Multi-fuel engine and control device using hydrogen fuel alternative

Abstract

Engine systems are disclosed that include a multi-fuel engine that is operable to selectively combust different proportions of a first type of fuel and a second type of fuel, such as a gaseous hydrogen fuel. An electronic control system and method controls substitution of the hydrogen fuel to achieve emission reduction and / or aftertreatment regeneration. Substitution of the hydrogen fuel can also be monitored and controlled to manage emission credits.

Description

Technical Field

[0001] This application relates generally to engine systems including multi-fuel engines, and more specifically to multi-fuel engines using hydrogen fuel as an alternative. Background Technology

[0002] Multifuel engines employ at least two different types of fuel during combustion, at least under certain operating conditions. Current methods for operating multifuel engines suffer from numerous drawbacks and limitations, including those related to replacing the first fuel with the second fuel during certain operating conditions. A significant demand gap remains for the unique devices, methods, and systems disclosed herein.

[0003] Disclosure of exemplary embodiments To clearly and concisely summarize and describe exemplary embodiments of the present invention, their formulation and use, and to enable the practice, formulation, and use of these exemplary embodiments, reference will now be made to certain exemplary embodiments (including those illustrated in the accompanying drawings), and these embodiments will be described using specific language. However, it should be understood that this does not limit the scope of the invention, and the invention includes and protects such changes, modifications, and further applications of the exemplary embodiments that can be conceived by those skilled in the art. Summary of the Invention

[0004] A multi-fuel engine and related control devices, apparatus, methods, and systems are disclosed. An engine system includes a multi-fuel engine configured to selectively burn a first type of fuel and a second type of fuel, such as gaseous hydrogen fuel. A method for operating the engine system is also disclosed.

[0005] In some embodiments, the engine system includes an electronic control system configured to control the injection and / or substitution of hydrogen fuel to achieve aftertreatment regeneration and / or emission reduction. In some embodiments, a method includes controlling the injection and / or substitution of hydrogen fuel for achieving aftertreatment regeneration and / or emission reduction.

[0006] In some embodiments, an electronic control system determines the amount and renewable characteristics of the hydrogen fuel used to replace the first fuel in order to obtain, for example, emission credits. In some embodiments, a method includes monitoring and recording hydrogen fuel substitution, including the renewable characteristics and amount of the hydrogen fuel used as a substitute.

[0007] Further embodiments, forms, objects, features, advantages, aspects, and benefits will become apparent from the following description and accompanying drawings. Attached Figure Description

[0008] Figure 1This is a schematic diagram of an exemplary internal combustion engine system that includes a multi-fuel engine and a fuel refueling system.

[0009] Figure 2 yes Figure 1 A schematic diagram of the fuel filling system of the engine system and further features of the multi-fuel engine.

[0010] Figure 3 This is a schematic diagram of an exemplary electronic control system for an engine system, multi-fuel engine, and / or fuel filling system according to the present disclosure.

[0011] Figure 4 This is an example used for Figure 1 and Figure 2 A flowchart illustrating an exemplary control process for the operation of an engine system and a multi-fuel engine.

[0012] Figure 5 This is an example used for Figure 1 and Figure 2 A flowchart of another exemplary control process for the operation of an engine system and a multi-fuel engine. Detailed Implementation

[0013] refer to Figure 1 and Figure 2 This illustration depicts certain aspects of an engine system 20 and a multi-fuel internal combustion engine 30 including a multi-fuel refueling system 21. The engine system 20 is operable to burn two or more types of fuel in a variable proportion. The refueling system 21 is operable to supply fuel to the multi-fuel engine 30 in a variable proportion from a first fuel source 102 and a second fuel source 104. The first fuel source 102 and the second fuel source 104 store a first fuel and a second fuel, respectively, and the first fuel and the second fuel are of different types. The engine system 20 and the refueling system 21 are illustrated and described as providing two types of fuel for combustion; however, additional fuel sources may also be included to store and supply additional different types of fuel for combustion.

[0014] Engine system 20 includes a multi-fuel engine 30 connected to an intake system 22 and an exhaust system 24. The intake system provides a pressurized flow to the multi-fuel engine 30, and the exhaust system outputs exhaust gas. In some embodiments, the multi-fuel engine 30 includes a lean-burn engine (such as a diesel cycle engine) that uses a primary fuel or first fuel (such as diesel fuel) that is a liquid fuel and an auxiliary fuel or second fuel that is a gaseous fuel. In one embodiment, the gaseous fuel is hydrogen fuel.

[0015] The hydrogen fuel used in conjunction with engine system 20 and / or refueling system 21 can be produced from renewable or non-renewable resources. Renewable hydrogen can be produced from renewable resources with zero greenhouse gas emissions and can be referred to as "green" hydrogen. Green hydrogen is typically produced using clean electricity from energy sources such as wind or solar power through the electrolysis of water. The electrolyzer uses an electrochemical reaction to split water into hydrogen and oxygen, and the entire process emits no carbon dioxide.

[0016] Other hydrogen production processes produce non-renewable hydrogen, which is produced using non-renewable energy sources and / or processes that generate greenhouse gas emissions. Non-renewable resources that can be used for hydrogen production include, for example, natural gas, methane, black coal, lignite, and nuclear energy. These non-renewable resources can be used in various production processes, such as steam reforming, gasification, electrolysis, methane pyrolysis, and hydraulic fracturing of natural sediments.

[0017] These non-renewable resources and associated production processes can have varying degrees of environmental impact, depending on the amount of greenhouse gases produced during the process and whether or not greenhouse gases are captured. For example, hydrogen produced through natural gas steam reforming combined with carbon capture and storage is considered low-emission non-renewable hydrogen with highly renewable characteristics, while hydrogen produced through coal gasification is high-emission non-renewable hydrogen with low or zero renewable characteristics.

[0018] Renewable hydrogen fuel can be produced using clean electricity from renewable energy sources, resulting in zero greenhouse gas emissions during the production process, and can be referred to as "green hydrogen" because it is 100% renewable. On the other hand, non-renewable hydrogen fuel is produced using processes from non-renewable resources and / or generates at least some greenhouse gas emissions, thus possessing a renewable characteristic of less than 100% renewability. Depending on the level or characteristic of its renewability, non-renewable hydrogen fuel can be referred to as "blue hydrogen," "gray hydrogen," "pink hydrogen," "brown hydrogen," "black hydrogen," and / or "turquoise hydrogen," with its renewability ranging from less than 100% to 0%, depending on the amount of greenhouse gases produced during its production process.

[0019] Other embodiments of this disclosure envision gaseous fuels as, for example, natural gas, biogas, commercially available gases, methane, ethane, propane (LPG), butane, ethanol, methanol, ammonia, production gas, oilfield gas, pre-treated oilfield gas, oil well gas, pre-treated oil well gas, liquefied natural gas (LNG), compressed natural gas, landfill gas, condensate gas, coalbed methane (CBM), easily vaporizable liquid fuels (such as gasoline), and / or mixtures of these gaseous fuels.

[0020] In some embodiments, the second fuel may be a liquid fuel, such as ethanol or methanol. In some embodiments, the second fuel is a fuel that is in the liquid phase in a fuel storage tank and in the gaseous phase upon delivery, such as propane or ammonia. In one embodiment, the second fuel is a fuel other than hydrogen fuel. In one embodiment, the second fuel is a fuel that is not in the gaseous phase during storage and / or when delivered for combustion.

[0021] Other types of first and second fuels may also be used. In some embodiments, the first fuel is a fuel suitable for lean combustion, and the second fuel is a fuel utilizing stoichiometric or near-stoichiometric combustion, unless combined with the first fuel during multi-fuel refueling operations. In one embodiment, the first fuel has renewable properties, such as being a renewable diesel fuel (e.g., hydrotreated vegetable oil) or a fossil diesel fuel, and the renewable properties of the first fuel used over time are tracked.

[0022] The multifuel engine 30 includes an engine block 70 that at least partially defines cylinders 31a, 31b, 31c, 31d, 31e, and 31f (collectively and individually referred to as cylinders 31). A plurality of pistons (not shown) are slidably disposed within the respective cylinders 31 to reciprocate between top dead center and bottom dead center positions. Each cylinder in the cylinders 31, its respective piston, and cylinder head form a combustion chamber. In the illustrated embodiment, the multifuel engine 30 includes six such combustion chambers configured in an in-line arrangement. However, it is contemplated that the multifuel engine 30 may include more or fewer combustion chambers, and the combustion chambers may be arranged in an "in-line," "V-shaped," "W-shaped," flat, or any other suitable configuration.

