System and method for hydrogen dosing for aftertreatment system thermal management

Abstract

Systems and methods provided herein relate to hydrogen dosing for aftertreatment system thermal management. A method includes: receiving, by a controller, information regarding a NOx threshold and a hydrogen threshold; determining, by the controller, a NOx value indicative of NOx associated with a system; determining, by the controller, a hydrogen value indicative of a characteristic of hydrogen associated with the system; comparing, by the controller, the NOx value to the NOx threshold; comparing, by the controller, the hydrogen value to the hydrogen threshold; and in response to the NOx value being greater than or equal to the NOx threshold and the hydrogen value being is less than or equal to the hydrogen threshold, causing, by the controller, dosing of an amount of hydrogen via one or more dosers in the system.

Description

SYSTEM AND METHOD FOR HYDROGEN DOSING FOR AFTERTREATMENT SYSTEM THERMAL MANAGEMENTCROSS-REFERENCE TO RELATED APPLICATION

[0001] This application claims the benefit of and priority to U.S. Provisional Application No. 63 / 528597, filed July 24, 2023, which is incorporated herein by reference in its entirety.TECHNICAL FIELD

[0002] The present disclosure relates to hydrogen fueled engine systems. More particularly, the present disclosure relates to systems, apparatuses, and methods of hydrogen dosing for aftertreatment system thermal management.BACKGROUND

[0003] A hydrogen internal combustion engine (“hydrogen ICE”) combusts hydrogen fuel to power a system (e.g., a vehicle, stationary equipment, etc.). The engine includes one or more engine cylinders for combusting the hydrogen and generating power. Each cylinder may include an ignition assist device, such as a spark plug, for igniting the hydrogen within the cylinder. Combustion of the hydrogen produces exhaust gas that exits the hydrogen ICE via an exhaust manifold.

[0004] It may be desirable to treat exhaust gas produced by the hydrogen ICE. Unlike internal combustions engines that burn carbon-based fuel, such as diesel fuel or gasoline, the exhaust produced by a hydrogen internal combustion engine may not include hydrocarbons or carbon oxides (e.g., carbon monoxide or carbon dioxide). Rather, the exhaust gas may include sulfur oxides (SOx) originating from burning lubricants and / or nitrogen oxides (NOx) originating from burning the hydrogen fuel (e.g., due to the hydrogen fuel being burned in the presence of air). An aftertreatment system may be utilized to treat the exhaust gas to convert the exhaust gas to less harmful products (e.g., reduce the production of NOx).SUMMARY

[0005] One embodiment relates to a method for hydrogen dosing for aftertreatment system thermal management. The method includes: receiving, by a controller, information regarding a NOx threshold and a hydrogen threshold; determining, by the controller, a NOx value indicative of NOx associated with a system; determining, by the controller, a hydrogen value indicative of a characteristic of hydrogen associated with the system; comparing, by the controller, the NOx value to the NOx threshold; comparing, by the controller, the hydrogen value to the hydrogen threshold; and in response to the NOx value being greater than or equal to the NOx threshold and the hydrogen value being is less than or equal to the hydrogen threshold, causing, by the controller, dosing of an amount of hydrogen via one or more dosers in the system.

[0006] Another embodiment relates to a method for hydrogen dosing for aftertreatment system thermal management. The method includes: receiving, by a controller, information indicating a temperature threshold and a hydrogen threshold; receiving, by the controller, a temperature value indicative of a temperature associated with a system; receiving, by the controller, a hydrogen value indicative of a characteristic of hydrogen associated with the system; comparing, by the controller, the temperature value to the temperature threshold; comparing, by the controller, the hydrogen value to the hydrogen threshold; and in response to the temperature value being less than or equal to the temperature threshold and the hydrogen value being less than or equal to the hydrogen threshold, causing, by the controller, dosing of an amount of hydrogen via one or more dosers in the system.

[0007] Yet another embodiment relates to a system for hydrogen dosing for aftertreatment system thermal management. The system includes an aftertreatment system coupled to an internal combustion engine. The aftertreatment system is configured to receive exhaust from the internal combustion engine. The system also includes a doser that is fluidly coupled to a hydrogen source, and the doser is configured to dose hydrogen into the system. The system also includes a controller coupled to the aftertreatment system and the doser. The controller is configured to: receive data of a hydrogen value indicative of a characteristic of hydrogen associated with the system; receive information regarding at least one of a temperature value indicative of a temperature associated with the system, or a NOx value regarding NOxassociated with operation of the system; and, in response to the hydrogen value being less than or equal to a hydrogen threshold and at least one of the NOx value being greater than or equal to a NOx threshold or the temperature value being less than or equal to a temperature threshold, cause dosing of an amount of hydrogen via the doser in the system.

[0008] Numerous specific details are provided to impart a thorough understanding of embodiments of the subject matter of the present disclosure. The described features of the subject matter of the present disclosure may 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 invention may be combined with one or more features of a different aspect of the invention. Moreover, additional features may be recognized in certain embodiments and / or implementations that may not be present in all embodiments or implementations.BRIEF DESCRIPTION OF THE FIGURES

[0001] FIG. 1 is a schematic diagram of a system structured for hydrogen dosing for aftertreatment system thermal management, according to an exemplary embodiment.

[0002] FIG. 2 is a schematic diagram of a controller for the system of FIG. 1, according to an exemplary embodiment.

[0003] FIG. 3 is a flow diagram of a method of hydrogen dosing for aftertreatment system thermal management, according to an exemplary embodiment.

[0004] FIG. 4 is a flow diagram of another method of hydrogen dosing for aftertreatment system thermal management, according to an exemplary embodiment.DETAILED DESCRIPTION

[0005] Before turning to the Figures, which illustrate certain exemplary embodiments in detail, it should be understood that the present disclosure is not limited to the details or methodology set forth in the description or illustrated in the Figures. It should also be understood that the terminology used herein is for the purpose of description only and should not be regarded as limiting. Referring generally to the FIGURES, the various embodiments disclosed herein relate to systems, apparatuses, and methods for dosing hydrogen into an engine, proximate to an engine, and / or aftertreatment system to provide for (and / or as part of)a thermal management operating mode of an aftertreatment system. The thermal management operating mode for the aftertreatment system controls a temperature of exhaust gas and / or of various component temperatures (e.g., via an electric heater as an example) to control a temperature of the aftertreatment system, or a component thereof (e.g., a selective catalytic reduction system), to promote desired operation of the aftertreatment system or a component thereof.

[0006] According to the present disclosure, a control system (e.g., a controller, a vehicle controller, etc.) is structured to receive, detect, and / or determine a value associated with components, exhaust, and / or air flow of an engine and / or aftertreatment system at one or more locations (e.g., at or in an intake manifold of the engine, at an exhaust conduit, at an input of an aftertreatment system, at an output of an aftertreatment system, at an output of a turbine, etc.). The control system may employ one or more methods to dose hydrogen into the engine (e.g., in-cylinder), downstream of the engine, and / or in the aftertreatment system. The control system may determine an amount and / or rate of hydrogen to dose into the system based on one or more of a NOx value associated with the aftertreatment system or engine, a SOx value associated with the aftertreatment system or engine, a hydrogen value associated with the aftertreatment system or engine, or a temperature value associated with the aftertreatment system or engine.

[0007] The NOx value may include a NOx amount present in the exhaust gas at one or more locations, a concentration of NOx flowing through the aftertreatment system at one or more locations, a conversion efficiency of NOx of the aftertreatment system, and the like. Similarly, the SOx value may include an amount of SOx stored on a component of the aftertreatment system, a concentration of SOx in the aftertreatment system, and the like. Hydrogen values may include an amount of hydrogen present in the aftertreatment system, a concentration of hydrogen in the aftertreatment system, a flow rate of hydrogen at one or more locations, and the like. Further, temperature values may include an exhaust gas temperature at one or more locations, an aftertreatment system component temperature, an engine temperature, and / or other suitable temperature values. The control system may also control dosing of hydrogen into the engine and / or aftertreatment system based otherparameters (e.g., a urea dose rate, a desired change in temperature of a component, a desired amount of enthalpy / heat to introduce into the aftertreatment system, etc.).(0008] One or more components of the aftertreatment system may operate within a predetermined temperature range. For example, a catalyst may convert harmful exhaust gas emissions more effectively within a predetermined temperature range or operating above a minimum temperature threshold. A temperature of the exhaust gas may change as operating conditions of the engine and / or system change. When the exhaust gas temperature changes, the temperature of the components of the aftertreatment system may change, thereby affecting the ability of the aftertreatment system to operate as intended. Similarly, a concentration of particles in the exhaust (e.g., NOx, ammonia, urea) may change as operating conditions change. When the concentration of NOx is high, the temperature of the components of the aftertreatment system may need to increase in order to more efficiently treat the exhaust. Likewise, when the concentration of NOx is low, the temperature of the components of the aftertreatment system may be permitted to decrease while still treating the exhaust NOx emissions as desired.[00091 Accordingly, the systems and methods disclosed herein dose hydrogen into an engine or aftertreatment system in order to thermally manage one or more components to, among other benefits, manage emissions from the system by reducing harmful exhaust gas constituents (e.g., NOx, etc.). Hydrogen is highly flammable and combusts when exposed to components of the aftertreatment system (e.g., the oxidation catalyst). The addition of dosed hydrogen results in combustion which increases the temperature of the aftertreatment system (e.g., the SCR catalyst) to be closer to a desired minimum temperature to improve NOx reduction efficiency. By thermally managing an aftertreatment system via dosed hydrogen, the performance of the aftertreatment system may be improved over systems that lack hydrogen dosing for thermal management of an aftertreatment system. As described herein, during a thermal management mode of the present disclosure, a controller may change or activate one or more operating parameters of an engine or aftertreatment system. For example, the controller may alter the parameters that control operation of the engine / aftertreatment system. Such parameters may include the quantity of hydrogen dosed into an engine and / or an aftertreatment system, a rate of hydrogen dosed into an engine, theoperating temperature of a catalyst within the aftertreatment system (e.g., via combustion of hydrogen, via an electric heater), and the like. The controller may provide a higher temperature to the aftertreatment system and / or increase the concentration of hydrogen in the exhaust gas of the system when operating in a thermal management mode as compared to operating in a non-thermal management mode when hydrogen is not dosed into the system. The systems and methods for hydrogen dosing for aftertreatment system thermal management disclosed herein may also improve the efficiency of urea-based reductant injection systems. For example, the system for hydrogen dosing for aftertreatment system thermal management may relatively consistently maintain the aftertreatment system at a higher temperature than a system lacking hydrogen dosing, thereby maximizing the effect of the urea that is injected (e.g., ensuring that the ratio of NOx reduced to urea injected is maximized).

