleeding circuit method may include providing a charge bleeding circuit in the ignition system 114. The charge bleeding circuit may include a switch operable between an open position and a closed position (e.g., operated by the controller 140). When the switch is in the open position, the charge bleeding circuit allows the ignition system to operate normally. When the switch is in the closed position, the charge bleeding circuit connects the spark plug to ground, allowing residual ignition energy to discharge to ground. In an example embodiment, the charge bleeding circuit method may include providing a command to the ignition system 114 to close the switch of the charge bleeding circuit, allowing residual ignition energy to flow freely to ground, thereby clearing the residual ignition energy. The controller 140 may use the charge bleeding method in response to detecting residual ignition energy in the ignition system 114.

[0051] As briefly described above, adjusting the ignition system 114 may include adjusting one or more parameters of the ignition system 114. In some embodiments, the ignition system 114 comprises a single-coil ignition system. In these embodiments, the controller 140 may adjust one or more of the ignition timing, ignition energy, or ignition duration of the ignition system 114. For example, the controller 140 may cause the ignition system to adjust the ignition duration in response to detecting and / or determining the presence of residual ignition energy. In other embodiments, the ignition system 114 comprises a dual-coil ignition system. In these embodiments, the controller 140 may adjust one or more of the ignition timing, ignition energy, ignition duration, and / or multiple ignition capability of the ignition system 114. For example, the controller 140 may cause the ignition system 114 to enable the multiple ignition capability of the ignition system 114 in response to detecting and / or determining the presence of residual ignition energy.

[0052] In some embodiments, when the engine 110 is configured to use a mixed hydrogen (e.g., hydrogen mixed with hydrocarbons) fuel, the ignition system 114 may include a dual coil ignition system. Advantageously, the dual coil ignition system can be used to ignite the mixed hydrogen fuel because it is more difficult to ignite than pure hydrogen fuel. In a pure or substantially pure hydrogen fuel system, the ignition system may not include a dual coil system. In some embodiments, when the ignition system 114 includes a dual coil ignition system, the ignition system control circuit 212 may be configured to use a residual ignition energy mitigation method specific to dual coil ignition in addition to and / or in place of any of the above-mentioned residual ignition energy mitigation methods. The residual ignition energy mitigation method specific to dual coil ignition may include stopping reignition and increasing the power-on time of reignition.

[0053] "Re-ignition" refers to the process of continuing to command the ignition system 114 to discharge in order to produce a spark. In the event of a blowout, the continued discharge may increase the amount of residual ignition energy because the discharge is insufficient to re-initiate the spark.

[0054] When the ignition system 114 is configured as a dual-coil ignition system, the controller 140 can detect and / or determine a blowout or potential blowout condition by receiving data indicating that the current has dropped to or below a threshold. In response to detecting and / or determining the blowout condition, the controller 140 provides a command to cease the ignition request (i.e., to cease reignition). By providing the command to cease requesting the spark, discharge from the ignition system 114 ceases (i.e., the spark is extinguished), thereby preventing or substantially preventing the accumulation of further trapped charge.

[0055] The controller 140 can be configured to increase the reignition power-on time in response to detecting and / or determining a blowout or potential blowout condition. The "power-on time" refers to the time the ignition coil in the ignition system 114 is charged. By increasing the power-on time, more energy is provided to the first coil of the dual-coil ignition system. The power-on time can be increased beyond the original power-on time or the first power-on time. The first power-on time can be approximately equal to a charge time sufficient to maintain a spark from the ignition system 114, which is less than the time required to induce (e.g., initiate) a spark from the igniter.

[0056] By increasing the energy supplied to the first coil after the spark current ceases, a relatively large voltage is induced in the second coil of the dual-coil ignition system. The increased voltage in the second coil causes a controlled breakdown and subsequent ignition of the ignition system 114. The controlled breakdown and subsequent ignition of the ignition system 114 clears any residual ignition energy trapped in the ignition system 114.

[0057] Fuel system control circuitry 214 is configured to control operation of fuel system 120. As described above, fuel system control circuitry 214 may adjust one or more parameters of the fuel system, including at least one of fuel injection amount, fuel injection timing, fuel rail pressure, and the like.