[0023] In one embodiment, the multi-fuel engine 30 is a four-stroke engine. That is, for each complete engine cycle (i.e., for every two complete crankshaft rotations), each piston of each cylinder 31 sequentially experiences an intake stroke, a compression stroke, a combustion stroke or power stroke, and an exhaust stroke. Therefore, during each complete cycle of the depicted six-cylinder engine, there are six strokes during which air is drawn into the respective combustion chambers from the intake supply line 26, and another six strokes during which exhaust is supplied to the exhaust manifold 32. However, the use of a two-stroke engine is not excluded.

[0024] The multi-fuel engine 30 includes a cylinder 31 connected to an intake system 22 to receive a boosted flow and connected to an exhaust system 24 to release exhaust gases produced by burning a first fuel and / or a second fuel. The exhaust system 24 may supply exhaust gases to a turbocharger 46, although the turbocharger is not required. In some other embodiments, multiple turbochargers are included to provide high-pressure and low-pressure turbocharger stages that compress the intake airflow.

[0025] Exhaust system 24 can be connected to intake system 22 via one or both of high-pressure exhaust gas recirculation (EGR) system 51 and low-pressure EGR system 60. EGR systems 51 and 60 may include EGR coolers 52 and 62 and EGR bypasses 54 and 64, respectively. In other embodiments, one or both of EGR systems 51 and 60 are omitted. When EGR systems 51 and 60 are provided, they provide exhaust gas recirculation to multi-fuel engine 30 under certain operating conditions. In any EGR arrangement during at least certain operating conditions, at least a portion of the exhaust gas output from cylinder 31 is recirculated to engine intake system 22.

[0026] In the high-pressure EGR system 51, exhaust gas from cylinder 31 is discharged from exhaust system 24 upstream of turbine 48 of turbocharger 46 and combined with intake airflow downstream of compressor 50 of turbocharger 46 and upstream of intake manifold 28 of multi-fuel engine 30. In the low-pressure EGR system 60, exhaust gas from cylinders 31a to 31f is discharged from exhaust system 24 downstream of turbine 48 of turbocharger 46 and combined with intake airflow upstream of compressor 50 of turbocharger 46. Recirculated exhaust gas may be combined with intake air in a mixer (not shown) of intake system 22 or through any other arrangement. In some embodiments, recirculated exhaust gas is returned directly to intake manifold 28.

[0027] The intake system 22 includes one or more intake supply lines 26 connected to an engine intake manifold 28, which distributes boosted flow to the cylinders 31 of the multi-fuel engine 30. The exhaust system 24 is also coupled to the multi-fuel engine 30 via an engine exhaust manifold 32. The exhaust system 24 includes an exhaust line 34 extending from the exhaust manifold 32 to an exhaust valve. In the illustrated embodiment, the exhaust line 34 extends to a turbine 48 of a turbocharger 46. The turbine 48 includes a valve (such as a controllable wastegate 70 or other suitable bypass) operable to selectively bypass at least a portion of the exhaust flow around the turbine 48, thereby reducing boost pressure and engine torque under certain operating conditions. In another embodiment, the turbine 48 is a variable geometry turbine. In other embodiments, the exhaust valve is an exhaust throttle valve and / or a wastegate.

[0028] In one embodiment, exhaust line 34 is fluidly coupled to exhaust manifold 32 and may also include one or more intermediate flow passages, conduits, or other structures. Exhaust line 34 extends to turbine 48 of turbocharger 46. Turbocharger 46 may be any suitable turbocharger known in the art, including fixed geometry turbochargers, variable geometry turbochargers, and wastegate turbochargers. Turbocharger 46 may also include multiple turbochargers. Turbocharger 48 is connected via shaft 49 to compressor 50, which is fluidly coupled to intake supply line 26.

[0029] Exhaust from turbine 48 is supplied to exhaust line 68, which provides exhaust to aftertreatment system 80. Aftertreatment system 80 may include, for example, one or more regenerable components 82, such as oxidation devices (DOC), particulate removal devices (DPF, CDPF), and / or component absorbers or component reducers (SCR, AMOX, LNT). Aftertreatment system 80 may also include a reducing agent system, a heater, and additional or alternative exhaust aftertreatment components.

[0030] Compressor 50 receives a flow of fresh air from intake supply line 23. A second fuel source 104 may also be flow-coupled to compressor 50 at or upstream of the inlet, as discussed further below. Intake system 22 may also include a compressor bypass 72 connecting the downstream or outlet side of compressor 50 to the upstream or inlet side of compressor 50. Compressor bypass 72 includes a control valve 74 that selectively opens to allow a boosted flow to return to the inlet side of compressor 50, thereby reducing compressor surge under certain operating conditions, such as when intake throttle valve 76 is closed. Intake supply line 26 may include a boosted air cooler 36 located downstream of compressor 50 and intake throttle valve 76. In another embodiment, boosted air cooler 36 is located in intake system 22 upstream of intake throttle valve 76. The booster air cooler 36 may be disposed in the intake air supply line 26 between the multifuel engine 30 and the compressor 50, and includes, for example, an air-to-air heat exchanger, an air-to-liquid heat exchanger, or a combination of both, to facilitate the transfer of heat energy to or from the airflow flowing to the multifuel engine 30.

[0031] In operation of engine system 20, fresh air is supplied via intake supply line 23. The fresh air flow or combined airflow may be filtered, unfiltered, and / or regulated in any known manner before or after mixing with EGR flow from EGR systems 51, 60. Intake system 22 may include components configured to facilitate or control the introduction of a boosted flow into multifuel engine 30, and may include intake throttle valve 76, one or more compressors 50, and boosted air cooler 36. Intake throttle valve 76 may be connected upstream or downstream of compressor 50 via a fluid passage and is configured to regulate the flow of atmospheric air and / or combined air / EGR flow to multifuel engine 30. Compressor 50 may be a fixed geometry compressor or a variable geometry compressor configured to receive air or an air-fuel mixture from fuel source 104 and compress the air or combined airflow to a predetermined pressure level before multifuel engine 30. The boosted airflow is pressurized by compressor 50 and sent to booster air cooler 36, and then supplied to engine intake manifold 28 through intake supply line 26, and enters engine 30.

[0032] The fuel filling system 21 is configured to supply multiple types of fuel to the multi-fuel engine 30. In one embodiment, the fuel filling system 21 includes a first fuel source 102 and a second fuel source 104. The first fuel source 102 is configured to supply a first fuel type to the cylinders 31 via one or more direct injectors 116a, 116b, 116c, 116d, 116e, 116f (collectively and individually referred to as direct injector 116) at the respective cylinders 31a, 31b, 31c, 31d, 31e, 31f. The second fuel source 104 is configured to supply a second fuel type and is connected to the cylinders 31 via one or more direct injectors 117a, 117b, 117c, 117d, 117e, 117f (collectively and individually referred to as direct injector 117) at the respective cylinders 31a, 31b, 31c, 31d, 31e, 31f, such as... Figure 1 As shown.

[0033] Alternatively or additionally, a second fuel source 104 is connected to cylinder 31 via one or more port injectors 118a, 118b, 118c, 118d... (collectively and individually referred to as port injector 118) at the respective cylinders 31a, 31b, 31c, 31d..., as... Figure 2 As shown. It should be understood that, Figure 2 The embodiments are only shown Figure 1 The system comprises four cylinders in cylinder 31, but more or fewer cylinders are also envisioned. In some embodiments, a second fuel source 104 can be directly connected to the exhaust manifold 32 via a manifold injector 119 to provide a second fuel downstream of cylinder 31, such as... Figure 1As shown below and discussed further.

[0034] In some embodiments, each cylinder 31 includes at least one direct injector 116 for delivering fuel from a primary fuel source (such as a first fuel source 102) to its combustion chamber. Additionally, one or more port injectors 118 may be provided for delivering or introducing fuel from a second fuel source 104, wherein a pressurized flow is delivered to the cylinder 31. Such devices may be electronically controllable and may include one or more actuators for controlling the fuel flow from the second fuel source 104. At least one port injector 118 or direct injector 117 at each cylinder 31 is provided in some form for delivering fuel from the second fuel source 104, wherein a pressurized flow is delivered to the cylinder 31 and / or for direct injection into the cylinder 31.

[0035] The first fuel source 102 is controlled to provide a single fuel filler under certain operating conditions of the multi-fuel engine 30, and fuel filler from the second fuel source 104 is provided to replace or substitute a portion of the fuel from the first fuel source 102 under other operating conditions, thereby providing a dual fuel flow to the multi-fuel engine 30. The electronic control system 200 includes one or more electronic control units (ECUs) 202 and / or a multi-fuel filler controller 250, which are configured to control the liquid first fuel flow from the first source 102 and the gaseous fuel flow from the second source 104 according to the controls disclosed herein.