[0010] As used herein, a “parameter,” “parameter value,” and similar terms, in addition to the plain meaning of these terms, refer to an input, output, or other value associated with a component 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 the control system to control one or more components described herein. Thus, a parameter may include data or information, such as a temperature of the system component, a temperature of exhaust gas, a concentration of a parti cl e / component / species within a solution / mixture (e.g., exhaust), a flow rate, and the like.

[0011] Referring now to FIG. 1, a schematic diagram of a system 100 is shown, according to an exemplary embodiment. The system 100 may be included in a vehicle such as on-road or an off-road vehicle including, but not limited to, line-haul trucks, mid-range trucks (e.g., pick-up trucks), tanks, airplanes, locomotives, various types of industrial equipment (excavators, backhoes, tractors mower, etc.) etc. The system 100 may also be part of a stationary system (e.g., generator, certain factory machinery, etc.).[0012| The system 100 includes an engine 102, which includes a plurality of cylinders 104, an intake manifold 106, and a fuel system 108 coupled to the engine 102 to supply fuel to combustion chambers within the engine 102. In this exemplary embodiment, the intakemanifold 106 is configured to draw in air from a compressor 110 to create a fuel and air mixture within the cylinders 104. In some embodiments, the intake manifold 106 is configured to receive atmospheric air which is combined in the combustion chambers of the cylinders 104 with fuel (e.g., hydrogen) stored and supplied by the fuel system 108.Combustion of the fuel and air mixture creates exhaust, which is configured to be received by one or more exhaust conduits 112. The exhaust conduit 112 conveys the exhaust to an aftertreatment system 114 coupled to the engine 102, e.g., via a turbine 116. The exhaust may be mixed with a reductant (for example, urea) while traveling in the exhaust conduit(s) 112 and / or in the aftertreatment system 114. The system 100 also includes one or more sensors 118 (e.g., coupled to the engine 102, the aftertreatment system 114, the exhaust conduit(s) 112 and / or other components or devices). Further, dosers 117 are configured to supply hydrogen to the system 100 for hydrogen dosing for aftertreatment system thermal management. The dosers 117 may include in-cylinder dosers 120 configured to dose hydrogen into one or more cylinders 104 and external dosers 121 configured to dose hydrogen into one or more exhaust conduit(s) 112, the inlet of the aftertreatment system 114, at the oxidation catalyst 126, etc. It should be understood that the system 100 may include additional components / system than those depicted and described herein.

[0013] In various alternate embodiments, the engine 102 may have other structures or be a part of other engine systems. For example, the engine 102 may be a hybrid engine, which may include both an electric motor or motor(s) and an internal combustion engine that functions to provide power to propel the vehicle or system. A hybrid vehicle can have various configurations. For example, in a parallel configuration, both the electric motor and the internal combustion engine are operably connected to a power delivery system, and the internal combustion engine indirectly powers the drive system or power delivery system by powering the electric motor (examples include extended range electric vehicle or range- extended electric vehicles).

[0014] The engine 102 includes a plurality of cylinders 104. The size / displacement of the engine 102 may vary based on application (e.g., 1 L to 120 L, etc.). The orientations of the cylinders 104 may vary based on structure of the engine 102 as well (e.g., V6-style engine, V8, inline, etc.). Further, there may be any number of cylinders 104 arranged in an engineorientation (e.g., in a V-shape, in a W-shape, inline, etc.). For example, there may be six cylinders 104 oriented in a V-configuration (e.g., two rows of three cylinders 104), or inline as shown in Figure 1.

[0015] In some embodiments, the engine 102 includes an air handling system (e.g., to provide and control intake air). The air handling system may include one or more air intake valves (e.g., for enabling air intake into the engine, or, more specifically into one or more cylinders 104), one or more air exhaust valves (e.g., for enabling air exhaust out of the engine, or, more specifically out of one or more cylinders 104), an exhaust gas recirculation system (e.g., for enabling gas exhausted by the engine to be routed back into the engine), a turbocharger, such as a variable geometry turbocharger (e.g., for compressing intake gases by using mechanical energy from exhaust gases), and / or other components. In some embodiments, the operation of the air handling system may be modified during the thermal management mode. For example, one or more actuators of the air handling system may be adjusted to change one or more air handling parameters including at least one of an air pressure value (e.g., a pressure of air provided to the engine 102), an air intake timing, an air intake amount, an air exhaust timing, an air exhaust amount, an exhaust gas recirculation value (e.g., amount, pressure, etc.), a turbocharger position, and so on. In some embodiments, during a thermal management mode, the air handling system may be configured to change one or more air handling parameters that may include increasing and / or decreasing an amount of air provided to the engine 102 to adjust a combustion recipe (e.g., a ratio of air to fuel or “air-to-fuel ratio”) provided to the engine 102. In other embodiments, changing one or more air handling parameters may include changing an air intake timing, for example, to allow a late direct injection of hydrogen into the cylinder 104 such that the late injection does not combust. Changing one or more air handling parameters may also include decreasing an amount of air provided to the engine 102 to decrease the air-to-fuel ratio and / or increasing an amount of air provided to the engine 102 to increase the air-to-fuel ratio. Advantageously, changing the air handling may promote relatively higher combustion temperatures and, in turn, exhaust gas temperatures to, for example, decrease a hydrogen dosage, increase catalyst temperature to promote catalytic activity, among other benefits.

[0016] In some embodiments, for example when hydrogen is dosed via late direct injection into the cylinders 104, changing one or more air handling parameters may prevent unwanted (pre-mature) combustion of the late-injected hydrogen inside the cylinders 104. By ensuring that late-injected hydrogen dosed into the cylinders 104 is not combusted before mixing with the exhaust and reaching the aftertreatment system 114, the full enthalpy value associated with the dosed hydrogen is received at the aftertreatment system 114. Further, less hydrogen may be required to increase the temperature of the exhaust gas / aftertreatment components because no dosed hydrogen is lost before reaching the aftertreatment system 114.

[0017] The air handling system may include an exhaust gas recirculation (EGR) system that is configured to route gas exhausted by the engine 102 to an intake of the engine 102. The exhaust gas recirculation system may include, for example, a valve positioned in an EGR conduit and structured to control an EGR value (e.g., an amount of exhaust gas for recirculation, a flow rate of the recirculated exhaust gas, etc.). The EGR system may increase the temperature of the exhaust or allow dosed hydrogen to be fully combusted in the aftertreatment system 114, thereby requiring less doses of hydrogen to maintain a desired temperature value, NOx value, SOx value, hydrogen value, and the like.

[0018] A turbocharger may also be included in the system. The turbocharger may have a variety of different structures, such as a variable geometry turbocharger, inclusion of a waste gate, multiple-stages, etc. The turbocharger may utilize the exhaust gas to power a turbine (e.g., turbine 116) that drives a compressor (e.g., compressor 110) to compress intake air for the engine 102. A charge air cooler (CAC) may be positioned downstream of the outlet of compressor 110. When the compressor 110 compresses the air, the compressed air increases in temperature. The CAC may be structured to cool the compressed air to a lower temperature before the compressed air (charge air) is used for combustion in the engine. The CAC may circulate coolant that exchanges heat with the compressed air to remove heat from the compressed air.

[0019] In some embodiments, one or more sensors 118 may be positioned to acquire data regarding the air handling system. For example, the one or more sensors 118 may acquire data at a specific location within or proximate the air handling system. The data acquired by the sensors 118 may include temperature values, NOx values, SOx values, hydrogen values,and the like associated with the system 100. For example, such values may include an air intake temperature, an exhaust gas temperature (e.g., an EGR temperature), a hydrogen concentration at the air intake manifold 106, an oxygen, NOx, SOx, or hydrogen amount or concentration at the air intake manifold 106, and so on. Such sensors 118 in the air handling system may allow for estimation or virtual calculation of the amount of hydrogen, the hydrogen concentration (or other concentrations) of the exhaust at other locations in the system 100 (e.g., by providing values associated with inputs to the system 100). The sensors may be used to calculate NOx, SOx, and other (e.g., oxygen, hydrocarbons, etc.) concentrations, amounts, flow rates, and the like in the system 100.

[0020] The engine 102 may include or be coupled to the fuel system 108. The fuel system may include one or more injectors and a fuel storage device. The fuel storage device may be a hydrogen tank or other suitable storage device for storing hydrogen. The fuel injector is configured to provide fuel (e.g., hydrogen) to the engine 102, or, more specifically, to one or more cylinders 104. In some embodiments, during a thermal management mode, one or more in-cylinder doser(s) 120 directly dose(s) hydrogen into the one or more of the cylinders 104 after the fuel (e.g., hydrogen) supplied by the fuel injector has been combusted in the combustion chamber of the engine 102. In this way, the late direct injection of hydrogen into the cylinder 104 results in the dosed hydrogen leaving the engine 102 without combusting in the cylinder 104. The dosed hydrogen then mixes with the exhaust and increases the concentration of hydrogen in the exhaust. The hydrogen and exhaust mixture reaches the aftertreatment system 114, wherein the hydrogen ignites to supply heat to the aftertreatment system 114, components thereof, and / or the exhaust. In some embodiments, the fuel injector and the in-cylinder doser 120 may interoperate, be configured as a single nozzle / injector / component, receive hydrogen from the same source, or otherwise be integral to each other (e.g., formed as a unified component, configured such that one cannot be removed without removing the other, etc.). In other embodiments, the in-cylinder doser 120 may receive hydrogen from a separate hydrogen source than the fuel injector and be separate from the fuel system 108.