[0058] Figure 3 is a monitoring according to an example embodiment Figure 1 Flowchart of method 300 for determining the ignition energy of one or more cylinders of an engine. In particular, method 300 involves detecting (e.g., via one or more sensors 125) the presence of residual ignition energy in ignition system 114. In some embodiments, controller 140 and / or one or more components thereof (e.g., sensor management circuit 210) are configured to perform method 300. For example, controller 140 may be configured to perform method 300 alone or in combination with other devices (e.g., sensors 125 and / or other components of system 100). In some embodiments, the process of method 300 may be performed in a manner similar to Figure 3 In some embodiments, the method 300 may include: Figure 3 In some embodiments, the processes of method 300 may be performed in parallel, partially in parallel, or sequentially.

[0059] Referring to method 300 in more detail, at process 302, controller 140 receives first sensor data from sensor 125. In some embodiments, the first sensor data includes data from one or more sensors 125 associated with engine 110 and / or one or more components thereof (e.g., one or more cylinders 110 and / or one or more components of ignition system 114). As described above, the sensor data may include engine torque values, engine power values, engine exhaust pressure values, engine acceleration values, cylinder pressure values, cylinder ion values, etc. The first sensor data may indicate the presence of residual ignition energy in ignition system 114. For example, the data may include one or more of engine load, engine speed, engine torque, exhaust manifold pressure, cylinder pressure, ion detection, spark plug voltage, spark plug current, spark plug power, and / or other sensor data or information described herein. The correlation of the sensor data with the residual ignition energy is described herein with respect to process 306.

[0060] At process 304, the controller 140 compares the first sensor data to a corresponding first threshold. For example, the first threshold may include an engine torque threshold, an engine power threshold, an engine exhaust pressure threshold, an engine acceleration threshold, a cylinder pressure threshold, a cylinder ion threshold, etc. If the first sensor data meets the corresponding threshold (e.g., less than a maximum threshold, greater than a minimum threshold, within a threshold range, within a desired operating range, etc.), the method may return to process 302. If the first sensor data does not meet the corresponding threshold or is outside the desired operating range (e.g., greater than a maximum threshold, less than a minimum threshold, outside a threshold range, etc.), the method continues to process 306.

[0061] In process 306, the controller 140 determines that residual ignition energy is present in the ignition system 114 based on one or more first sensor values exceeding corresponding thresholds. In one example embodiment, the controller 140 may determine that a combustion misfire has occurred based on at least one of an engine torque value not satisfying a torque threshold (e.g., when the torque value is equal to or less than a torque threshold or outside a desired operating torque value range) or an exhaust manifold pressure value not satisfying an exhaust manifold pressure threshold (e.g., when the exhaust manifold pressure value is equal to or less than an exhaust manifold pressure threshold or outside a desired operating exhaust manifold pressure value range). The controller 140 may determine that residual ignition energy is present in the ignition system 114 based on determining that a combustion misfire has occurred.

[0062] In another example embodiment, the controller 140 may determine that abnormal combustion knock is occurring based on the engine acceleration value not satisfying an engine acceleration threshold (e.g., when the engine acceleration value is equal to or lower than the engine acceleration threshold or outside the engine acceleration value range for desired operation) or the engine noise value not satisfying an engine noise threshold (e.g., when the engine noise value is equal to or higher than the engine noise threshold or outside the engine noise value range for desired operation). The controller 140 may determine the presence of residual ignition energy based on determining that abnormal combustion knock is occurring.

[0063] In some embodiments, the controller 140 may determine the presence of residual ignition energy based on the cylinder pressure not satisfying a cylinder pressure threshold or when the cylinder pressure value is outside a range of cylinder pressure values for desired operation. For example, the controller 140 may determine that residual ignition energy exists in the ignition system 114 if the cylinder pressure is above a maximum threshold or below a minimum threshold.

[0064] In some embodiments, the controller 140 may determine the presence of residual ignition energy based on the exhaust manifold pressure not satisfying an exhaust manifold threshold or when the exhaust manifold pressure is outside a desired operating exhaust manifold pressure range. For example, the controller 140 may determine that residual ignition energy exists in the ignition system 114 if the exhaust manifold pressure is above a maximum threshold or below a minimum threshold.

[0065] In some embodiments, the controller 140 may determine the presence of residual ignition energy based on the ion level not satisfying an ion level threshold or when the ion level is outside a desired operating ion level value range. For example, if the ion level within the cylinder 110 is above a maximum threshold or below a minimum threshold, the controller 140 may determine that residual ignition energy is present in the ignition system 114.

[0066] In response to determining that residual ignition energy is present in the ignition system 114, the controller 140 may provide an indication to the user. For example, the controller 140 may cause the operator I / O device 130 to display an indication that residual ignition energy is present in the ignition system 114. In some embodiments, the controller 140 may continue to execute Figure 5 Method 500 shown in .