[0036] As utilized herein, a direct injector includes any fuel injection device that injects fuel directly into the cylinder and is capable of delivering fuel to the cylinder when the intake and / or exhaust valves are closed. A direct injector may be configured to inject fuel at the top or side of the cylinder. In some embodiments, a direct injector may be configured to inject fuel into a pre-combustion chamber. Each cylinder 31 may include one or more direct injectors 116a to 116f and direct injectors 117a to 117f. Direct injector 116 may be a main fuel filling device for a first fuel source 102 for each cylinder in cylinder 31. In some embodiments, direct injector 117 may be a main fuel filling device for a second fuel source 104 for each cylinder in cylinder 31.

[0037] As utilized herein, an intake port injector includes any fuel injection device that injects a second fuel outside the engine cylinders in the intake manifold to form an air-fuel mixture. The intake port injector injects fuel toward the intake valve. During the intake stroke, a downward-moving piston draws in the air / fuel mixture, passes through the open intake valve, and enters the combustion chamber. Each cylinder 31a, 31b, 31c, 31d may include one or more intake port injectors 118a, 118b, 118c, 118d, respectively. In one embodiment, the intake port injector 118 may be a main fuel filling device for the second fuel source 104 to the cylinder 31. In another embodiment, in addition to the intake port injector 118, the second fuel source 104 may also be connected to one or more cylinders in the cylinder 31 via one or more direct injectors 117. A flow control valve 106 may be provided to control the gaseous fuel flow from the second fuel source 104 to the multi-fuel engine 30.

[0038] In some embodiments, each cylinder 31 includes at least one direct injector 116 capable of providing the cylinder 31 with all designed fuel quantities from the first fuel source 102 under any operating conditions. A second fuel source 104 provides a second fuel flow to each cylinder 31 via a corresponding inlet injector 1118 to achieve desired operational outcomes such as emissions reduction, aftertreatment regeneration, emissions compensation integrals, improved efficiency, improved fuel economy, improved high-load operation, improved light-load operation, and other results.

[0039] Further reference Figure 2 The electronic control system 200 is constructed and configured to control various aspects of the operation of the engine system 20 and the fuel filling system 21, including the supply and combustion of various types of fuel. In some embodiments, such as Figure 3As shown, ECU 202 and / or multi-fuel filling controller 250 form part of electronic control system 200 and include one or more computing devices with memory, processing, and communication features. ECU 202 and / or multi-fuel filling controller 250 may include a single device, distributed devices, or multiple devices operatively communicating with each other. The functions of ECU 202 and / or multi-fuel filling controller 250 can be performed by hardware, software, firmware, or a combination thereof. Instructions utilized by ECU 202 and / or multi-fuel filling controller 250 may be provided on a computer-readable storage medium. ECU 202 and / or multi-fuel filling controller 250 may communicate with sensors or actuators of engine system 20 and / or fuel filling system 21 in various ways, including through direct communication, through data link communication, and / or through communication with other controllers or portions of a processing subsystem that provides sensor information and / or actuator information to ECU 202 and / or multi-fuel filling controller 250.

[0040] One embodiment of the engine system 20 includes a fuel filling system 21 having at least one first fuel source 102 (to provide a first fuel flow to all cylinders 31) and at least one second fuel source 104, which, under certain operating conditions, provides a second fuel flow to all cylinders in addition to the first fuel flow to all cylinders 31. The first fuel source 102 includes a first fuel pump 105 connected to an ECU 202 and / or a multi-fuel filling controller 250, and the second fuel source 104 includes one or more pressurized tanks, and in one embodiment, the second fuel source includes at least one flow control valve 106 connected to the ECU 202 and / or the multi-fuel filling controller 250. Each cylinder in the cylinders 31 includes an injector, such as a direct injector 116 associated with each of the illustrated cylinders 31. The direct injector 116 is electrically connected to the ECU 202 and / or the multi-fuel filling controller 250 to receive a fuel filling command that provides a fuel flow to the corresponding cylinder 31 based on a fuel command determined according to engine operating conditions and operator requirements by referring to a fuel filling map, control algorithm, or other fuel filling rate / amount determination source stored in the ECU 202 and / or the multi-fuel filling controller 250. A first fuel pump 105 is connected to each of the direct injectors 116 via a first fuel line 109. The first fuel pump 105 is operable to provide a first fuel flow from the first fuel source 102 to each cylinder 31 at a rate, amount, and timing determined by the ECU 202 and / or the multi-fuel filling controller 250 to achieve the desired power and exhaust output from the cylinder 31.

[0041] The second fuel source 104 is connected to the direct injector 117 and / or the intake injector 118 via a second fuel line 108. A control valve 106 may be provided in the fuel line 108 and / or at one or more other locations in the fuel filling system 21, and the control valve 106 is connected to the ECU 202 and / or the multi-fuel filling controller 250. The control valve 106 is operable to provide a second fuel flow from the second fuel source 104 in an amount determined by the ECU 202 and / or the multi-fuel filling controller 250, which achieves a desired replacement of the first fuel with the second fuel, or provides an additional amount of the second fuel for aftertreatment regeneration. In another embodiment, a second fuel pump may be provided to pressurize the fuel from the second fuel source 104.

[0042] ECU 202 and / or multi-fuel injector controller 250 may be connected to actuators, switches, or other devices associated with fuel pump 105, control valve 106, intake throttle valve 76, compressor bypass valve 74, shut-off valve 112, exhaust valve 70, injectors 116, 117, 118, 119, bypass valves for EGR systems 51, 60, bypass valves for turbocharged air cooler 36, and / or intake and exhaust valves of cylinder 31. ECU 202 and / or multi-fuel injector controller 250 are configured to provide control commands to regulate the amount, timing, and duration of fuel injection from fuel sources 102, 104 to cylinder 31 and / or to exhaust system 24. The ECU 202 and / or multi-fuel filling controller 250 are also configured to control one or more cylinders 31, boost flow, exhaust flow, EGR flow, boost flow temperature, intake valve and / or exhaust valve opening timing and / or duration, exhaust temperature, and the deactivation of other actuators to provide the desired power and exhaust output from the multi-fuel engine 30. The positioning of each of the intake throttle valve 76, compressor bypass valve 74, wastegate valve 70, injectors 116, 117, 118, 119, EGR bypass valve, and boost air cooler bypass valve, and / or the opening / closing state of fuel pump 105 and control valve 106, can be controlled via control commands from the ECU 202 and / or multi-fuel filling controller 250.

[0043] In other embodiments, a first subset of cylinders 31 is associated with a first cylinder bank (not shown), and a second subset of cylinders 31 is associated with a second cylinder bank. Thus, different gaseous fuel substitution rates can be used for the cylinder banks. In some embodiments of an engine having multiple cylinder banks, the gaseous fuel supply line can be individually controlled to each cylinder bank to provide the desired gaseous fuel substitution rate for the respective cylinder bank.

[0044] In some embodiments of the systems disclosed herein, the ECU 202 and / or multi-fuel filling controller 250 are configured and constructed to perform certain operations to utilize the fuel filling system 21 to control engine operation and the filling of fuel 31 into the cylinders, thereby providing desired operational results. The ECU 202 and / or multi-fuel filling controller 250 may communicate with each of the sensors and actuators disclosed herein in a variety of ways, including, for example, through direct communication, through a controller area network, through a data link, and / or through communication with other controllers or portions of a processing subsystem that provides sensor information and / or actuator information to the ECU 202 and / or multi-fuel filling controller 250.

[0045] Examples and non-limiting specific implementation elements of the electronic control system 200 include sensors that provide any value as defined herein, sensors that provide any value as a precursor to the value defined herein, data link and / or network hardware (including communication chips, oscillating crystals, communication links, cables, twisted-pair cabling, coaxial cabling, shielded cabling, transmitters, receivers and / or transceivers), logic circuits, hardwired logic circuits, reconfigurable logic circuits configured in a specific non-transient state according to the module specification, any actuators (including at least electric, hydraulic or pneumatic actuators), solenoids, operational amplifiers, analog control elements (springs, filters, integrators, adders, frequency dividers, gain elements) and / or digital control elements.

[0046] Some of the operations described herein include the interpretation and / or determination of one or more parameters. As utilized herein, interpretation or determination includes receiving a value by any method known in the art, including at least receiving a value from a data link or network communication, receiving an electronic signal indicating the value (e.g., a voltage, frequency, current, or PWM signal), receiving a computer-generated parameter indicating the value, reading the value from a memory location on a non-transitory computer-readable storage medium, receiving a value as a runtime parameter by any means known in the art, and / or by receiving a value that can be calculated from the interpreted parameter, and / or by referring to a default value interpreted as a parameter value.