[0021] The system 100 includes an aftertreatment system 114 coupled to the engine 102. The aftertreatment system 114 is structured to treat exhaust gases from the engine 102 in order toreduce the emissions of harmful or potentially harmful elements (e.g., NOx emissions, CO emissions, SOx emissions, NH3 slip, particulate matter (PM) emissions, etc.). The aftertreatment system 114 may include various components and systems, such as a particulate filter 124 and a selective catalytic reduction system (e.g., SCR 128). The particulate filter 124 may be structured to remove particulate matter, such as soot, from exhaust gas flowing in an exhaust gas conduit system. The SCR system 128 may convert pollutants in exhaust gas into less-toxic gases.

[0022] In some embodiments, the aftertreatment system 114 may include an oxidation catalyst 126 (OC) fluidly coupled to the exhaust gas conduit system to oxidize hydrogen, hydrocarbons, and carbon monoxide in the exhaust gas. In order to properly assist in this reduction, the OC may be required to be at a certain operating temperature. In some embodiments, this certain operating temperature is between approximately 200 degrees C and 500 degrees C. By dosing hydrogen into the one or more exhaust conduits 112 of the exhaust conduit system and / or the cylinders 104 of the engine, the hydrogen may mix with the exhaust and combust at the oxidation catalyst, increasing the temperature of the oxidation catalyst to a predetermined or desired operating temperature.

[0023] The aftertreatment system 114 may include a SCR system 128. An SCR system 128 is configured to convert nitrogen oxides (NOx) present in the exhaust gases produced by the engine 102 into diatomic nitrogen and water through oxidation within an SCR catalyst 130. The SCR catalyst 130 operation can be affected by several factors. For example, the effectiveness of the SCR catalyst 130 to reduce the NOx in the exhaust gas can be affected by the operating temperature. If the temperature of the SCR catalyst 130 is below a threshold value or range, the effectiveness of the SCR catalyst 130 in reducing NOx may be reduced below a desired threshold level, thereby increasing the risk of high NOx emissions into the environment. The SCR catalyst 130 temperature can be below the threshold temperature under several conditions, such as, for example, during and immediately after engine startup, during cold environmental conditions, etc. Further, typically, higher combustion temperatures promote engine out NOx (EONOx) production. This is due to the rapid fire expansion from within the cylinder 104, which leads to the release of NOx. Increasing EGR leads to reduction in combustion temperatures, which reduces EONOx. However, EGR can promoteparticulate matter emissions due to incomplete combustion of particles. Additionally, higher loads and power demands also tend to increase combustion temperatures and, in turn, EONOx. Higher power output coincides with higher fueling pressures and quantity. In turn, increasing fueling pressures, quantity, etc. also tends to promote EONOx production. To ensure that EONOx does not exceed desired quantities, the system may receive a NOx threshold. Sensors at the output of the aftertreatment system 114 may detect NOx concentration and compare the concentration against the NOx threshold. If the NOx concentration exceeds the NOx threshold, the system may enter a thermal management mode and dose hydrogen into the system (e.g., to increase the rate of NOx reduction).

[0024] The aftertreatment system 114 may further include a reductant delivery system (not shown) which may utilize a decomposition chamber (e.g., decomposition reactor, reactor pipe, decomposition tube, reactor tube, etc.) to convert the reductant (e.g., urea, Adblue®, a urea water solution (UWS), an aqueous urea solution, etc.) into ammonia. Reductant is added to the exhaust gas stream to aid in the catalytic reduction. The reductant may be injected by an injector upstream of the SCR system 128 such that the SCR system 128 receives a mixture of the reductant and exhaust flow. The reductant droplets undergo the processes of evaporation, thermolysis, and hydrolysis to form non-NOx emissions (e.g., gaseous ammonia, etc.) within the decomposition chamber, the SCR catalyst 130, and / or the exhaust gas conduit system, which leave the aftertreatment system 114. Sensors 118 may be positioned at one or more of these locations, as well as other locations within the system 100 to measure the temperature, concentration, flow rate, etc. of the exhaust.[0(125] The aftertreatment system 114 may further include a Lean NOx Trap (LNT) and / or a three-way catalyst (TWC) (or another catalytic converter) that, in some embodiments, replaces the oxidation catalyst. The LNT and / or TWC may oxidize H2 to generate heat for the downstream SCR. Additionally, the LNT may act to reduce NOx emissions from a lean burn internal combustion engine by means of adsorption. Among other potential functions and features, the TWC may function to manage emissions from rich-burn engines while providing optimal performance with minimal cleaning or maintenance. Utilizing a flow- through substrate coated with a precious metal catalyst, the chemical oxidation process mayconvert engine out emissions into relatively harmless nitrogen, carbon dioxide and water vapor as the gas passes through the catalytic converter (e.g., three-way catalyst).

[0026] The aftertreatment system 114 may include one or more sensors 118 (virtual or real) that provide information or data regarding operation of the aftertreatment system 114 and inform operation of the system 100 for hydrogen aftertreatment dosing and thermal management. The sensors 118 are structured to detect operational parameters (e.g., temperature, pressure, contents, etc.) of certain components of FIG. 1, such as the engine 102, the cylinders 104, the exhaust aftertreatment system 114, and so on. The number, placement, and type of sensors included in the system 100 is highly configurable. The sensors 118 may include, but are not limited to, one or more of a moisture sensor, pressure sensor, temperature sensor (e.g., fluid temperature sensor, solid surface temperature sensors, IR sensor, etc.), a fluid sensor (e.g., exhaust gas flow rate, coolant flow rate, etc.), torque sensor, speed sensor (e.g., to determine at least one of an engine speed or a vehicle speed), and so on. For example, a condensation sensor may determine whether condensation is present within the exhaust aftertreatment system 114 (e.g., in or proximate to a SCR system 128). As another example, a mass flow sensor may be disposed upstream of the aftertreatment system 114 and structured to determine a flow rate of exhaust gas entering the aftertreatment system 114.

[0027] Based on the flow rate over a predefined unit of time, the controller 200 may determine an amount of exhaust gases entering the catalytic system for a period of time (via an integration process using the flow rate over a predefined amount of time). In some embodiments, one or more sensors 118 may be located outside of, but proximate to, the exhaust aftertreatment system 114. For example, a temperature sensor may detect the ambient temperature nearby, but not within, the exhaust aftertreatment system 114.

[0028] The sensors 118 may also include sensors to detect information regarding the effectiveness of the exhaust aftertreatment system 114. The sensors may be NOx sensors, temperature sensors, particulate matter (PM) sensors, and / or other emissions-related sensors. The sensors 118 may be located before and after the exhaust aftertreatment system 114 and / or between the individual components of the exhaust aftertreatment system 114. The sensors 118 may be structured to acquire data indicative of emissions at each location that the sensors 118 are located (e.g., concentration amount, such as parts per million). Effectiveness of theexhaust aftertreatment system 114 may refer to a NOx conversion efficiency (e.g., fraction of NOx converted to Nitrogen and water), a measure of PM emissions relative to a threshold, a measure of greenhouse gas emissions (e.g., carbon dioxide, methane, nitrous oxide, etc.) relative to a threshold, and the like.

[0029] Additional sensors 118 may be also included with the system 100. The sensors 118 may include engine-related sensors (e.g., torque sensors, speed sensors, pressure sensors, etc.). The sensors 118 may further include sensors 118 associated with other components of the vehicle or system (e.g., speed sensor of a turbo charger, fuel quantity and injection rate sensor, fuel rail pressure sensor, etc.). The sensors 118 may be real or virtual (i.e., a nonphysical sensor that is structured as program logic in the controller 200 that makes various estimations or determinations). For example, a hydrogen concentration sensor may be a real or virtual sensor arranged to measure or otherwise acquire data, values, or information indicative of a concentration of hydrogen entering the aftertreatment system 114 (expressed via molarity, molality, mass percentage, parts per thousand, parts per million, etc.). The sensor 118 may be coupled to the aftertreatment system (when structured as a real sensor) and is structured to send a signal to the controller 200 indicative of operating parameters of the aftertreatment system 114. When structured as a virtual sensor, at least one input may be used by the controller 200 in an algorithm, model, lookup table, etc. to determine or estimate a parameter of the aftertreatment system (e.g., NOx conversion efficiency, exhaust gas component information, etc.). The other sensors may be real or virtual as well.

[0030] The sensors 118 may monitor the characteristics (e.g., concentration, temperature, pressure, flow rate, etc.) of the exhaust gas into, within, and / or out of the engine 102, the aftertreatment system 114, and other components. The sensors 118 may monitor the characteristics of various components (e.g., catalytic converter, OC, etc.) of the aftertreatment system 114. For example, the aftertreatment system 114 may include a sensor 118 configured to directly measure hydrogen concentration or hydrogen quantity / flow rate at the input / output / interior of the aftertreatment system 114 (e.g., concentration in parts-per-million (ppm), flow rate in grams / second, etc.). A sensor 118 may include a virtual sensor that estimates or calculates the concentration of hydrogen by measuring the concentration of other components of the exhaust (e.g., CO, CO2, NOx, etc.) and comparing the concentration withthe quantity / composition of fuel burned, the quantity / composition of intake air, the quantity of dosed hydrogen, etc. The sensors 118 may also monitor the temperature of the exhaust gas or air flow (e.g., at the intake manifold 106, within the engine cylinders 104, at one or more exhaust conduits 112, at the turbine 116, entering / within / leaving the aftertreatment system 114, etc.). The sensors 118 may further measure the temperature of components of the system 100 (e.g., the temperature of the OC 126, the temperature of the SCR catalyst 130, etc.).[00311 It should be understood that in other embodiments, more, less, or different components / systems / or devices may be included the aftertreatment system 114. Thus, this depiction is meant to be exemplary only with the other configurations intended to fall within the scope of the present disclosure. Further, the spatial arrangement of the components may differ than what is depicted.