[0067] Figure 4 According to an example embodiment, Figure 1 Flowchart of method 400 for determining an ignition energy state of one or more cylinders of an engine. In this manner, the ignition energy state may refer to the presence or absence of residual ignition energy. In particular, method 400 involves determining (e.g., based on sensor data) whether residual ignition energy exists in ignition system 114. In some embodiments, controller 140 and / or one or more components thereof are configured to perform method 400. For example, controller 140 may be configured to perform method 400 alone or in combination with other devices (e.g., sensor 125 and / or other components of system 100). In some embodiments, the process of method 400 may be performed in a manner similar to Figure 4 In some embodiments, the method 400 may include: Figure 4 In some embodiments, the processes of method 400 may be performed in parallel, partially in parallel, or sequentially.

[0068] Referring to method 400 in more detail, at process 402, controller 140 receives engine operating conditions. The engine operating conditions may include sensor data and / or one or more operating parameters of engine 110. For example, the engine operating conditions may include an engine speed value, an engine load value, an air-fuel ratio provided to the engine (e.g., provided by fuel system 120), etc.

[0069] At process 404, controller 140 compares the engine operating condition to a corresponding second threshold. For example, the second threshold may include an engine speed threshold, an engine load threshold, etc. If the engine operating condition meets the corresponding threshold (e.g., less than a maximum threshold, greater than a minimum threshold, within a threshold range, within a desired operating range, etc.), method 400 may continue to process 408. If the engine operating condition does not meet the corresponding threshold or is outside the desired operating range (e.g., greater than a maximum threshold, less than a minimum threshold, outside a threshold range, etc.), the method may continue to process 406.

[0070] At process 406, the controller 140 determines that residual ignition energy is present in the ignition system 114 based on one or more engine operating condition values exceeding corresponding thresholds. For example, a transient state of the air-fuel ratio supplied to the engine (e.g., an "air-fuel ratio transient condition") may exceed a desired air-fuel ratio transient threshold. As used herein, an "air-fuel ratio transient condition" refers to an operating condition in which the air-fuel ratio (AFR) supplied to the engine 110 changes (e.g., increases, decreases, increases then decreases, decreases then increases, or some combination thereof) within a predetermined time period. In some embodiments, the AFR may be estimated based on the fueling command and the intake command generated by the controller 140. More specifically, the AFR may be estimated based on a commanded air quantity (e.g., an air value) relative to a commanded fuel quantity (e.g., a fuel value). In other embodiments, the AFR may be determined based on a measured or sensed air quantity relative to a measured or sensed fuel quantity supplied to the engine. Variability in the air-fuel ratio may result in unintended blowout during a cylinder cycle, for example, when the engine speed and / or engine load are relatively low (i.e., below a predetermined low speed or low threshold, which may vary depending on engine size / configuration). Premature termination of a spark event (e.g., unintended blowout) results in residual energy within the ignition system 114. Because transients in the air-fuel ratio increase with increasing engine load and / or engine speed, the controller 140 may determine that residual energy exists within the ignition system 114 based on at least one of the engine load not satisfying an engine load threshold (e.g., when the engine load value is equal to or below the engine load threshold or outside a desired operating engine load value range) or the engine speed not satisfying an engine speed threshold (e.g., when the engine speed value is equal to or below the engine speed threshold or outside a desired operating engine speed value range).

[0071] In one example embodiment, the engine load threshold may include, for example, a light load threshold corresponding to a light load condition and / or a heavy load threshold corresponding to a heavy load condition. When the engine operating conditions include the engine load, the controller 140 may determine that the engine is operating under the light load condition in response to determining that the engine load is equal to or less than the light load threshold. Similarly, the controller 140 may determine that the engine is operating under the heavy load condition in response to determining that the engine load is equal to or greater than the heavy load threshold.

[0072] In response to determining that residual ignition energy is present in the ignition system 114, the controller 140 may provide an indication to the user. For example, the controller 140 may cause the operator I / O device 130 to display an indication that residual ignition energy is present in the ignition system 114. In some embodiments, the controller 140 may continue to execute process 408 and / or Figure 5 Method 500 shown in .

[0073] At process 408, controller 140 receives environmental conditions. The engine environmental conditions may include sensor data (e.g., from one or more sensors 125 configured as humidity sensors, moisture sensors, etc.) and / or environmental data received from a remote computing device (e.g., from a remote computing device via the vehicle's telematics device and / or communication interface 220). The remote computing device may be associated with the original equipment manufacturer of system 100 and / or with another service provider. The environmental conditions may include atmospheric humidity or ambient humidity (e.g., a humidity value), an indication of rain (including an indication of whether rainwater has entered the air intake system of engine 110), ambient temperature (including an indication of whether condensation has formed on the air intake cooling system of engine 110), and the like.