[0047] refer to Figure 3An exemplary electronic control system 200 is illustrated, including an ECU 202, a multi-fuel refueling controller 250, and multiple sensors 204. Sensors 204 may be physical sensors providing actual measurements or virtual sensors deriving predicted or estimated values ​​from one or more other measurements. The electronic control system 200 may also include an external interface 206 capable of communicating with a remote server 208 or other remote devices or systems, such as being part of a fleet management network or other computer network. In one embodiment, the remote server 208 may be used to manage fuel substitution of a second fuel for a first fuel to maximize emissions credits for vehicles using engine system 20 and / or across fleets using engine system 20. The remote server 208 may also record the amount and / or characteristic type of fuel substitution that occurs, such as the amount and characteristics of renewable hydrogen fuel substituted for the first fuel and the amount and characteristics of non-renewable hydrogen fuel, to track and obtain emissions credits, such as carbon offset credits, based on the overall renewable characteristics of the hydrogen fuel used in the substitution.

[0048] The sensors 204 of the electronic control system 200 may include one or more engine sensors 210 communicating with the ECU 202 and / or the multi-fuel filler controller 250. Engine sensors 210 may include, for example, engine speed sensors, intake manifold pressure and temperature sensors, exhaust manifold pressure and temperature sensors, mass flow sensors, cylinder pressure sensors, knock sensors, and other sensors. The electronic control system 200 may also include one or more aftertreatment sensors 212 communicating with the ECU 202 and / or the multi-fuel filler controller 250. Aftertreatment sensors 212 may include, for example, one or more NOx sensors, CO2 sensors, particulate sensors, pressure sensors, temperature sensors, engine output sensors, and / or system / tailpipe output sensors. The electronic control system 200 may also include one or more fuel filler sensors 214 communicating with the ECU 202 and / or the multi-fuel filler controller 250. The fuel refueling sensor 214 may include a pressure sensor that measures the pressure at any of the injectors 116, 117, 118, 119 and / or at fuel sources 102, 104 (such as the pressure in each tank in the tank storing hydrogen fuel at the second fuel source 104). The fuel refueling sensor 214 may also include a timer that measures the duration of fuel injection events, the time interval between fuel refueling events, and other timing parameters relevant to the operation of the multi-fuel refueling system 21. The electronic control system 200 may also include one or more position sensors, such as a Global Positioning System (GPS) sensor, that indicate the location of vehicles using engine system 20 and / or the location across a fleet using engine system 20.

[0049] ECU 202 and / or multi-fuel dispenser controller 250 utilize information received from electronic control system 200 to determine commands for controlling various operational aspects of engine system 20 and / or fuel dispenser system 21, such as engine control commands, fuel dispenser control commands including controlling the substitution of the first fuel with a second fuel, transmission shift commands, cylinder deactivation commands, intake valve and / or exhaust valve timing commands, wastegate / turbocharger positioning commands, EGR bypass valve and turbocharger air cooler bypass valve commands, intake throttle valve commands, and brake activation commands, etc. ECU 202 and / or multi-fuel dispenser controller 250 may also utilize information received from electronic control system 200 to control the substitution of the first fuel with a second fuel in order to achieve emissions reduction, emissions credits, aftertreatment component regeneration, improved performance, and other operational results for engine system 20. ECU 202 can use information received from electronic control system 200 and other external sources, such as route data, weather data, traffic data, fuel costs, available emission credits, etc., to predict one or more future conditions related to the vehicle's environment, location, and mission, including, for example, future vehicle speed, acceleration, stopping, idling, and fuel usage conditions, in order to control the substitution of the second fuel for the first fuel.

[0050] External interface 206 can be configured to allow vehicle operators, fleet managers, or other personnel to provide additional information from sources outside engine system 20. External interface 206 can receive information from a touchscreen display, keyboard, satellite-based global positioning (GPS) system, or other devices through which information can be entered. External interface 206 may also include a wireless communication system that allows personnel remote from engine system 20 to enter information.

[0051] The information provided may include the presence and / or duration of the extended idling condition, task performance parameters ( Example As Mission route, mission length, length or duration of certain mission activities, opportunities for convoy or escort operations, route planning, and weather or traffic planning), shore power ( For exampleInformation related to the requirements of auxiliary power unit (APU) devices (such as idleless climate control systems or other power output (PTO) devices), and other information. The information provided may include vehicle location information provided to ECU 202 and / or multi-fuel refueling controller 250 as wireless signals from a satellite-based Global Positioning System (GPS). ECU 202 and / or multi-fuel refueling controller 250 may utilize GPS information to determine relevant parameters in the vehicle cost factor module, such as vehicle location, vehicle height, and road gradient, as well as predictions of future conditions for these parameters. The information provided may include information related to system-specific factors, such as fuel cost, fuel type (renewable hydrogen, non-renewable hydrogen, and / or the renewable characteristics of the renewable and non-renewable hydrogen fuels used), fuel availability from each fuel source 102, 104, fuel supply or purchase agreements, social restrictions, peak performance requirements, and on-road / off-road use. The information provided may include information related to fleet-specific factors, such as emissions credit trading and credit trading, load management, and customer or fleet operator preferences. The ECU 202 and / or multi-fuel filling controller 250 can use information provided by the electronic control system 200, including information from the external interface 206, to determine the appropriate fuel filling parameters for operating the multi-fuel engine 30 by replacing the first fuel with a second fuel in the fuel filling system 21.

[0052] The electronic control system 200 may include a multi-fuel dispenser controller 250 operatively communicating with the ECU 202. It should be understood that the ECU 202 and the multi-fuel dispenser controller 250 may be implemented in a single control system component or multiple control system components, depending on the form in which the ECU 202 is provided. In one embodiment, the ECU 202 may also include additional or alternative controllers, including, for example, a transmission controller, an aftertreatment system controller, and a vehicle system controller. The ECU 202 is configured to provide one or more inputs received from the engine system 20 and / or the fuel dispenser system 21 to the multi-fuel dispenser controller 250.

[0053] ECU 202 and / or multi-fuel filling controller 250 may be configured and constructed to control multiple aspects of the operation of the multi-fuel engine 30 and other associated components of the engine system 20 and fuel filling system 21, including, for example, air preparation, delivery of a first fuel and a second fuel type, exhaust component regeneration, and exhaust aftertreatment. In some embodiments, the first fuel type is diesel fuel, and ECU 202 is configured and constructed to use closed-loop PI control to control the delivery of the first fuel type, which determines diesel combustion parameters to achieve a target engine speed, torque, or power. Diesel combustion parameters may include boost flow, EGR fraction, turbocharger boost pressure, turbine geometry, total fuel fill, number of injection pulses, injection pulse timing, fuel quantity distribution among multiple injection pulses, injector rail pressure, and / or other parameters affecting combustion.

[0054] ECU 202 and / or multi-fuel filling controller 250 may be configured to control the operation of engine system 20 and fuel filling system 21 in a first fuel mode, wherein the first fuel is the primary or sole fuel supplied to multi-fuel engine 30. ECU 202 and / or multi-fuel filling controller 250 may refer to one or more fuel filling tables, graphs, models, control algorithms, or other fuel filling rate / quantity determination sources (collectively, the “first fuel table”) to determine one or more fuel injection parameters. For example, ECU 202 and / or multi-fuel filling controller 250 may refer to the first fuel table to determine one or more injection parameters related to the timing, quantity, and / or pressure of the first fuel injected into the combustion chamber by fuel injector 116. ECU 202 and / or multi-fuel filling controller 250 may then use the determined injection parameters to control the operation of engine system 20, including multi-fuel filling system 21, to at least attempt to obtain desired torque and / or exhaust output from engine system 20. For example, the ECU 202 and / or the multi-fuel filling controller 250 can use the determined injection parameters to provide commands associated with the timing and duration of the fuel injector 116 injecting the first fuel into the combustion chamber.

[0055] It should be understood that ECU 202 and / or multi-fuel filling controller 250 are examples of controllers configured to receive and process inputs from vehicle operator controls (e.g., accelerator inputs, brake inputs, gear shift inputs, and other inputs from operator controls) and generate engine control outputs in response to operator inputs. Various controllers with additional and alternative features will also be conceived by those skilled in the art, which have the benefits of this disclosure.

[0056] The substitution rate or amount of the second fuel type can be determined by other electronic control systems 200 (such as ECU 202 and / or multi-fuel dispenser 250). ECU 202 and / or multi-fuel dispenser 250 may not have information on the substitution rate or amount, but can still adjust the first fuel combustion parameters in the absence of such information, for example, using closed-loop PI or PID control based on feedback conditions (e.g., engine speed, torque, power, etc.) to change certain first fuel combustion parameters.