[0032] The system 100 may be coupled to a controller 200. Among other operations, the controller 200 may be structured to control the system, at least partly, to provide hydrogen dosing to provide aftertreatment thermal management.

[0033] Figure 2 shows a schematic block diagram of an exemplary controller 200 for a system for hydrogen dosing for aftertreatment system thermal management. The controller 200 may be structured as one or more electronic control units (ECU). The controller 200 may be separate from or included with at least one of a transmission control unit, an exhaust aftertreatment control unit, a powertrain control module, an engine control module, etc. In one embodiment, the components of the controller 200 are combined into a single unit. In another embodiment, one or more of the components may be geographically dispersed throughout the system 100. All such variations are intended to fall within the scope of the disclosure.

[0034] The controller 200 includes at least one processing circuit 202, which may include one or more processors 204 and one or more memories 206. The processing circuit 202 may include instructions stored by the memory 206 that when executed, cause the processor 204 to perform one or more operations including causing hydrogen dosing for aftertreatment system thermal management. For example, the memory 206 may store a predefined NOx threshold. The NOx threshold may indicate a maximum value of NOx associated with thesystem 100 (e.g., a NOx amount, a NOx concentration) that, upon meeting or exceeding the NOx threshold, will cause the controller 200 to execute instructions to dose hydrogen into the system to reduce or attempt to reduce the emitted NOx amount to below the NOx threshold. Similarly, the memory 206 may store a hydrogen threshold, which may be a maximum value of hydrogen related to the engine 102 and / or aftertreatment system 114 before the controller 200 executes an instruction to cease or stop the dosing of hydrogen. Further, the memory 206 may store a temperature threshold, which may be a minimum temperature associated with the engine 102 and / or the aftertreatment system 114 under which the controller 200 executes a command to dose hydrogen into the engine 102 and / or the aftertreatment system 114.

[0035] The controller may be configured to execute a thermal management mode (e.g., to dose hydrogen into the engine 102 and / or the aftertreatment system 114) to remove contaminants from (e.g., regenerate) components of the aftertreatment system 114 by increasing the temperature of the components of the aftertreatment system 114 such as the SCR catalyst 130. In a system that includes a hydrogen ICE, exhaust produced may include species such as sulfur oxides (SOx) originating from, for example, lubricants. The presence of SOx in the exhaust may decrease the performance of various aftertreatment catalyst members, such as a selective catalytic reduction (SCR) catalyst member 130 and / or an ammonia slip catalyst (ASC) (generally downstream of the SCR catalyst 130 in the aftertreatment system 114).

[0036] SOx may bind to active sites in the catalyst members. As more SOx binds to the catalyst members, the effectiveness of the catalyst members may decrease. For example, if SOx binds to an SCR catalyst 130, the SCR catalyst 130 may not be able to reduce NOx as effectively and / or if SOx binds to an ASC, the ASC may not be able to convert ammonia into nitrogen gas (N2) and water (H2O). Removing SOx from a catalyst member or “regenerating” an SCR catalyst 130 may enable the SCR catalyst member to more effectively reduce NOx. Similarly, removing SOx from a catalyst member or “regenerating” an ASC member may enable the ASC member to more effectively convert ammonia into N2 and H2O. The process of removing SOx from a catalyst member is referred to herein as “sulfur regeneration” and / or “deSOx”. In order to deSOx the catalyst members, the temperature of the catalyst members may be increased to greater than 500°C to cause the SOx to “desorb” orseparate the SOx from the catalyst members, thereby recovering lost performance. In some embodiments, an engine, such as a hydrogen ICE, may change operating modes to output exhaust at a higher temperature such that exhaust conditions reach temperatures greater than 500°C. However, this requires excess fuel / hydrogen to be burned and excess hydrogen to be dosed into the engine 102 or aftertreatment system 114 and may decrease the durability of the aftertreatment system.

[0037] The controller 200 may be coupled to the engine 102, the sensors 118, the fuel system 108, the aftertreatment system 114, or any other suitable component (e.g., the air handling system) and receive sensor data to determines whether to enable a thermal management mode(e.g. to dose a quantity of hydrogen into the engine 102, to increase the concentration of hydrogen at the aftertreatment system 114 by hydrogen dosing and / or changing the operating parameters of the engine 102, etc.). For example, the controller may receive data corresponding to one or more of a hydrogen value at a particular location, a NOx value at a particular location, a temperature value at a particular location (e.g., an engine-out exhaust gas temperature, aftertreatment system inlet temperature, etc.), a particular aftertreatment system component temperature (e.g., a catalyst temperature, another component temperature), etc. The controller may be coupled to one or more sensors that provide this and other information to the controller. The one or more sensors 118 may be temperature sensors, mass-flow rate sensors, air-flow composition sensors and the like. The sensors 118 may be positioned at a particular location to acquire information regarding a concentration or amount of particles / components (e.g., NOx, CO, CO2, O2, etc.) of the exhaust gas or airflow in the system 100. The controller may compare the received data to one or more thresholds, which may be predetermined. In some embodiments, the one or more thresholds may be a static value. In other embodiments, the one or more thresholds comprise one or more dynamic values. The one or more thresholds may be calibrated values. In some embodiments, the thresholds include, but are not limited to: a maximum NOx amount of exhaust at the outlet of the aftertreatment system 114, a maximum hydrogen concentration at the inlet of the aftertreatment system 114, a minimum desired exhaust temperature at the inlet / outlet of the aftertreatment system 114, a minimum desired temperature of a component of the aftertreatment system 114 (e.g., an SCR catalyst), a maximum hydrogen concentration at the inlet / outlet of the engine 102, etc. By comparing the hydrogen, NOx, SOx, and / ortemperature values associated with the system 100 to the hydrogen, NOx, SOx, and or temperature thresholds, the controller 200 may execute instructions to dose, to cease dosing, or to prevent dosing of hydrogen into the engine 102 or the aftertreatment system 114. Additionally, the controller 200 may utilize the variance between the values and thresholds to calculate a quantity of hydrogen to dose into the system 100. For example, in an exemplary system 100, the NOx amount may be significantly higher than the NOx threshold — indicating that hydrogen dosing may be appropriate to increase the temperature of the aftertreatment system and decrease the NOx amount. The quantity of NOx in the aftertreatment system 114 may be correlated to a quantity of enthalpy needed to reduce the NOx below the NOx threshold, and the controller 200 may execute instructions that dose the corresponding amount, rate, volume, etc. of hydrogen into the engine 102 and / or aftertreatment system 114.

[0038] The controller may be communicatively connected to the fuel system 108, the one or more doser(s) 117, the one or more sensor(s) 118, and one or more device(s) 208 (e.g., a user input / output device, etc.) (FIG. 2). The controller 200 may be coupled to the fuel system 108 in order to direct the fuel system 108 to release hydrogen via the doser(s) 117. For example, in an exemplary embodiment, the doser(s) 117 include in-cylinder dosers 120 which directly inject hydrogen into cylinders 104 of the engine 102. By injecting fuel into one or more of the cylinders after combustion, the post-injected fuel may vaporize / mix with the exhaust rather than combust in the cylinders. The non-combusted post-injected fuel does, however, react with one or more catalysts (e.g., the Oxidation Catalyst 126, the SCR catalyst 130, etc.) in the aftertreatment system 114 to produce heat (e.g., an exothermic reaction), which raises the temperature of the exhaust gas in the aftertreatment system 114. Post-injection can be near or far post injection. The in-cylinder dosers 120 may be connected to the same hydrogen fuel storage / source (e.g., fuel system 108) that supplies fuel to the engine 102. In other embodiments, the controller 200 and dosers 117 may be communicatively coupled to a separate hydrogen fuel source or system that supplies hydrogen only to the dosers 117.Additionally, the controller 200 may cause dosing of hydrogen via external dosers 121. The external dosers 121 may be connected to the same or different fuel sources as the in-cylinder dosers and may dose hydrogen in unison or separately from the in-cylinder dosers 117. The external dosers 121 may be located at the exhaust conduit 112, upstream of the aftertreatment system 114, at or inside the aftertreatment system 114, or in other suitable locations.

[0039] The controller 200 may also monitor operation of the system 100 and the effects of hydrogen dosed via the one or more sensors 118. The sensors 118 are structured to detect operational characteristics (e.g., temperature, pressure, contents, etc.) of certain components of FIG. 1, such as the engine 102, the cylinders 104, the aftertreatment system 114, the exhaust and so on. The number, placement, and type of sensors included in the system 100 is highly configurable. The sensors 118 may include, but are not limited to, chemiluminescence and electrochemical sensors, oxygen / nitrogen / hydrogen / carbon dioxide etc. sensors, emissions sensors, pressure sensors, temperature sensors (e.g., fluid temperature sensor, solid surface temperature sensors, IR sensor, etc.), fluid sensors (e.g., exhaust gas flow rate, coolant flow rate, etc.), torque sensors, speed sensors (e.g., to determine at least one of an engine speed or a vehicle speed), and so on.