[0074] At process 410, controller 140 compares the environmental condition to a corresponding third threshold. For example, the third threshold may include a humidity threshold, a rain ingress threshold, a condensation threshold, etc. If the environmental condition meets the corresponding threshold or is outside the desired operating range (e.g., less than a maximum threshold, greater than a minimum threshold, within a threshold range, etc.), method 400 may return to process 402. If the engine operating condition does not meet the corresponding threshold or is outside the desired operating range (e.g., greater than a maximum threshold, less than a minimum threshold, outside a threshold range, etc.), method 400 continues to process 412.

[0075] At process 412, the controller 140 determines that residual ignition energy exists in the ignition system 114 based on one or more ambient condition values exceeding corresponding thresholds. The one or more ambient conditions can cause residual ignition energy. For example, in-cylinder humidity (e.g., water content) can cause blowout, thereby trapping residual ignition energy in the ignition system 114. In-cylinder humidity can be caused by atmospheric humidity, rainwater ingested into the intake system, and / or intake system condensation generated by cooling the intake air. Therefore, the controller 140 can determine that residual energy exists in the ignition system 114 based on at least one of atmospheric humidity not meeting an atmospheric humidity threshold (e.g., when the atmospheric humidity value is equal to or greater than the atmospheric humidity threshold or outside a desired range of atmospheric humidity values for operation), a rainwater ingress value not meeting a rainwater ingress threshold (e.g., when the rainwater ingress value is equal to or greater than the rainwater ingress threshold or outside a desired range of rainwater ingress values for operation), and / or a condensation value not meeting a condensation threshold (e.g., when the condensation value is equal to or greater than the condensation threshold or outside a desired range of condensation values for operation).

[0076] In response to determining that residual ignition energy is present in the ignition system 114, the controller 140 may provide an indication to the user. For example, the controller 140 may cause the operator I / O device 130 to display an indication that residual ignition energy is present in the ignition system 114. In some embodiments, the controller 140 may continue to execute Figure 5 Method 500 shown in .

[0077] Figure 5 is a control according to an example embodiment Figure 1 Flowchart of method 500 for controlling one or more ignition systems 114 of an engine. In particular, method 500 involves controlling one or more ignition systems 114 to purge or discharge trapped residual ignition energy. In some embodiments, controller 140 and / or one or more components thereof are configured to perform method 500. For example, controller 140 may be configured to perform method 500 alone or in combination with other devices (e.g., sensors 125 and / or other components of system 100). In some embodiments, the process of method 500 may be performed in a manner similar to Figure 5 In some embodiments, the method 500 may include: Figure 5 For example, processes 304, 306, and 308 may be optional and / or applicable only to an ignition system 114 including dual coils. In some embodiments, the processes of method 500 may be performed in parallel, partially in parallel, or sequentially.

[0078] Referring to method 500 in more detail, at process 502, the controller 140 determines a residual ignition energy mitigation process. In some embodiments, the controller 140 may determine to use a residual ignition energy mitigation process based on whether the system 100 includes appropriate hardware for executing the residual ignition energy mitigation process. That is, in some embodiments, the controller 140 may determine to use a residual ignition energy mitigation process based on receiving an indication of available residual ignition energy. In a first example embodiment, the controller 140 may determine to use a residual ignition energy mitigation process specific to a dual-coil ignition system in response to receiving an indication that the ignition system 114 includes a dual coil. In a second example embodiment, the controller 140 may determine to use a controlled leakage diode residual ignition energy mitigation process in response to receiving an indication that the ignition system 114 includes a controlled leakage diode. In a third example embodiment, the controller 140 may determine to use a charge bleeding residual ignition energy mitigation process in response to receiving an indication that the ignition system 114 includes a charge bleeding circuit. In some embodiments, one or more residual ignition energy mitigation processes are enabled without input from the controller 140. For example, a controlled leakage diode may passively (eg, without input from controller 140 ) provide an electrical path for residual ignition energy.

[0079] In some embodiments, the controller 140 may determine a residual ignition energy mitigation process based on received engine data. The engine data may include information about the engine 110, such as the number of cylinders 112, the engine displacement, the fuel type (e.g., pure hydrogen versus a hydrogen blend), and / or other information related to the engine 110. For example, the controller 140 may determine to not use a residual ignition energy mitigation process that stops reignition and / or a residual ignition energy mitigation process that increases power-on time in response to receiving an indication that the fuel type of the engine 110 is a hydrogen blend and / or in response to receiving an indication that the ignition system 114 does not include dual-coil ignition.