[0057] For example, a multi-fuel filling controller 250 may be configured and constructed to provide one or more control outputs that affect the supply of one or more fuels for combustion by the engine. In some embodiments, the multi-fuel filling controller 250 is configured to determine a substitution rate in which a portion of the first fuel is replaced with a second fuel, such as hydrogen. As noted above, in some forms, the first fuel is diesel fuel, the supply of which may be controlled by ECU 202 and / or the multi-fuel filling controller 250. In some forms, the second fuel is a gaseous fuel, such as hydrogen. Other embodiments envision the first and / or second fuel as any type of fuel disclosed herein. The multi-fuel filling controller 250 may be configured to determine the gaseous fuel substitution rate based on one or more engine operating parameters and information provided by an external source 206. Engine operating parameters may include, for example, air-fuel ratio (AFR) information for the first fuel type, engine load, engine speed, and other factors affecting multi-fuel combustion, including, for example, any of the aforementioned parameters that are estimated or predicted and / or any of the aforementioned future conditions.

[0058] The multi-fuel dispensing controller 250 can be constructed and configured to control portions of the operation of the engine system 20 and the fuel dispensing system 21 in a dual-fuel mode, such that a combination of a first fuel and hydrogen fuel is supplied to the engine 30. The multi-fuel dispensing controller 250 can refer to one or more fuel dispensing tables, graphs, models, control algorithms, or other fuel dispensing rate / quantity determination sources (collectively, “dual-fuel tables”) to determine the injection parameters of the first fuel when the engine system 20 is operating in dual-fuel mode. Similar to the first fuel table, the dual-fuel table can be used to determine injection parameters that are used by the electronic control system 200 to control the operation of the engine system 20 (including the fuel dispensing system 21) to at least attempt to obtain the desired torque and / or exhaust output from the multi-fuel engine 30, including, for example, operating parameters related to injecting the first fuel into the combustion chamber via the direct injector 116 and injecting the second fuel into the combustion chamber via the direct injector 117 and / or the intake port injector 118.

[0059] It should be understood that the multi-fuel refueling controller 250 is an example of a controller configured to receive and process vehicle system condition inputs. For example The system generates a second set of engine control outputs in response to engine system condition inputs, including intake pressure, temperature, flow rate, humidity, cylinder pressure, exhaust pressure and flow rate, and other inputs related to engine and vehicle operating conditions. Various controllers with additional and alternative features will also be conceived by those skilled in the art, and these have the benefits of this disclosure.

[0060] One or more controllers in the electronic control system 200 may be used to perform emissions credit optimization based on the amount of the second fuel replacing the first fuel and the renewable characteristics (such as renewable versus non-renewable fuels) of the second fuel used in the substitution, and / or the renewable characteristics of the hydrogen fuel used during the substitution, and / or the renewable characteristics of the first fuel used over time. It should be understood that, as used herein, the terms "emission credit optimization" and "emission credit" refer to and include the optimization of emissions credits obtainable by replacing the first fuel with the second fuel. In some embodiments, the ECU 202 and / or the multi-fuel refueling controller 250 may perform emissions credit optimization independently. In some embodiments, the ECU 202 and the multi-fuel refueling controller 250 may operate together to perform emissions credit optimization. Other combinations of controllers are also contemplated.

[0061] Regardless of which controllers are involved in emissions integral optimization, multiple factors can be recorded and optimized simultaneously or sequentially. Various techniques can be employed in this optimization. Lookup tables can be used, and these lookup tables can include real-time plotting based on previously acquired characteristics. Simple adaptive models can be used to input a selected number of factors to find associations that can be used for optimization. Neural networks with pre-learned associations can be used to provide rapid optimization evaluation. System ID methods can be used to provide mathematically adjusted models in real time to determine the convergence of unknown coefficients based on streaming data.

[0062] It should be understood that ECU 202 and multi-fuel dispenser controller 250 provide an example of a controller configured to simultaneously ( For exampleThe system operates (in parallel or interleaved order) in response to operator control inputs, engine system condition inputs, and external inputs to control the variable ratio of the engine burning a first fuel type and a second fuel type. As a further example, in some embodiments, the engine system condition inputs may include air-fuel ratio information for the first fuel type, and the second set of engine control outputs includes the substitution rate for the second fuel type. The substitution rate can be determined by selecting and utilizing one of a plurality of substitution rate lookup tables configured with corresponding predetermined substitution rate groups. Emission credit optimization can be configured to change the selection and utilization of one of the plurality of substitution rate lookup tables. External inputs may include cost information for the first and second fuel types at geographical locations along the vehicle's travel route, emission credit availability, the value of available emission credits, emission credit market conditions, and other factors. Emission credit optimization outputs can be configured to change the selection and utilization of one of the plurality of lookup tables in response to optimized emission credits between the first and second fuel types.

[0063] When the emission credit optimization indicator increases the consumption of a second fuel type to maximize the emission credits determined through optimization, the emission credit optimization output described in this paper enables the selection of a more aggressive substitution rate table. That is (This provides more alternatives to the second fuel type). When emissions credit optimization indicates that reducing the consumption of the second fuel type or increasing the consumption of the first fuel type minimizes the emissions credit loss determined by optimization, emissions credit optimization may alternatively allow for the selection of a less aggressive substitution rate table. That is This provides fewer alternatives to a second fuel type, such as when the renewable nature of available hydrogen fuel is low or zero. It should also be understood that fuel type optimization only provides one example of the impact of emissions credit optimization on substitution rate decisions. It can be further envisioned that vehicle operators could provide inputs to change the weights of the emissions credit factors being optimized, for example, to prioritize performance over emissions credit utilization. Such information could also be sent from sources outside the engine system 20, such as from a centralized control center (e.g., a remote server 208 managing the fleet).

[0064] refer to Figure 4A flowchart illustrating an exemplary control method or process 400 is provided. Process 400 can be implemented in and executed by an electronic control system 200, for example, ECU 202 and / or multi-fuel filling controller 250. Process 400 begins at operation 402 and continues to operation 404, operating the multi-fuel engine 30 to burn a first fuel type and a second fuel (such as hydrogen), thereby producing an exhaust stream. Process 400 continues at operation 406, replacing the first fuel with the second fuel for a period of time. Process 400 continues from operation 406 at operation 408, determining the amount and renewability characteristics of the second fuel that replaced the first fuel for a period of time.

[0065] In one embodiment of process 400, the amount and characteristics of renewable hydrogen fuel used to replace the first fuel and the non-renewable characteristics of the non-renewable hydrogen fuel are determined over a period of time. In one embodiment, process 400 may also determine the amount and renewable characteristics of the first fuel used over a period of time. Emission credits are obtained based on the amount and renewable characteristics of the hydrogen fuel, or the renewable proportion of the hydrogen fuel determined to replace the first fuel, and / or the amount of renewable first fuel used relative to the non-renewable first fuel. In one embodiment, hydrogen fuels with different renewable characteristics may be provided over a period of time, and the amount of the second fuel used as a replacement is determined as a percentage of the renewable characteristics of the hydrogen fuels provided over the period of time used to replace the first fuel.

[0066] The amount of renewable hydrogen fuel being replaced as the second fuel can be determined by any suitable means. In one embodiment, the amount of hydrogen fuel being replaced is determined by determining the changes in pressure and temperature of the tank from which hydrogen fuel is supplied over a period of time. The changes in pressure and temperature over a period of time provide an indication of the amount of hydrogen fuel replacing the first fuel during that period. In another embodiment, the injection pressure and injection duration (injector opening time) of the second fuel from the direct injector 117 and / or from the inlet injector 118 are measured and recorded to determine the amount of the second fuel injected over a period of time. The renewable characteristics of the hydrogen fuel used in the amount of hydrogen fuel supplied can also be recorded, allowing appropriate emission credits or other carbon offsets to be utilized based on how "greenly" the total amount of hydrogen fuel replaces the first fuel over a period of time.

[0067] In one embodiment of process 400, in response to emissions credit optimization, the substitution of hydrogen fuel is adjusted based on one or more optimization factors discussed above to maximize emissions credit utilization. For example, the nominal substitution rate of the second fuel for the first fuel may be increased to fully utilize available emissions credits based on per vehicle or across the fleet. The amount of the second fuel used in the substitution and its renewable characteristics may be recorded by electronic control system 200 and reported to the operator, vehicle owner, engine system 20 manufacturer, and / or government agency.

[0068] In one embodiment, engine system 20 includes a multi-fuel engine 30 configured to selectively burn multiple proportions of a first fuel and a second fuel to produce an exhaust stream. In one embodiment, the second fuel is hydrogen fuel, and the first fuel is not hydrogen fuel. A refueling system 21 is operatively connected to the multi-fuel engine 30 and includes a first fuel source 102 and a second fuel source 104, the first fuel source being configured to supply the first fuel to the multi-fuel engine 30, and the second fuel source being configured to supply the second fuel to the multi-fuel engine 30. An electronic control system 200 is operatively in communication with the multi-fuel engine 30 and the refueling system 21. The electronic control system 200 is configured to determine the amount and renewable characteristics of the second fuel that replaces the first fuel over a period of time.