[0040] Certain sensors 118 may be located proximate to the cylinder 104. In some embodiments, the sensors 118 may be included in the exhaust channels, conduits, pipes, etc. leading away from the cylinder 104. Accordingly, one or more sensors 118 may be structured to detect or otherwise acquire information regarding the exhaust gas emitted from the engine (e.g., exhaust gas constituent information, exhaust gas flow rate, exhaust gas temperature at various locations, and so on). The sensors may include sensors 118 that directly measure the concentrations (e.g., in ppm) of constituents / components of exhaust, or for example, a mass flow sensor may be disposed in the exhaust channels leading away from the cylinders 104 and structured to determine a flow rate of exhaust gas away from the cylinders 104. As another example, the sensors 118 may include a temperature sensor structured to determine the temperature of the exhaust flow exiting the cylinders 104. A pressure sensor may be disposed proximate to one or more fuel injectors and structured to acquire information regarding a fuel pressure (or, with systems with a common rail, a pressure of the common rail). In some embodiments, one or more sensors may be positioned within the cylinders 104 or within the intake channel of the cylinder 104. In some embodiments, the cylinder 104 may include a plurality of sensors 118 each structured to detect different characteristics (e.g., fluid information regarding flow entering, leaving, and / or inside the cylinders 104). In some embodiments, each individual sensor 118 is structured to detect multiple types of flow characteristics.[00411 As indicated above, the sensors 118 may be further located within or proximate to the aftertreatment system 114. In some embodiments, the sensors 118 may be located within or proximate to components of the aftertreatment system 114, such as the SCR system 128 and / or the particulate filter 124. In some embodiments, the sensors 118 are located directly in fluid conduits (e.g., pipes, etc.) between the components of the aftertreatment system 114. The one or more sensors 118 may be structured to detect or otherwise acquire information regarding the components of the aftertreatment system 114 and / or the exhaust gases flowing through the aftertreatment system 114. For example, a sensor may directly determine the concentration of components within the exhaust gas present within the aftertreatment system 114 (e.g., in or proximate to an SCR system). As another example, a mass flow sensor may be disposed upstream of the SCR system and structured to determine a flow rate of exhaust gas entering the SCR system. Based on the flow rate over a predefined unit of time, the controller 200 may determine an amount of exhaust gases entering the SCR system 128 for a period of time (via an integration process using the flow rate over a predefined amount of time). In some embodiments, one or more sensors may be located outside of, but proximate to, the aftertreatment system 114. For example, a temperature sensor may detect the ambient temperature nearby, but not within, the aftertreatment system 114.

[0042] The sensors 118 may also include sensors to detect information regarding the effectiveness of the aftertreatment system 114. The sensors may be NOx sensors, temperature sensors, particulate matter (PM) sensors, and / or other emissions-related sensors. The sensors 118 may be located before and after the aftertreatment system 114 and / or between the individual components of the aftertreatment system 114. The sensors 118 are structured to acquire data indicative of emissions at each location that the sensors 118 are located (e.g., concentration of a chemical in the exhaust, amount, such as parts per million, flow rate such as grams / second). Effectiveness of the aftertreatment system 114 may refer to a NOx conversion efficiency (e.g., fraction of NOx converted to Nitrogen and water), a measure of NOx emissions relative to a threshold, temperature measurements relative to a threshold, hydrogen measurements relative to a threshold, and the like.10043] Additional sensors 118 may be also included with the system 100. The sensors 118 may include engine-related sensors (e.g., torque sensors, speed sensors, pressure sensors,etc.). The sensors 118 may further include sensors 118 associated with other components of the vehicle (e.g., speed sensor of a turbo charger, fuel quantity and injection rate sensor, fuel rail pressure sensor, etc.).

[0044] The exhaust gas and aftertreatment system 114 characteristics may be determined by the controller 200 after receiving signals, information, data, etc. from the at least one sensor 118. In other embodiments, the controller 200 may further receive signals, data, or information from at least one other device 208 such as a reductant system controller, an engine control unit, etc. The controller 200 may compare the sensor 118 signals to a lookup table, use the information in one or more algorithms or processes, use the information in one or more models, etc. stored in the memory 206 of the controller 200, and so on to determine whether and what amount of hydrogen should be dosed into the system 100. For example, sensors 118 may detect a temperature and flow rate of the exhaust gas, and in response, the controller 200 may then compare the temperature and flow rate of the exhaust gas and determine the corresponding heat transfer from the exhaust gas onto a component of the aftertreatment system 114. The controller 200 may in turn determine whether the temperature in the aftertreatment system 114 falls below an optimal exhaust temperature threshold given the current operating parameters of the aftertreatment system 114. The controller 200 may then determine a desired temperature increase, calculate, or otherwise determine an amount of hydrogen to dose into the system 100 to achieve the increase (or a rate of hydrogen dosed per time) and dose hydrogen to raise the temperature of the system 100.

[0045] As another example, the controller 200 may receive signals from one or more sensors 118 that detect exhaust gas concentrations, internal temperatures, flow rate, etc. and then use an algorithm to calculate or determine whether NOx emissions are above or at a NOx threshold amount. If NOx emissions meet or exceed the NOx threshold (and hydrogen concentration does not exceed a maximum hydrogen threshold), the controller 200 may execute instructions to dose hydrogen into the system 100.

[0046] Communication between and among controller 200 and other components may be via any number of wired and / or wireless connections. For example, a wired connection may include a serial cable, a fiber optic cable, a CAT5 / 5e / 6 cable, or any other form of wired connection. A wireless connection may include the Internet, Wi-Fi, cellular, radio, etc. In oneembodiment, a controller area network (“CAN”) bus provides the exchange of signals, information, and / or data. The CAN bus includes any number of wired and wireless connections that provide the exchange of signals, information, and / or data. The CAN bus may include a local area network (LAN), or a wide area network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet Service Provider).

[0047] In some embodiments, the controller 200 includes instructions that are executable by a processor, such as the processor 204 and stored in a memory device, such as the memory device 206. As described herein and amongst other uses, the instructions facilitate performance of certain operations to enable reception and transmission of data. For example, the instructions may provide an instruction (e.g., command, etc.) to, e.g., acquire data. In this regard, the instructions may be or include programmable logic that defines the frequency of acquisition of the data (or, transmission of the data). The instructions may include code, which may be written in any programming language including, but not limited to, Java or the like and any conventional procedural programming language, such as the “C” programming language or similar programming languages. The computer readable program code may be executed on one processor or multiple remote processors. In the latter scenario, the remote processors may be connected to each other through any type of network (e.g., CAN bus, etc.).

[0009] The controller 200 may be structured as one or more electronic control units (ECUs), such as one or more microcontrollers. The controller 200 may be separate from or included with at least one of a transmission control unit, an exhaust aftertreatment control unit, a powertrain control module, an engine control module, etc. While not all shown, the controller 200 may include one or more circuitry components including, but not limited to, processing circuitry, network interfaces, peripheral devices, input / output devices, output device, etc. In some embodiments, the controller 200 is or includes one or more analog circuit, electronic circuit (e.g., integrated circuits (IC), discrete circuits, system on a chip (SOCs) circuits, microcontrollers, etc.), telecommunication circuits, hybrid circuits, and any other type of “circuit.” In this regard, the controller 200 is or includes any type of component for accomplishing or facilitating achievement of the operations described herein. For example, a circuit as described herein may include one or more transistors, logic gates (e.g., NAND, AND,NOR, OR, XOR, NOT, XNOR, etc.), resistors, multiplexers, registers, capacitors, inductors, diodes, wiring, and so on. The controller 200 is or includes programmable hardware devices such as field programmable gate arrays, programmable array logic, programmable logic devices or the like. In some hardware unit configurations, the controller 200 may be geographically dispersed throughout separate locations in, for example, a vehicle. Alternatively, the controller 200 may be embodied in or within a single unit / housing.

[0048] The processor 204 may be a single- or multi-chip processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof, and the like. In this regard, a processor may be a microprocessor, any conventional processor, or state machine. A processor also may be implemented as a combination of computer devices, such as a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration. In some embodiments, the processor 204 may be shared by multiple circuits (e.g., one or more circuits may comprise or otherwise share the same processor that, in some example embodiments, may execute instructions stored, or otherwise accessed, via different areas of memory). Alternatively or additionally, the one or more processors may be structure to perform or otherwise execute certain operations independent of one or more coprocessors. In other example embodiments, two or more processors may be coupled via a bus to enable independent, parallel, pipelined, or multi-threaded instruction execution. All such variations are intended to fall within the scope of the present disclosure.

[0049] The memory device 206 (e.g., memory, memory unit, storage device) may include one or more devices (e.g., RAM, ROM, Flash memory, hard disk storage) for storing data and / or computer code or instructions for completing or facilitating the various processes, layers and modules described in the present disclosure. The memory device 206 may be coupled to the processor 204 to provide computer code or instructions to the processor 204 for executing at least some of the processes described herein. Moreover, the memory device 206 may be or include tangible, non-transient volatile memory or non-volatile memory. Accordingly, the memory device 206 may include database components, object codecomponents, script components, or any other type of information structure for supporting the various activities and information structures described herein.(0050] During the thermal management mode, the controller 200 may provide commands to increase the temperature of one or more components in the aftertreatment system 114 thereby increasing the temperature of the exhaust gas. The controller 200 may cause dosing of hydrogen. The controller 200 may issue a command for a late direct injection of hydrogen into one or more cylinders of the engine to increase hydrogen concentration in the exhaust gas. The controller may also cause dosing of hydrogen downstream of the engine such that an amount of hydrogen enters or is combusted at the aftertreatment system in order to increase the heat, operating temperature, and / or NOx conversion rate of the aftertreatment system. The controller may command the engine, the fuel system, and / or a separate hydrogen dosing system to dose a predetermined or real-time determined amount / volume / mass of hydrogen into the system. In some arrangements, the doser may perform a late direct injection of hydrogen into one or more engine cylinders from a hydrogen fuel storage to cause the hydrogen to mix with exhaust gas, which leads to combustion in or near the aftertreatment system to increase aftertreatment system temperatures.[00511 More specifically, the controller 200 may cause the hydrogen dosing system and / or the fuel system to inject an amount of hydrogen into the cylinders post-ignition to increase the enthalpy of the aftertreatment system 114 by a predetermined amount. The predetermined amount may be by calculated as the amount of heat that the added mass / volume of hydrogen will provide when combusting at the oxidation catalyst. In other embodiments, the calculated amount of enthalpy may be correlated to an amount of hydrogen to cause a desired temperature increase between a current exhaust temperature and a desired exhaust temperature. Additionally, as another example, the thermal management mode may include providing various commands, by the controller, to increase the temperature by dosing hydrogen into the exhaust gas after it leaves the engine and enters an exhaust conduit. It should be understood that, during a thermal management mode, the controller may enable additional and / or alternative adjustments to increase a temperature of the engine, aftertreatment system, or a component thereof in addition to the hydrogen dosing described herein.