[0080] In some embodiments, when more than one residual ignition energy mitigation process is available, the controller 140 may determine which residual ignition energy mitigation process to use based on a predetermined priority of each residual ignition energy mitigation process. In one example embodiment, the predetermined priority may include the controlled leakage residual ignition energy mitigation process first, the charge sweep discharge residual ignition energy mitigation process second, and the charge bleed residual ignition energy mitigation process third. It should be understood that in other embodiments, the predetermined priority of each residual ignition energy mitigation process may be different than described herein.

[0081] In some embodiments, the controller 140 may determine to use a residual ignition energy mitigation process based on a predetermined priority of each residual ignition energy mitigation process relative to one or more operating parameters of the system 100. In some embodiments, the controller 140 may receive one or more parameters of the system 100. For example, the controller 140 may receive a parameter as described herein. Figure 3 and Figure 4 The controller 140 may also receive sensor data, engine operating conditions, and / or environmental conditions. Additionally and / or alternatively, the controller 140 may receive data corresponding to the engine 110 (e.g., engine data) and / or data corresponding to one or more components of the system 100 downstream of the engine 110, such as a turbocharger (e.g., turbocharger data) and / or an aftertreatment system (e.g., aftertreatment system data). As described above, the engine data may include engine fuel type, engine displacement, the number of cylinders 112, etc. The turbocharger data may include pressure changes across the turbocharger, turbocharger temperature values (e.g., turbocharger temperature and / or exhaust gas temperature within the turbocharger, at the turbocharger inlet, at the turbocharger outlet, etc.), exhaust gas flow rate (e.g., mass or volume flow rate of exhaust gas passing through the turbocharger), and / or other data corresponding to the turbocharger. In some embodiments, the aftertreatment system data may include temperature values (e.g., the temperature of one or more components of the aftertreatment system, the exhaust gas temperature within the aftertreatment system, at the aftertreatment system inlet, at the aftertreatment system outlet, etc.), pressure values (e.g., a change in pressure between the aftertreatment system inlet and outlet, a change in pressure across an aftertreatment system component, etc.), exhaust gas flow rate (e.g., the mass or volumetric flow rate of exhaust gas through the aftertreatment system or through an aftertreatment system component), aftertreatment system performance values (e.g., a change in the concentration of one or more exhaust gas constituents, such as nitrogen oxides, sulfur oxides, carbon oxides, etc.), and / or other data corresponding to the aftertreatment system. As briefly described above, any data received by the controller 140 may be detected or measured by the real sensor 125 and / or determined or estimated by the virtual sensor 125. In some embodiments, the controller 140 may determine which residual ignition energy mitigation process to use based on the received data and the corresponding predetermined priority of each residual ignition energy mitigation process.

[0082] In some embodiments, one or more residual ignition energy mitigation processes can be used in parallel, partially in parallel, or sequentially. In one example embodiment, the ignition system controlled residual ignition energy mitigation process can be used in parallel, partially in parallel, or sequentially with the charge discharge residual ignition energy mitigation process. More specifically, the ignition system controlled residual ignition energy mitigation process can be used in combination with the charge discharge residual ignition energy mitigation process in response to receiving an indication that the fuel type is pure hydrogen fuel. It should be understood that in other embodiments, any combination of ignition energy mitigation processes can be used in parallel, partially in parallel, or sequentially.

[0083] At process 504, when the ignition system 114 is configured as a dual-coil ignition system, the controller 140 may determine to use a residual ignition energy mitigation process specific to the dual-coil ignition system. At process 506, the controller 140 may employ a residual ignition energy mitigation process that disables reignition. At process 508, the controller 140 may employ a residual ignition energy mitigation process that increases the power-on time.

[0084] At process 510, the controller 140 may employ a charge sweep discharge residual ignition energy mitigation process. At process 512, the controller 140 may employ a controlled leak residual ignition energy mitigation process. At process 514, the controller 140 may employ a charge bleed residual ignition energy mitigation process.

[0085] At process 520, the controller 140 may employ an ignition system controlled residual ignition energy mitigation process. At process 522, in response to employing the ignition system controlled residual ignition energy mitigation process, the controller 140 may receive ignition system data. At process 524, the controller 140 may adjust one or more ignition system parameters based on the ignition system data. For example, the controller 140 may be configured as described herein with respect to Figure 2 As described, one or more of the spark timing, spark energy, spark duration, and / or multi-ignition capability of the ignition system 114 is adjusted.