[0069] In one embodiment, the second fuel source 104 includes at least one tank for storing hydrogen fuel, and the electronic control system 200 is configured to determine the amount of second fuel to replace the first fuel based on changes in pressure and temperature of the at least one tank over a period of time. In one embodiment, the fuel dispensing system 21 includes at least one injector 117, 118 connected to the second fuel source 194, and the electronic control system 200 is configured to determine the amount of second fuel to replace the first fuel based on the injection pressure and on-time of the at least one injector 117, 118 over a period of time, during which the second fuel is injected.

[0070] In one embodiment, the electronic control system 200 is configured to determine the renewability of a second fuel that replaces the first fuel. In another embodiment, the electronic control system 200 is configured to determine the renewability of the total amount of the second fuel supplied during a given period based on the ratio of renewable to non-renewable hydrogen fuel supplied over that period. For example, the amount of the injected second fuel and its renewability may be determined by the electronic control system 200 and stored therein as 100% renewable "green hydrogen," or other types with less than 100% renewability, such as "blue hydrogen," "gray hydrogen," "pink hydrogen," "brown hydrogen," "black hydrogen," and / or "turquoise hydrogen." The injection amount of each type of second fuel may be determined and tracked individually, or the amount used and fuel type may be combined or averaged to provide a blending percentage indicating the renewability of the hydrogen fuel used over a period of time.

[0071] refer to Figure 5 A flowchart illustrating an exemplary control method or process 500 is provided. Process 500 can be implemented in and executed by electronic control system 200, for example, ECU 202 and / or multi-fuel filling controller 250. Process 500 begins at operation 502 and continues to operation 504, operating multi-fuel engine 30 to burn a first fuel type and a second fuel, thereby generating an exhaust stream, wherein the second fuel is hydrogen fuel. Process 500 continues at operation 506, determining that a regeneration event of regenerative component 82 exists in exhaust system 24 receiving the exhaust stream.

[0072] If condition 506 is "No", then process 500 returns to operation 504. If condition 506 is "Yes", then process 500 continues at operation 508, in response to the regeneration event, regenerating the regenerable component 82 using the second fuel.

[0073] In one embodiment, process 500 includes regenerating the regenerative component 82 by deactivating one or more cylinders 31 of the multifuel engine 30 and supplying a second fuel to the regenerative component 82 through the deactivated cylinders 31. The second fuel may be injected, for example, by an intake injector 118 upstream of the deactivated cylinder 31, such that the injected second fuel is delivered through the deactivated cylinder into the exhaust stream to enter the regenerative component 82.

[0074] In one embodiment, one or more cylinders 31 are deactivated by stopping the injection of the first fuel. In an embodiment where the second fuel is provided by direct injection, the intake valves of the deactivated one or more cylinders 31 may remain closed during deactivation. In an embodiment where the second fuel is injected or mixed at the intake port upstream of one or more cylinders 31, the intake and exhaust valves of the deactivated one or more cylinders are then not kept in the closed position to allow the second fuel to be used for regeneration of the regenerable component 82.

[0075] In one embodiment, process 500 includes regenerating the regenerative component 82 by directly injecting a second fuel into one or more cylinders 31 of the multifuel engine 30 in a post-fuel injection. The post-fuel injection may, for example, be injected by one or more direct injectors 117 at after-combustion timing into one or more of the plurality of cylinders 31, such that the injected fuel is delivered to the regenerative component 82 along with exhaust output from the respective cylinder 31.

[0076] In one embodiment, the regenerative component 82 includes directly injecting a second fuel downstream of one or more cylinders 31 of the multifuel engine 30 to supply the second fuel to the regenerative component 82. In one embodiment, in response to a regeneration event, the second fuel is injected into the exhaust manifold 32 by a manifold injector 119.

[0077] In one embodiment, engine system 20 is operable to burn multiple fuels and includes a multi-fuel engine 30 configured to selectively burn multiple proportions of a first fuel and a second fuel to produce an exhaust stream, wherein the second fuel is hydrogen and the first fuel is not hydrogen. Engine system 20 includes a fueling system 21 operatively connected to multi-fuel engine 30, and fueling system 21 includes a first fuel source 102 and a second fuel source 104, the first fuel source being configured to supply the first fuel to multi-fuel engine 30, and the second fuel source being configured to supply the second fuel to multi-fuel engine 30. Engine system 20 includes an aftertreatment system 80 for receiving the exhaust stream generated by multi-fuel engine 30. Aftertreatment system 80 includes at least one regenerable component 82 through which the exhaust stream passes. Electronic control system 200 is operatively in communication with multi-fuel engine 30, fueling system 21, and aftertreatment system 80. The electronic control system 200 is configured to control the supply of second fuel from the second fuel source 104 to regenerate at least one regenerative component 82 in response to a regeneration event of at least one regenerative component 82.

[0078] In one embodiment of engine system 20, the first fuel comprises liquid fuel injected directly into cylinder 31 of multifuel engine 30. The second fuel comprises gaseous hydrogen fuel injected into cylinder 31 via an intake port. In one embodiment, the second fuel is a fuel other than hydrogen fuel. In one embodiment, the second fuel is a fuel that is not in the gaseous phase during storage and / or delivered for combustion.

[0079] In one embodiment, the multi-fuel engine 30 includes a plurality of cylinders 31 for burning a first fuel and a second fuel. A fueling system 21 includes at least one direct injector 116 for each of the plurality of cylinders 31, and each of the at least one direct injector 116 is connected to a first fuel source 102. The fueling system 21 includes at least one port injector 118 connected to the intake port of each of the plurality of cylinders 31, and each of the at least one port injector 118 is connected to a second fuel source 104. An electronic control system 200 is configured to deactivate one or more of the plurality of cylinders 31, and in response to a regeneration event of the regenerable component 82, to supply second fuel from the second fuel source 104 through the deactivated one or more cylinders of the plurality of cylinders 31 to regenerate at least one regenerable component 82 using the second fuel.

[0080] In one embodiment, the multi-fuel engine 30 includes a plurality of cylinders 31 for burning a first fuel and a second fuel, and a fuel dispensing system 21 includes at least one direct injector 116 for each of the plurality of cylinders 31, and each of the at least one direct injector 116 is connected to a first fuel source 102. The fuel dispensing system 21 includes at least one additional direct injector 117 connected to at least one of the plurality of cylinders 31, and the at least one additional direct injector 117 is connected to a second fuel source 104. An electronic control system 200 is configured to, in response to a regeneration event of the regenerable component 82, supply the second fuel from the second fuel source 104 to at least one of the plurality of cylinders 31 using the at least one additional direct injector 117 to regenerate at least one regenerable component 82 using the second fuel.

[0081] In one embodiment, the multi-fuel engine 30 includes a plurality of cylinders 31 for burning a first fuel and a second fuel. A fueling system 21 includes at least one direct injector 116 for each of the plurality of cylinders 31, and each of the at least one direct injector 116 is connected to a first fuel source 102. The fueling system 21 includes at least one auxiliary injector 119 connected downstream of the plurality of cylinders, and the at least one auxiliary injector 119 is connected to a second fuel source 104. An electronic control system 200 is configured to supply second fuel from the second fuel source 104 downstream of the plurality of cylinders 31 in response to a regeneration event of the regenerable component 82 to regenerate at least one regenerable component 82 using the second fuel.

[0082] In one embodiment, the electronic control system 200 is configured to adjust one or more operating parameters of the multi-fuel engine 30 in response to the substitution rate of the second fuel for the first fuel. The one or more operating parameters include: injection timing of the first fuel; injection timing of the second fuel; injection duration of the first fuel and / or the second fuel; injection quantity of the first fuel and / or the second fuel; multiple injection events of the first fuel and / or the second fuel; injection timing of one or more of the multiple injection events of the first fuel and / or the second fuel; opening and closing timing of the intake valve and / or exhaust valve; exhaust gas recirculation amount; bypass amount of the exhaust gas recirculation cooler and / or the boost air cooler; exhaust valve positioning; and / or positioning of the variable geometry turbine.

[0083] In one embodiment, the electronic control system 200 is configured to adjust the substitution rate of the second fuel for the first fuel in response to one or more emission feedback signals. The one or more emission feedback signals include: a NOx sensor signal; a CO2 sensor signal; a particulate matter sensor signal; a temperature sensor signal; an engine output sensor signal; and / or a system output sensor signal.