[0052] Referring now to FIG. 3, a flow diagram of a method 300 for hydrogen aftertreatment dosing and thermal management for an engine 102, such as a hydrogen ICE and aftertreatment system 114, is shown, according to an exemplary embodiment. The controller 200 may implement the method 300 (and the method 400) in a plurality of operating modes of the system / vehicle such as during a start-up operation, during a warm-up operation, or during routine function (e.g., for a vehicle operating in highway conditions). The order of method steps described herein is exemplary and method steps may be repeated, combined, duplicated, and performed in alternative order or with additional intervening steps in various embodiments.|0053| At step 302, the method 300 includes receiving a NOx threshold. The controller 200 may receive an indication of a NOx threshold such as a numerical value regarding an amount of NOx at a location in the aftertreatment system 114, a concentration of NOx in the exhaust (e.g., in ppm), a NOx flowrate in the exhaust (e.g., grams / second) or another threshold indicator. The NOx threshold establishes a maximum NOx value entering, within, or leaving the aftertreatment system 114. For example, the NOx threshold may be set at a value near a maximum emission regulation in order to initiate a thermal management mode and begin more efficient reduction of NOx before the NOx concentration rises beyond or increases further beyond the NOx threshold. In this way, the NOx threshold assists the controller in causing hydrogen dosing for aftertreatment system thermal management by designating a NOx concentration / amount / flow rate for which the system may monitor to determine whether a thermal management mode should be activated and whether hydrogen should be dosed into the system.(0054] In some embodiments, the method 300 may include receiving, by the controller, a NOx threshold that is a minimum value, such as a minimum NOx efficiency. In such embodiments, when the NOx value falls below the NOx efficiency threshold, the controller 200 may cause a thermal management mode (e.g., hydrogen may be dosed into the aftertreatment system 114).(0055] The NOx threshold may be predefined in the memory 206 of the controller 200. In some embodiments, the NOx threshold may be a fixed value or may be dynamic (e.g., calculated based on ambient conditions, operating conditions, etc.). In other embodiments,the NOx threshold may be varied or adjusted by user inputs. Multiple NOx thresholds may exist and be set for different sections / components of the system. For example, one set of NOx thresholds or one calculation for determining a NOx threshold may control at the aftertreatment system 114 inlet, while a separate NOx threshold or calculation to determine the NOx threshold may control at the aftertreatment system 114 outlet.10056] At step 304, the method 300 includes receiving a threshold regarding a hydrogen value (a H2 threshold). The controller 200 may receive the H2 threshold as a numerical value, such as a concentration of H2 in the exhaust (e.g., in ppm), a H2 flow rate in the exhaust (e.g., grams / second), or another threshold. The H2 threshold may establish a maximum H2 value entering, within, or leaving the aftertreatment system 114 at which additional hydrogen will not be dosed and a thermal management mode will not be initiated even if the NOx value, SOx value, or the like is at or above the NOx threshold (or the like). For example, the H2 threshold may indicate that increasing the H2 concentration further may lead to an excessively high amount / volume / concentration of hydrogen in the exhaust. Excessively high H2 concentrations may result in events that damage the system or components thereof such as unintended combustion of H2, excessive heat production, etc. Accordingly, the H2 threshold may serve as an indication / parameter at which to cease / discontinue / disallow H2 dosing and / or entering a thermal management mode. The H2 threshold may be predefined in the memory 206 of the controller 200. In some embodiments, the H2 threshold may be a fixed value or may be dynamic (e.g., calculated based on ambient conditions, operating conditions, etc.). In other embodiments, the H2 threshold may be varied or adjusted by user inputs. In still further embodiments, the H2 threshold may vary based on a value regarding a fuel (e.g., a fuel threshold). The hydrogen threshold may be varied by the controller 200 in response to a hydrogen level indicating a quantity of hydrogen present in a hydrogen / fuel storage tank relative to the fuel threshold (e.g., when the tank has a low hydrogen content such as a hydrogen content of 10% of tank capacity, the H2 threshold may decrease to preserve fuel by disallowing H2 dosing at lower H2 concentrations). Multiple H2 thresholds may exist and be set for different sections / components of the system. For example, one set of H2 thresholds or one calculation for determining an H2 threshold may control at an inlet of the aftertreatment system 114, while a separate H2 threshold or calculation to determine the H2 threshold may control at an outlet of the aftertreatment system 114. In this way, the system may tolerate ahigh concentration of hydrogen at a first component (e.g., an inlet of the aftertreatment system 114), but tolerate a lower concentration of hydrogen at a second component (e.g., an outlet of the aftertreatment system 114). For example, a high concentration of hydrogen at the outlet of the system may be more problematic and indicate an excess of hydrogen or that the hydrogen is not combusting / heating the aftertreatment system 114.

[0057] At step 308, the method 300 includes the step of receiving, by the controller 200, the NOx value associated with the system 100 such as a NOx value at the engine 102 and / or aftertreatment system 114. The NOx value may be associated with one or more of locations within the system 100. For example, the controller 200 may measure (e.g., via sensors 118) or calculate the NOx value at one or more locations such as at the exhaust conduit 112, at the inlet of the aftertreatment system 114, at the outlet of the aftertreatment system 114, etc. The NOx value may be measured directly by physical sensors (e.g., sensors 118) disposed adjacent to or within the flow of the exhaust. Alternatively, virtual sensors may be utilized to determine other parameters such as oxygen concentration, fuel consumption, temperature, flow rate, and the like to calculate and / or estimate the NOx value at one or more locations within the system 100. The NOx value may an amount of NOx in the exhaust (e.g., a measurement in ppm), a flow rate of NOx (grams / second), or another suitable measurement in order to compare the NOx value at a point in time or location in the system with the NOx threshold, as discussed in step 312 below.

[0058] At step 310, the method 300 includes the step of receiving, by the controller 200, the H2 value of the system and, particularly of the exhaust. The controller 200 may determine the H2 at one or more of a variety of locations within the system 100. For example, the Fb value may be measured and / or calculated at one or more exhaust conduits 112, at the inlet of the aftertreatment system 114, at the outlet of the aftertreatment system 114, etc. The H2 value may be measured directly by physical sensors (e.g., sensors 118) disposed adjacent to or within the flow of the exhaust. Alternatively, virtual sensors 118 may be utilized to determine other parameters such as oxygen concentration, fuel consumption, temperature, flow rate, and the like to calculate and / or estimate the H2 value at one or more locations within the system 100. The H2 value may be determined as an amount of H2 in the exhaust (e.g., a measurement in ppm), a flow rate of H2 (grams / second), or another suitable measurement in order tocompare the H2 value at a point in time or location in the system with the H2 threshold, as discussed in step 314 below.

[0059] At step 312, the method 300 includes the step of comparing, by the controller 200, the NOx value to the NOx threshold (e.g., determining whether the NOx value is at, below, or exceeds the NOx threshold). For example, the controller 200 may receive sensor data indicative of the NOx value and determine whether the NOx value at a particular location and time is less than, equal to, or greater than the NOx threshold. At this step, the controller may compare the NOx value to the NOx threshold over a period of time, such that the NOx value is only considered to meet or exceed the NOx threshold if an average NOx value over a period of time (e.g., 5 seconds, 10 seconds) falls below, meets, or exceeds the NOx threshold. The controller may also compare an instantaneous, average, median, or other NOx value with the NOx threshold. Upon determining that the NOx value does not meet and / or does not exceed the NOx threshold (i.e., is less than), the controller may return to step 308. For example, at this step, the controller may determine that the NOx value is not sufficient to cause (e.g., the NOx value is below the NOx threshold) dosing hydrogen into the system (e.g., the aftertreatment system 114 is reducing NOx at a rate / efficiency such that the NOx concentration is remaining below the NOx threshold, is remaining below a regulated NOx emissions standard, etc.).

[0060] Alternatively, at this step, the controller 200 may determine that the NOx value meets and / or exceeds the NOx threshold. For example, the controller may determine that the NOx value is higher than a threshold level and that dosing hydrogen into the system to increase the temperature of the aftertreatment system 114 and / or the efficiency of NOx reduction is warranted. Accordingly, the controller 200 may progress to step 314 and / or step 316.