[0086] Figure 66 is a graph 600 depicting air-fuel ratio ("λ") versus minimum ignition energy (typically measured in millijoules (mJ)). A first curve 602 represents the minimum ignition energy for various air-fuel ratios of hydrocarbon fuels (e.g., methane). A second curve 604 represents the minimum ignition energy for various air-fuel ratios of hydrogen fuel. A range 606 of air-fuel ratios is shown. A "theoretical" air-fuel ratio refers to a stoichiometric mixture of air and fuel such that just enough air is provided to completely burn all of the fuel. The stoichiometric air-fuel ratio has a higher reactivity. That is, the stoichiometric air-fuel ratio is easy to ignite and has a lower minimum initial energy. The stoichiometric air-fuel ratio may inadvertently burn due to an accidental spark from residual ignition energy. A "lean" air-fuel ratio refers to an air-fuel ratio that is less than the stoichiometric ratio. A lean air-fuel ratio can have a higher minimum initial energy than the stoichiometric ratio. However, a lean air-fuel ratio may result in lower fuel economy (e.g., fuel consumption per mile).

[0087] Advantageously, the systems and methods described herein mitigate situations where residual ignition energy is trapped in the ignition system of a hydrogen fueled engine. As described herein, in some embodiments, mitigating the residual ignition energy may include "passive" methods (e.g., methods that do not require control system action), such as controlled leakage diodes. In some embodiments, mitigating the residual ignition energy may include "active" methods (e.g., methods that do not require control system action), such as charge scavenging discharges, charge bleeding, and / or ignition system control methods. In some embodiments, when the ignition system is configured as a dual coil ignition system, mitigating the residual ignition energy may include methods specific to dual coil ignition systems, such as a residual ignition energy mitigation process that stops reignition and / or a residual ignition energy mitigation process that increases the power-on time.

[0088] As used herein, the terms "approximately," "about," "substantially," and similar terms are intended to have a broad meaning consistent with the common and recognized usage by those skilled in the art to which the presently disclosed subject matter belongs. Those skilled in the art who review this disclosure will understand that these terms are intended to allow for the description of certain features without limiting the scope of those features to the precise numerical ranges provided. Accordingly, these terms should be interpreted as indicating that insubstantial or inconsequential modifications or alterations to the subject matter described and claimed are considered to be within the scope of the disclosure as recited in the appended claims.

[0089] It should be noted that the term "exemplary" and variations thereof, used herein to describe various embodiments, are intended to indicate that such embodiments are possible examples of possible embodiments, representations, or illustrations (and that such terms are not intended to indicate that such embodiments are necessarily extraordinary or exceptional examples).

[0090] As used herein, the term "coupled" and its variants mean that two components are directly or indirectly connected to each other. Such connection can be static (e.g., permanent or fixed) or movable (e.g., removable or releasable). Such connection can be achieved by directly coupling the two components to each other, by coupling the two components to each other using one or more separate intermediate components, or by coupling the two components to each other using an intermediate component that is integrally formed as a single entity with one of the two components. If "coupled" or its variants are modified by additional terms (e.g., directly coupled), the general definition of "coupled" above is modified by the usual language meaning of the additional terms (e.g., "directly coupled" means the connection of the two components without any separate intermediate components), resulting in a narrower definition than the general definition of "coupled" above. Such coupling can be mechanical, electrical, or fluidic. For example, circuit A being communicatively "coupled" to circuit B can mean that circuit A communicates directly with circuit B (i.e., without an intermediary) or indirectly with circuit B (e.g., through one or more intermediaries).

[0091] References to element positions herein (e.g., "top," "bottom," "above," "below") are intended only to describe the orientation of the various elements in the drawings. It should be noted that the orientation of the various elements may differ according to other exemplary embodiments, and such variations are intended to be encompassed by the present disclosure.

[0092] Although Figure 2 While various circuits with specific functions are shown in the figures, it should be understood that controller 140 may include any number of circuits to perform the functions described herein. For example, the activities and functions of the post-processing control circuitry may be combined in multiple circuits or as a single circuit. Additional circuits with additional functions may also be included. Furthermore, controller 140 may further control other activities beyond the scope of this disclosure.