[0084] In one embodiment, the electronic control system 200 is configured to adjust the substitution rate of the second fuel for the first fuel in response to one or more emission feedback signals and / or vehicle location, in order to reduce engine output and / or tailpipe emissions, such as particulate matter and / or NOx, regardless of the type of hydrogen fuel available as a substitute for the second fuel. In one embodiment, when one or more sensors indicate a problem with the engine and / or aftertreatment system, substitution of the second fuel for the first fuel is performed regardless of the type of hydrogen fuel used as the second fuel. Replacing the first fuel with a low-carbon second fuel maintains compliance with emission standards. In one embodiment, the substitution of the first fuel with a low-carbon second fuel is increased or prioritized based on the vehicle's location in an area, region, city, state, or country with more stringent emission requirements than neighboring areas, regions, cities, states, or countries.

[0085] Various aspects and embodiments of this disclosure are contemplated. For example, according to one aspect, an engine system capable of operating to burn multiple fuels is provided. The engine system includes a multi-fuel engine configured to selectively burn multiple proportions of a first fuel and a second fuel to produce an exhaust stream, wherein the second fuel is hydrogen fuel and the first fuel is not hydrogen fuel. The engine system also includes a fueling system operatively connected to the multi-fuel engine. The fueling system includes a first fuel source and a second fuel source, the first fuel source being configured to supply the first fuel to the multi-fuel engine, and the second fuel source being configured to supply the second fuel to the multi-fuel engine. The engine system also includes an aftertreatment system for receiving the exhaust stream generated by the multi-fuel engine. The aftertreatment system includes at least one regenerative component through which the exhaust stream passes. The engine system also includes an electronic control system operatively communicating with the multi-fuel engine, the fueling system, and the aftertreatment system. The electronic control system is configured to control the supply of the second fuel from the second fuel source in response to a regeneration event of the at least one regenerable component, so as to regenerate the at least one regenerable component using the second fuel.

[0086] In one embodiment of the engine system, the first fuel comprises liquid fuel injected directly into the cylinder of the multifuel engine, and the second fuel type comprises gaseous hydrogen fuel injected into the cylinder via an intake port.

[0087] In one embodiment of the engine system, the multi-fuel engine includes a plurality of cylinders for burning the first fuel and the second fuel. The fueling system includes at least one direct injector for each of the plurality of cylinders, and each of the at least one direct injector is connected to the first fuel source. The fueling system also includes at least one port injector connected to the air intake of each of the plurality of cylinders, and each of the at least one port injector is connected to the second fuel source. The electronic control system is configured to deactivate one or more of the plurality of cylinders, and in response to a regeneration event of the regenerable component, to supply the second fuel from the second fuel source through the deactivated one or more of the plurality of cylinders to regenerate the at least one regenerable component using the second fuel.

[0088] In one embodiment of the engine system, the multi-fuel engine includes a plurality of cylinders for burning the first fuel and the second fuel. The fueling system includes at least one direct injector for each of the plurality of cylinders, and each of the at least one direct injector is connected to the first fuel source. The fueling system also includes at least one additional direct injector connected to at least one of the plurality of cylinders, and the at least one additional direct injector is connected to the second fuel source. The electronic control system is configured to, in response to a regeneration event of the regenerable component, supply the second fuel from the second fuel source to the at least one of the plurality of cylinders using the at least one additional direct injector to regenerate the at least one regenerable component using the second fuel.

[0089] In one embodiment of the engine system, the multi-fuel engine includes a plurality of cylinders for burning the first fuel and the second fuel. The fueling system includes at least one direct injector for each of the plurality of cylinders, and each of the at least one direct injector is connected to the first fuel source. The fueling system also includes at least one auxiliary injector connected downstream of the plurality of cylinders, and the at least one auxiliary injector is connected to the second fuel source. The electronic control system is configured to supply the second fuel from the second fuel source downstream of the plurality of cylinders in response to a regeneration event of the regenerative component to regenerate the at least one regenerative component using the second fuel.

[0090] In one embodiment of the engine system, the electronic control system is configured to adjust one or more operating parameters of the multi-fuel engine in response to the substitution rate of the second fuel for the first fuel.

[0091] In one embodiment of the engine system, the one or more operating parameters include: the injection timing of the first fuel; the injection timing of the second fuel; the opening and closing timing of the intake valve and / or exhaust valve; the exhaust gas recirculation amount; the bypass amount of the exhaust gas recirculation cooler and / or the boost air cooler; the exhaust valve positioning; and / or the positioning of the variable geometry turbine.

[0092] In one embodiment of the engine system, the electronic control system is configured to adjust the substitution rate of the second fuel for the first fuel in response to one or more emission feedback signals.

[0093] In one embodiment of the engine system, the one or more emission feedback signals include: NOx sensor signal; CO2 sensor signal; particulate matter sensor signal; temperature sensor signal; engine output sensor signal; and / or system output sensor signal.

[0094] According to another aspect of this disclosure, an engine system is operable to burn multiple fuels. The engine system includes a multi-fuel engine configured to selectively burn multiple proportions of a first fuel and a second fuel to produce an exhaust stream, wherein the second fuel is hydrogen and the first fuel is not hydrogen. The engine system includes a fueling system operatively connected to the multi-fuel engine. The fueling system includes a first fuel source and a second fuel source, the first fuel source being configured to supply the first fuel to the multi-fuel engine, and the second fuel source being configured to supply the second fuel to the multi-fuel engine. The engine system also includes an electronic control system operatively communicating with the multi-fuel engine and the fueling system. The electronic control system is configured to determine the amount and renewable characteristics of the second fuel replacing the first fuel over a period of time.

[0095] In one embodiment of the engine system, the second fuel source includes at least one tank for storing the hydrogen fuel, and the electronic control system is configured to determine the amount of the second fuel replacing the first fuel based on changes in pressure and temperature in the at least one tank over a period of time.

[0096] In one embodiment of the engine system, the fueling system includes at least one injector connected to the second fuel source, and the electronic control system is configured to determine the amount of the second fuel replacing the first fuel based on the injection pressure and opening time of the at least one injector during the opening time.

[0097] In one embodiment of the engine system, the electronic control system is also configured to determine the renewable characteristics of the hydrogen fuel that replaces the first fuel and the renewable characteristics of the non-renewable hydrogen fuel during that time period.

[0098] In one embodiment of the engine system, the electronic control system tracks the renewable properties of the first fuel, such as whether the first fuel is a renewable diesel fuel (e.g., hydrotreated vegetable oil) versus a fossil diesel fuel.

[0099] In one embodiment of the engine system, the electronic control system is configured to determine the renewability of the total amount of the second fuel supplied during the time period based on the ratio of renewable hydrogen fuel to non-renewable hydrogen fuel supplied during that time period and the renewability of the renewable and non-renewable hydrogen fuels.

[0100] According to another aspect of this disclosure, a method of operating a multi-fuel engine includes: operating the multi-fuel engine to burn a first fuel and a second fuel to generate an exhaust stream, wherein the second fuel is hydrogen fuel; determining that a regeneration event of a regenerable component exists in an exhaust system receiving the exhaust stream; and regenerating the regenerable component using the second fuel in response to the regeneration event.

[0101] In one embodiment of the method, regenerating the regenerative component includes deactivating one or more cylinders of the multifuel engine and supplying the second fuel to the regenerative component through the deactivated one or more cylinders.

[0102] In one embodiment of the method, regenerating the regenerable component includes injecting the second fuel directly into one or more cylinders of the multifuel engine during post-fuel injection to provide the second fuel to the regenerable component.

[0103] In one embodiment of the method, regenerating the regenerable component includes directly injecting the second fuel downstream of one or more cylinders of the multi-fuel engine to supply the second fuel to the regenerable component.

[0104] According to another aspect of this disclosure, a method of operating a multifuel engine includes: operating the multifuel engine to burn a first fuel and a second fuel to generate an exhaust stream, wherein the second fuel is hydrogen fuel; replacing the first fuel with the second fuel for a period of time; and determining the amount and renewable characteristics of the second fuel replacing the first fuel during the period of time.

[0105] In one embodiment, the method includes: determining the amount and renewability of the second fuel by determining the amount and renewability of the renewable hydrogen fuel and the amount and renewability of the non-renewable hydrogen fuel that replace the first fuel during the period; and obtaining emission credits based on the amount and renewability of the renewable and non-renewable hydrogen fuel determined to replace the first fuel during the period.

[0106] According to another aspect, a method of operating a multi-fuel engine includes: operating the multi-fuel engine to burn a first fuel and a second fuel to generate an exhaust stream sent to an aftertreatment system, wherein the second fuel is hydrogen fuel with a lower carbon content than the first fuel; and replacing the first fuel with the second fuel to maintain compliance with local emission standards in response to an emission feedback signal indicating an emission problem from the multi-fuel engine or the aftertreatment system and / or the vehicle location.