[0061] At step 314, the method 300 includes the step of comparing, by the controller 200, the H2 value to the H2 threshold (e.g., determining whether the H2 value exceeds the H2 threshold). For example, the controller 200 may receive sensor data indicative of the H2 value and determine whether the H2 value at a particular location and time is less than, equal to, or greater than the H2 threshold. At this step, the controller 200 may compare the H2 value to the H2 threshold over a period of time, such that the H2 value is only considered to meet or exceed the H2 threshold if an average H2 value over a period of time (e.g., 5 seconds, 10seconds) meets or exceeds the H2 threshold. The controller 200 may also compare an instantaneous, average, median, or other H2 value with the H2 threshold.(0062] Upon determining that the H2 value meets and / or exceeds the H2 threshold, the controller 200 may return to step 308 or otherwise not specifically cause hydrogen dosing. The controller may also determine that the H2 value in the system is approaching a saturation that could cause damage / excessive heat / unintended combustion in the aftertreatment system 114, the exhaust conduit 112, and / or the engine 102. Accordingly, the controller 200 may return to step 308, for example, rather than dosing hydrogen into the system.(0063] Alternatively, at this step, the controller 200 may determine that the H2 value meets and / or does not exceed the H2 threshold. For example, the controller 200 may determine that the H2 value is below the H2 threshold such that dosing hydrogen into the system to increase the temperature of the aftertreatment system 114 and / or the efficiency of NOx reduction is permissible. Accordingly, the controller 200 may progress to step 316 (or to step 312 in an embodiment wherein step 312 occurs after step 314).(0064] At step 316, the method 300 includes the step of, after comparing the NOx value to the NOx threshold and comparing the H2 value to the H2 value threshold, operating the system in a thermal management mode and dosing hydrogen into the system. In particular, the controller 200 may (e.g., after determining that the NOx value meets / exceeds the NOx threshold and determining that the H2 value does not meet / exceed the H2 threshold), operate the system 100 in the thermal management mode and dose hydrogen into the system 100. Operating in the thermal management mode and dosing hydrogen into the system 100 may include selecting a quantity of hydrogen to dose into the system. The quantity of hydrogen to dose may be a fixed amount set for various operating conditions. For example, the controller 200 may utilize a look-up table to determine the amount of hydrogen to dose into the system 100 based on one or more of a temperature of the SCR catalyst 130, a concentration of NOx, a flow rate of exhaust, and / or other operating parameters. The quantity of hydrogen to dose into the system may be based on a calculation and be dynamically determined and vary at different locations and points in time. For example, the quantity of hydrogen to dose into the system may be based on a desired enthalpy or heat value to add to the SCR catalyst 130 to increase the operating temperature of the SCR catalyst 130 by an estimated or desiredrate / amount. In some embodiments, the quantity of hydrogen to dose may be determined as a total amount (e.g., a number of moles of H2, a desired volume of H2, a mass of hydrogen, etc.). In other embodiments, the controller may determine the amount of hydrogen to dose into the system as a rate (e.g., grams / second of hydrogen dosed over a calculated period of time, mass of hydrogen dosed per cylinder ignition for a determined number of ignition cycles, etc.). Further, for example in systems having multiple H2 thresholds, the controller 200 may be configured to determine a first amount of hydrogen to dose at a first location of the system (e.g., at an inlet of the aftertreatment system 114) and a second amount of hydrogen to dose at a second location of the system (e.g., in an exhaust conduit 112, at the cylinders 104, etc.) based on a relative temperature between a current exhaust temperature and a target exhaust temperature. As an illustration, the controller 200 may determine a target temperature increase of 50 degrees Celsius and determine a first amount of hydrogen to dose in the cylinders 104 and a second amount of hydrogen to dose at the inlet of the aftertreatment system 114 such that the total effect of combusting the dosed hydrogen will increase the current exhaust temperature by 50 degrees Celsius.

[0065] During step 316, hydrogen may be dosed via the dosers 117 at one or more of the cylinders 104, the exhaust conduits 112, or at other locations in the system 100 (e.g., at the inlet of the aftertreatment system 114). Hydrogen may be dosed via any combination of dosers 117, and the dosing location and amount may vary during each successive thermal management mode based on the operating parameters of the system 100.

[0066] As shown in Figure 3, after step 316, the method may repeat step 308, step 310, step 312, and step 314 to determine whether additional hydrogen dosing is warranted (e.g., the controller 200 may command an addition thermal management mode or further dosing of hydrogen at a set interval, continuously, etc.). In other embodiments, the controller 200 may proceed to step 308 rather than dosing additional hydrogen into the system 100.

[0067] Referring now to FIG. 4, a flow diagram of a method 400 for hydrogen aftertreatment dosing and thermal management for an engine 102, such as a hydrogen ICE, is shown, according to an exemplary embodiment. The controller may implement the method 400 in a plurality of operating modes of the system / vehicle such as during a start-up operation, during a warm-up operation, or during routine function or in a normal operating mode (e.g., for avehicle operating in highway conditions). The order of method steps described herein is exemplary and method steps may be repeated, combined, duplicated, and performed in alternative order or with additional intervening steps in various embodiments.

[0068] At step 402, the method 400 includes receiving, by the controller 200, a temperature threshold. The controller 200 may receive an indication of a temperature threshold such as a numerical value of an exhaust temperature in degrees Fahrenheit, Celsius, etc. at a specified location within the system (e.g., a temperature of the exhaust at the exhaust conduit 112, a temperature of the exhaust at the SCR 128, a temperature of the exhaust at the aftertreatment system 114 inlet, etc.). The controller 200 may receive the temperature threshold as an average temperature at a location or across an area over a specified period of time. In some embodiments, the temperature threshold may further include a temperature of a component with the system 100 or an average temperature of a component over a designated period of time. The controller 200 may also compare an instantaneous, average, median, or other temperature value with the temperature threshold. For example, the temperature threshold may correspond to a “light off’ temperature of the SCR catalyst (e.g., the minimum temperature necessary to initiate the catalytic reaction). The temperature threshold may be a static value or a dynamic value. For example, the temperature threshold may vary based on operating conditions of the system 100 (e.g., whether a vehicle is operating in a start-up mode, whether a vehicle is operating in highway conditions, etc.). The temperature threshold may further vary or be calculated based on the operating parameters of the system 100. The temperature threshold may increase or decrease based on a NOx flowrate in the exhaust (e.g., grams / second) or another suitable indicator. The temperature value may also be an exhaust gas temperature, a catalyst bed temperature, an air flow temperature, or an exhaust conduit temperature. The temperature threshold may be a light-off temperature, a minimum temperature of a catalyst bed, a regeneration temperature, a minimum exhaust gas temperature, or a minimum air flow temperature within the system.

[0069] The temperature threshold may establish a minimum temperature entering, within, or leaving the aftertreatment system 114 or at a component or portion of the system 100 before hydrogen dosing is advantageous and the controller 200 causes a thermal management mode. Accordingly, falling below the temperature threshold may indicate that a thermalmanagement mode would increase the temperature and result in more efficient reduction of NOx (e.g., to meet emissions standards). In this way, the temperature threshold assists the controller 200 in causing hydrogen dosing for aftertreatment system thermal management by designating a temperature for which the controller 200 may monitor to determine whether a thermal management mode should be activated and whether hydrogen should be dosed into the system. The temperature threshold may be predefined in the memory 206 in the controller 200, or in another system communicatively coupled to the controller 200. In some embodiments, the temperature threshold may be varied or adjusted by user inputs. Multiple temperature thresholds may exist and be set for different sections / components of the system. For example, one set of temperature thresholds or one calculation for determining a temperature threshold may control at the aftertreatment system 114 inlet, while a separate temperature threshold or calculation to determine the temperature threshold may control at the aftertreatment system 114 outlet.

[0070] At step 404, the method 400 includes receiving, by the controller 200, a H2 threshold. The H2 threshold may be received as a numerical value and represent a threshold value of a concentration of H2 in the exhaust (e.g., in ppm), a H2 flow rate in the exhaust (e.g., grams / second), or another threshold value. The H2 threshold may establish a maximum H2 value entering, within, or leaving the aftertreatment system 114 at which additional hydrogen may not be dosed and a thermal management mode may not be initiated even if the NOx value is at or above the NOx threshold. For example, the H2 threshold may indicate that increasing the H2 value further may lead to an excessively high concentration of hydrogen in the exhaust. Excessively high EE concentrations may result in events that damage the system or components thereof such as unintended combustion of EE, excessive heat production, etc. Accordingly, the EE threshold may serve as an indication / parameter at which to cease / discontinue / disallow EE dosing and / or entering a thermal management mode. The EE threshold may be predefined in the memory 206 in the controller 200, or in another system communicatively coupled to the controller 200. In some embodiments, the EE threshold may be a fixed value or may be dynamic (e.g., calculated based on ambient conditions, operating conditions, etc.). In other embodiments, the EE threshold may be varied or adjusted by user inputs. In still further embodiments, the EE threshold may vary based on a quantity of hydrogen present in a hydrogen / fuel storage tank (e.g., when the tank has a low hydrogencontent such as a hydrogen content of 10% of tank capacity, the H2 threshold may decrease to preserve fuel by disallowing H2 dosing at lower H2 values). Multiple H2 thresholds may exist and be set for different sections / components of the system. For example, one set of NOx thresholds or one calculation for determining an H2 threshold may control at the aftertreatment system 114 inlet, while a separate H2 threshold or calculation to determine the H2 threshold may control at the aftertreatment system 114 outlet.[0071 J At step 408, the method 400 includes the step of receiving, by the controller 200, a temperature value indicative of a temperature associated with a system, such as the system 100 of FIG 1. The temperature value may be the temperature of the exhaust and / or of a component / portion / region of the system 100. The temperature may be determined at one or more of a variety of locations within the system 100. For example, the temperature may be determined (e.g., measured and / or calculated) at one or more exhaust conduits 112, at the inlet of the aftertreatment system 114, at the outlet of the aftertreatment system 114, at the SCR catalyst 130, etc. The temperature may be measured directly by physical sensors such as thermistors, thermocouples, resistance temperature detectors, etc. (e.g., sensors 118) disposed adjacent to or within the flow of the exhaust or a component of the system 100. Alternatively, virtual sensors 118 may be utilized to determine other parameters such as oxygen concentration, fuel consumption, flow rate, and the like to calculate and / or estimate the temperature of the exhaust or the components at one or more locations within the system 100. The temperature may also be calculated / measured as an average temperature over a period of time in order to compare the temperature / average temperature with the temperature threshold, as discussed in step 412 below.