[0093] As described above, and in one configuration, the "circuitry" may be implemented in a machine-readable medium for use by various types of processors (e.g., Figure 2 The executable code may, for example, include one or more physical or logical blocks of computer instructions, which may be organized, for example, as an object, procedure, or function. However, the executable file need not be physically located together, but may include different instructions stored in different locations that, when logically connected together, constitute a circuit and achieve the stated purpose of the circuit. In practice, a circuit of computer-readable program code may be a single instruction or many instructions, and may even be distributed over several different code segments, between different programs, and across several memory devices.

[0094] While the term "processor" is briefly defined above, the terms "processor" and "processing circuitry" are intended to be broadly interpreted. In some embodiments, one or more processors may be located external to the device (e.g., an onboard vehicle controller), for example, one or more processors may be or be included in a remote processor (e.g., a cloud-based processor). In this regard, a given circuit or component thereof may be located locally (e.g., as part of a local server, a local computing system, etc.) or remotely (e.g., as part of a remote server such as a cloud server). To this end, "circuitry" as described herein may include components distributed across one or more locations.

[0095] Embodiments within the scope of the present disclosure include program products that include a computer or machine-readable medium for carrying or having computer or machine-executable instructions or data structures stored thereon. Such machine-readable media can be any available medium that can be accessed by a computer. A computer-readable medium can be a tangible computer-readable storage medium that stores computer-readable program code. A computer-readable storage medium can be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, holographic, micro-electromechanical or semiconductor system, device or apparatus, or any suitable combination of the foregoing. More specific examples of computer-readable media 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-electromechanical 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 can contain and / or store computer-readable program code for use by and / or in connection with an instruction execution system, device or apparatus. Machine-executable instructions comprise, for example, instructions and data which cause a computer or processing machine to perform a certain function or group of functions.

[0096] The computer-readable medium may also be a computer-readable signal medium. A computer-readable signal medium may include a propagated data signal containing computer-readable program code, for example, in baseband or as part of a carrier wave. Such a propagated signal may 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 may be any computer-readable medium that is not a computer-readable storage medium and that can communicate, propagate, or transmit computer-readable program code for use by or in connection with an instruction execution system, device, or apparatus. The computer-readable program code embodied on a computer-readable signal medium may be transmitted using any suitable medium, including but not limited to wireless, wired, fiber optic cable, radio frequency (RF), etc., or any suitable combination of the foregoing.

[0097] In one embodiment, the computer readable medium may include a combination of one or more computer readable storage media and one or more computer readable signal media. For example, the computer readable program code may be transmitted as an electromagnetic signal through an optical fiber cable for execution by a processor, and stored on a RAM storage device for execution by a processor.

[0098] The computer readable program code for performing the operations of aspects of the present disclosure can be written in any combination of one or more other programming languages, including object-oriented programming languages (such as Java, Smalltalk, C++, or similar languages) 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 local computer, partially on the local computer, as a separate computer readable software package, partially on the local computer and partially on a remote computer, etc. In the latter case, the remote computer can be connected to the local 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., via the Internet using an Internet service provider).

[0099] The program code may also be stored in a computer-readable medium that can instruct a computer, other programmable data processing device, or other device to operate in a specific manner so that the instructions stored in the computer-readable medium produce an article of manufacture including instructions for implementing the functions / actions specified in the schematic flowchart and / or schematic block diagram blocks.

[0100] Although the drawings and description may show a specific order of method steps, unless otherwise specified above, the order of such steps may vary from that depicted and described. Furthermore, unless otherwise specified above, two or more steps may be performed in parallel or partially in parallel. Such variations may depend, for example, on the software and hardware systems selected and the designer's choice. All such variations are within the scope of the present disclosure.

[0101] It is important to note that the construction and arrangement of the devices and systems shown in the various exemplary embodiments are illustrative only. In addition, any element disclosed in one embodiment may be combined or utilized with any other embodiment disclosed herein.

Claims

1. A method, characterized in that include: receiving data corresponding to an ignition system of at least one cylinder of a hydrogen fuel engine; determining the presence of residual ignition energy in the ignition system based on comparing the data to a first threshold; as well as In response to determining that the residual ignition energy is present in the ignition system, the ignition system is caused to employ at least one residual ignition energy mitigation process including at least one of a charge clearing discharge process, a controlled leak event, or disabling reignition from the ignition system.

2. The method according to claim 1, characterized in that The data includes sensor data indicative of at least one of engine torque, engine exhaust manifold pressure, cylinder pressure, or cylinder ion values.

3. The method according to claim 1, characterized in that The data includes an engine operating parameter indicative of at least one of engine speed or engine load.