[0107] Although the invention has been illustrated and described in detail in the accompanying drawings and the foregoing description, it should be considered illustrative rather than restrictive. It should be understood that only certain exemplary embodiments have been shown and described, and protection is intended for all changes and modifications falling within the spirit of the claimed invention. It should be understood that although the use of terms such as “preferred,” “ideal,” or “more preferred” in the foregoing description indicates that a described feature may be preferred, it is not essential, and embodiments lacking such features are conceivable to still fall within the scope of the invention, the scope of which is defined by the following claims. When reading the claims, it is intended that the use of words such as “a,” “an,” “at least one,” or “at least a portion” does not limit the claims to a single item unless expressly stated otherwise in the claims. When the terms “at least a portion” and / or “a portion” are used, the item may include a portion and / or the entire item unless the contrary is explicitly stated.

Claims

1. An engine system capable of operating to burn multiple fuels, the engine system comprising: A multi-fuel engine configured to selectively burn multiple proportions of a first fuel and a second fuel to produce an exhaust stream, wherein the second fuel is hydrogen fuel and the first fuel is not hydrogen fuel; A fueling system operatively connected to the multifuel engine, the fueling system including a first fuel source and a second fuel source, the first fuel source being configured to supply the first fuel to the multifuel engine, and the second fuel source being configured to supply the second fuel to the multifuel engine; An aftertreatment system for receiving the exhaust flow generated by the multifuel engine, the aftertreatment system including at least one regenerative component through which the exhaust flow passes; and An electronic control system, operatively communicatively connected to the multi-fuel engine, the fuel dispensing system, and the aftertreatment system, is configured to control the supply of second fuel from a second fuel source to regenerate the at least one regenerative component in response to a regeneration event of the at least one regenerative component.

2. The engine system of claim 1, wherein the first fuel comprises liquid fuel injected directly into the cylinder of the multifuel engine, and the second fuel type comprises gaseous hydrogen fuel injected into the cylinder via an air intake.

3. The engine system according to claim 1, wherein: The multi-fuel engine includes a plurality of cylinders for burning the first fuel and the second fuel; The fuel filling system includes at least one direct injector for each of the plurality of cylinders, each of the at least one direct injector being connected to the first fuel source; The fuel filling system includes at least one air intake injector connected to the air intake of each of the plurality of cylinders, and each of the at least one air intake injector is connected to the second fuel source; and The electronic control system is configured as follows: Deactivate one or more of the plurality of cylinders; and In response to the regeneration event of the regenerable component, the second fuel is supplied from the second fuel source through one or more deactivated cylinders of the plurality of cylinders to regenerate the at least one regenerable component using the second fuel.

4. The engine system according to claim 1, wherein: The multi-fuel engine includes a plurality of cylinders for burning the first fuel and the second fuel; The fuel filling system includes at least one direct injector for each of the plurality of cylinders, each of the at least one direct injector being connected to the first fuel source; The fuel filling system includes at least one additional direct injector connected to at least one cylinder of the plurality of cylinders, the at least one additional direct injector being connected to the second fuel source; and The electronic control system is configured as follows: In response to the regeneration event of the regenerable component, the second fuel from the second fuel source is supplied to at least one of the plurality of cylinders using the at least one additional direct injector to regenerate the at least one regenerable component using the second fuel.

5. The engine system according to claim 1, wherein: The multi-fuel engine includes a plurality of cylinders for burning the first fuel and the second fuel; The fuel filling system includes at least one direct injector for each of the plurality of cylinders, each of the at least one direct injector being connected to the first fuel source; The fueling system includes at least one auxiliary injector connected downstream of the plurality of cylinders, the at least one auxiliary injector being connected to the second fuel source; and The electronic control system is configured as follows: In response to the regeneration event of the regenerable component, the second fuel is supplied from the second fuel source downstream of the plurality of cylinders to regenerate the at least one regenerable component using the second fuel.

6. The engine system of claim 1, wherein the electronic control system is configured to adjust one or more operating parameters of the multi-fuel engine in response to the substitution rate of the second fuel for the first fuel.

7. The engine system of claim 6, wherein the one or more operating parameters include: The injection timing of the first fuel; The injection timing of the second fuel; The timing of the opening and closing of the intake valve and / or exhaust valve; Exhaust gas recirculation rate; Bypass capacity of exhaust gas recirculation cooler and / or booster air cooler; Waste valve positioning; and / or Positioning of the variable geometry turbine.

8. The engine system of claim 1, wherein the electronic control system is configured to adjust the substitution rate of the second fuel for the first fuel in response to one or more emission feedback signals.

9. The engine system of claim 8, wherein the one or more emission feedback signals include: NOx sensor signal; CO2 sensor signal; Particulate matter sensor signal; Temperature sensor signal; Engine output sensor signals; and / or The system outputs sensor signals.

10. An engine system capable of operating to burn multiple fuels, the engine system comprising: A multi-fuel engine configured to selectively burn multiple proportions of a first fuel and a second fuel to produce an exhaust stream, wherein the second fuel is hydrogen fuel and the first fuel is not hydrogen fuel; A fueling system operatively connected to the multifuel engine, the fueling system including a first fuel source and a second fuel source, the first fuel source being configured to supply the first fuel to the multifuel engine, and the second fuel source being configured to supply the second fuel to the multifuel engine; and An electronic control system, operatively communicating with the multi-fuel engine and the fuel dispensing system, is configured to determine the amount and renewable characteristics of the second fuel that replaces the first fuel over a period of time.

11. The engine system of claim 10, wherein the second fuel source comprises at least one tank for storing the hydrogen fuel, and the electronic control system is configured to determine, at least in part, the amount of the second fuel replacing the first fuel based on pressure changes in the at least one tank over the time period.

12. The engine system of claim 10, wherein the fuel filling system includes at least one injector connected to the second fuel source, and the electronic control system is configured to determine the amount of the second fuel replacing the first fuel based on the injection pressure and opening time of the at least one injector over the time period, during which the second fuel is injected.

13. The engine system of claim 10, wherein the electronic control system is further configured to determine the renewable characteristics of the hydrogen fuel that replaces the first fuel and the renewable characteristics of the non-renewable hydrogen fuel during the said time period.

14. The engine system of claim 10, wherein the electronic control system is configured to determine the renewability of the total amount of the second fuel supplied during the time period based on the ratio of renewable hydrogen fuel to non-renewable hydrogen fuel supplied during the time period and the renewability of the renewable hydrogen fuel and non-renewable hydrogen fuel.

15. A method of operating a multi-fuel engine, the method comprising: The multi-fuel engine is operated to burn a first fuel and a second fuel, thereby producing an exhaust stream, wherein the second fuel is hydrogen fuel; A regeneration event of a regenerable component is determined in the exhaust system receiving the exhaust flow; as well as In response to the regeneration event, the regenerative component is regenerated using the second fuel.

16. The method of claim 15, wherein regenerating the regenerative component comprises deactivating one or more cylinders of the multi-fuel engine and supplying the regenerative component with the second fuel through the deactivated one or more cylinders.

17. The method of claim 15, wherein regenerating the regenerative component comprises injecting the second fuel directly into one or more cylinders of the multifuel engine in a post-fuel injection phase to supply the second fuel to the regenerative component.

18. The method of claim 15, wherein regenerating the regenerative component comprises directly injecting the second fuel downstream of one or more cylinders of the multi-fuel engine to supply the second fuel to the regenerative component.

19. A method of operating a multi-fuel engine, the method comprising: The multi-fuel engine is operated to burn a first fuel and a second fuel, thereby producing an exhaust stream, wherein the second fuel is hydrogen fuel; The first fuel is replaced with the second fuel for a period of time; as well as Determine the amount and renewable characteristics of the second fuel that replaces the first fuel during the stated time period.

20. The method of claim 19, further comprising: The amount and renewability of the second fuel are determined by determining the amount and renewability of the renewable hydrogen fuel that replaces the first fuel during the stated time period, as well as the amount and renewability of the non-renewable hydrogen fuel. as well as Emissions credits are obtained based on the amount and renewability of the renewable and non-renewable hydrogen fuels that are determined to replace the first fuel during the specified time period.

21. A method of operating a multi-fuel engine, the method comprising: The multi-fuel engine is operated to burn a first fuel and a second fuel, thereby generating an exhaust stream that is sent to an aftertreatment system, wherein the second fuel is hydrogen fuel with a lower carbon content than the first fuel; as well as In response to an emissions feedback signal indicating an emissions problem from the multi-fuel engine or aftertreatment system and / or vehicle location, the first fuel is replaced with the second fuel to maintain compliance with local emissions standards.

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