4. The method according to claim 1, wherein The data includes environmental data indicative of a humidity value.

5. The method according to claim 1, wherein The at least one residual ignition energy mitigation process includes the controlled leak event followed by one of the charge clearing discharge process or the discontinuation of reignition from the ignition system.

6. The method according to claim 1, characterized in that The data includes information indicative of a load on the hydrogen fuel engine, the method further comprising: determining that the load is greater than a predetermined high load threshold; and The ignition system is instructed to perform the charge clearing discharge process.

7. A system, characterized in that: include: an ignition system coupled to the engine; as well as a controller coupled to the ignition system, the controller comprising one or more processors and one or more memory devices storing instructions that, when executed by the one or more processors, cause the one or more processors to perform operations comprising: receiving data regarding at least one operating condition of the engine and data regarding at least one environmental condition of the system; comparing the data regarding the at least one operating condition of the engine with a first threshold, or comparing the data regarding the at least one environmental condition with a second threshold; Determining the presence of residual ignition energy in the ignition system is based on at least one of: The data regarding at least one operating condition of the engine is outside a first desired operating range, or the data regarding the at least one environmental condition is outside a second desired operating range; and In response to determining that the residual ignition energy is present in the ignition system, the ignition system is caused to implement at least one residual ignition energy mitigation process.

8. The system according to claim 7, characterized in that The instructions, when executed by the one or more processors, further cause the one or more processors to perform operations comprising: in response to determining that the at least one operating condition of the engine is outside the first desired operating range, comparing the at least one environmental condition to the second threshold.

9. The system according to claim 7, wherein: The at least one operating condition of the engine includes an air-fuel ratio under transient conditions, and the first threshold comprises an air-fuel ratio transient threshold.

10. The system according to claim 9, characterized in that The at least one operating condition further includes a speed value of the engine, and the first threshold includes a low speed threshold.

11. The system according to claim 9, wherein: The at least one operating condition further includes a load value of the engine, and the first threshold includes a light load threshold.

12. The system according to claim 7, wherein: The at least one environmental condition includes at least one of an ambient humidity value, an ambient temperature value, or an indication that rain is entering an air intake system of the engine, and wherein the second threshold includes at least one of a humidity threshold corresponding to the ambient humidity value, a condensation threshold corresponding to the ambient temperature value, and a rain entry threshold corresponding to the indication that rain is entering the air intake system of the engine.

13. The system according to claim 7, wherein: The at least one residual ignition energy mitigation process includes at least one of a charge clearing discharge process, a controlled leak event, or disabling reignition from the ignition system.

14. The system according to claim 13, wherein: The ignition system includes a dual-coil ignition system; and When executed by the one or more processors, the instructions further cause the one or more processors to perform at least one of the following operations: Implement a residual ignition energy mitigation process that stops reignition, or Implement a residual ignition energy mitigation process that increases the energization time.

15. The system according to claim 7, wherein: When executed by the one or more processors, the instructions further cause the one or more processors to perform operations including: receiving data regarding the ignition system; and Based on the data regarding the ignition system, one or more of ignition timing, ignition energy, ignition duration, or multiple ignition capability of the ignition system is adjusted.

16. A non-transitory computer-readable medium having instructions stored thereon, which, when executed by one or more processors of a processing circuit, cause the one or more processors to perform operations comprising: receiving data regarding an ignition system of a hydrogen fuel engine; determining that residual ignition energy is present in the ignition system based on comparing data about the ignition system to a first threshold; and In response to determining that the residual ignition energy is present in the ignition system, the ignition system is caused to implement at least one residual ignition energy mitigation process.

17. The non-transitory computer readable medium of claim 16, wherein: The at least one residual ignition energy mitigation process includes at least one of a charge clearing discharge process, a controlled leak event, or disabling reignition from the ignition system.

18. The non-transitory computer readable medium of claim 17, wherein: The at least one residual ignition energy mitigation process includes the controlled leak event followed by at least one of the charge clearing discharge process or the discontinuation of reignition from the ignition system.

19. The non-transitory computer readable medium of claim 16, wherein: The at least one residual ignition energy mitigation process includes adjusting one or more of ignition timing, ignition energy, ignition duration, or multiple ignition capability of the ignition system based on the data regarding the ignition system.

20. The non-transitory computer readable medium of claim 16, wherein The data regarding the ignition system includes information indicative of a load on the hydrogen fuel engine, and wherein the operations further include determining that the load is greater than a predetermined high load threshold and instructing the ignition system to implement a charge clearing discharge process.

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