[0072] At step 410, the method 400 includes the step of receiving, by the controller 200, the H2 value associated with the system 100. The controller may determine the H2 value at one or more of a variety of locations within the system 100. For example, the H2 value may be determined (e.g., measured and / or calculated) at one or more of at the exhaust conduitl 12, at the inlet of the aftertreatment system 114, at the outlet of the aftertreatment system 114, etc. The H2 value may be measured directly by physical sensors (e.g., sensors 118) disposed adjacent to or within the flow of the exhaust. Alternatively, virtual sensors 118 may be utilized to determine other parameters such as oxygen concentration, fuel consumption,temperature, flow rate, and the like to calculate and / or estimate the H2 concentration at one or more locations within the system 100. The H2 value may be determined as an amount of H2 in the exhaust (e.g., a measurement in ppm), a flow rate of H2 (grams / second), or another suitable measurement in order to compare the H2 value at a point in time or location in the system with the H2 threshold, as discussed in step 314 below.

[0073] At step 412, the method 400 includes the step of comparing, by the controller 200, the temperature value to the temperature threshold. For example, the controller 200 may determine whether the temperature value of the system 100 exceeds, meets, or falls below the temperature threshold. For example, the controller 200 may receive sensor data indicative of the temperature of the exhaust gas at a location within the system 100 (e.g., at the inlet of the aftertreatment system 114) or the temperature of a component of the system 100 (e.g., the temperature of the SCR catalyst 130). At this step, the controller may compare the temperature value with the temperature threshold at a particular location at a particular time or over a period of time (e.g., to discern whether the temperature value is less than, equal to, or greater than the temperature threshold). The measured or calculated temperature value may be compared to the temperature threshold over a period of time, such that the temperature value is only considered to fall below or meet the temperature threshold if an average temperature value over a period of time (e.g., 5 seconds, 10 seconds) falls below or meets the temperature threshold. The controller 200 may also compare an instantaneous, average, median, or other temperature value with the temperature threshold. Upon determining that the temperature value falls exceeds and / or meets the temperature threshold, the controller may return to step 408. For example, at this step, the controller may determine that the temperature value of the exhaust or of a component of the system is sufficiently high to reduce NOx or regenerate the SCR catalyst 130 (e.g., the aftertreatment system 114 is reducing NOx at a rate / efficiency such that the NOx concentration is remaining below the NOx threshold, is remaining below a regulator NOx emissions standard, is consistent with normal operating conditions, is regenerating or desorbing SOx, etc.).

[0074] Alternatively, at this step, the controller 200 may determine that the temperature value falls below and / or meets the temperature threshold. For example, the controller 200 may determine that the temperature value of the exhaust or the temperature of a component isbelow a desired operating temperature and that dosing hydrogen into the system to increase the temperature of the aftertreatment system 114 and / or the efficiency of NOx reduction is warranted. Accordingly, the method may progress to step 414 and / or step 416.

[0075] At step 414, the method 300 includes the step of comparing, by the controller 200, the H2 value to the H2 threshold. For example, the controller 200 may receive sensor data indicative of the H2 value and determine whether the H2 value at a particular location and time is less than, equal to, or greater than the H2 threshold. At this step, the controller 200 may compare the H2 value to the H2 threshold over a period of time, such that the H2 value is only considered to meet or exceed the H2 threshold if an average H2 value over a period of time (e.g., 5 seconds, 10 seconds) meets or exceeds the H2 threshold. The controller 200 may also compare an instantaneous, average, median, or other H2 value with the H2 threshold.Upon determining that the H2 value meets and / or exceeds the H2 threshold, the controller 200 may return to step 408, for example, rather than proceeding to dose hydrogen into the system. At this step, the H2 value may be at a pre-determined volume of hydrogen that warrants disallowing the addition of more hydrogen into the exhaust (e.g., dosing hydrogen into the system via dosers 117). The controller 200 may also determine that the H2 value in the system is approaching a saturation that could cause damage / excessive heat / unintended combustion in the aftertreatment system 114, the exhaust conduit 112, and / or the engine 102. Accordingly, the controller may return to step 406 rather than dosing hydrogen into the system.

[0076] Alternatively, at this step, the H2 concentration may meet and / or not exceed the H2 threshold. For example, the H2 value may be at a predefined acceptable level to dose additional H2 into the system or the H2 value may be sufficiently below the H2 threshold such that dosing hydrogen into the system to increase the temperature of the aftertreatment system 114 and / or the efficiency of NOx reduction is permissible. Accordingly, the controller 200 may progress to step 416 (or to step 412 in an embodiment wherein step 412 occurs after step 414).

[0077] At step 416, the method 400 includes the step of, after comparing the temperature value to the temperature threshold and comparing the H2 value to the H2 threshold, operating, by the controller 200, the system 100 in the thermal management mode and dosing or causingdosing of hydrogen into the system 100. Like step 316 discussed above, step 416 includes operating in the thermal management mode and dosing hydrogen into the system 100 and may include the controller 200 selecting a quantity of hydrogen to dose into the system. Similarly, after operating in the thermal management mode and dosing hydrogen into the system, the controller 200 may repeat steps 408-414, or may return, for example, to step 408.

[0078] As used herein, the terms “thermal management,” “thermal management operation,” a “thermal management operation mode” and like terms or phrases, refer to a particular temperature operating mode or condition for a system, such as an aftertreatment system and / or one or more components thereof, to maintain and / or obtain a desired temperature (e.g., via the addition or removal of enthalpy or heat energy). For example, “thermal management” may refer to operating an aftertreatment system, and / or components thereof, to actively increase a temperature of those components, such as of a catalyst (e.g., an oxidation catalyst, an SCR catalyst) of the exhaust aftertreatment system, or of the exhaust gas.(0079] As utilized herein with respect to numerical ranges, the terms “approximately,” “about,” “substantially,” and similar terms generally mean + / - 10% of the disclosed values. When the terms “approximately,” “about,” “substantially,” and similar terms are applied to a structural feature (e.g., to describe its shape, size, orientation, direction, etc.), these terms are meant to cover minor variations in structure that may result from, for example, the manufacturing or assembly process and are intended to have a broad meaning in harmony with the common and accepted usage by those of ordinary skill in the art to which the subject matter of this disclosure pertains. Accordingly, these terms should be interpreted as indicating that insubstantial or inconsequential modifications or alterations of the subject matter described and claimed are considered to be within the scope of the disclosure as recited in the appended claims.

[0080] It should be noted that the term “exemplary” and variations thereof, as used herein to describe various embodiments, are intended to indicate that such embodiments are possible examples, representations, or illustrations of possible embodiments (and such terms are not intended to connote that such embodiments are necessarily extraordinary or superlative examples).

[0081] The term “coupled” and variations thereof, as used herein, means the joining of two members directly or indirectly to one another. Such joining may be stationary (e.g., permanent or fixed) or moveable (e.g., removable or releasable). Such joining may be achieved with the two members coupled direction to each other, with the two members coupled to each other using a separate intervening member and any additional intermediate members coupled with one another, or with the two members coupled to each other using an intervening member that is integrally formed as a single unitary body with one of the two members. If “coupled” or variations thereof are modified by an additional term (e.g., directly coupled), the generic definition of “coupled” provided above is modified by the plain language meaning of the additional term (e.g., “directly coupled” means the joining of two members without any separate intervening member), resulting in a narrower definition than the generic definition of “coupled” provided above. Such coupling may be mechanical, electrical, or fluidic. For example, circuit A communicably “coupled” to circuit B may signify that circuit A communicates directly with circuit B (i.e., no intermediary) or communicates indirectly with circuit B (e.g., through one or more intermediaries).

[0082] While circuits with particular functionality is shown in FIG. 2, it should be understood that the controller 200 may include any number of circuits for completing the functions described herein. For example, the activities and functionalities of certain circuits may be combined in multiple circuits or as a single circuit. Additional circuits with additional functionality may also be included. Further, the controller 200 may further control other activity beyond the scope of the present disclosure.

[0083] As mentioned above and in one configuration, the “circuits” may be implemented in machine-readable medium storing instructions for execution by various types of processors, such as the processor 202. An identified circuit of executable code may, for instance, comprise one or more physical or logical blocks of computer instructions, which may, for instance, be organized as an object, procedure, or function. Nevertheless, the executables of an identified circuit need not be physically located together, but may comprise disparate instructions stored in different locations which, when joined logically together, comprise the circuit and achieve the stated purpose for the circuit. Indeed, a circuit of computer readable program code may be a single instruction, or many instructions, and may even be distributedover several different code segments, among different programs, and across several memory devices. Similarly, operational data may be identified and illustrated herein within circuits, and may be embodied in any suitable form and organized within any suitable type of data structure. The operational data may be collected as a single data set, or may be distributed over different locations including over different storage devices, and may exist, at least partially, merely as electronic signals on a system or network.

[0084] While the term “processor” is briefly defined above, the term “processor” and “processing circuit” are meant to be broadly interpreted. In this regard and as mentioned above, the “processor” may be implemented as one or more processors, application specific integrated circuits (ASICs), field programmable gate arrays (FPGAs), digital signal processors (DSPs), or other suitable electronic data processing components structured to execute instructions provided by memory. The one or more processors may take the form of a single core processor, multi-core processor (e.g., a dual core processor, triple core processor, quad core processor, etc.), microprocessor, etc. In some embodiments, the one or more processors may be external to the apparatus, for example the one or more processors may be a remote processor (e.g., a cloud based processor). Alternatively or additionally, the one or more processors may be internal and / or local to the apparatus. In this regard, a given circuit or components thereof may be disposed locally (e.g., a local computing system, etc.) or remotely (e.g., as part of a remote server such as a cloud based server). To that end, a “circuit” as described herein may include components that are distributed across one or more locations.

[0085] Embodiments within the scope of the present disclosure include program products comprising computer or machine-readable media for carrying or having computer or machine-executable instructions or data structures stored thereon. Such machine-readable media can be any available media that can be accessed by a computer. The computer readable medium may be a tangible computer readable storage medium storing the computer readable program code. The computer readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, holographic, micromechanical, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of the computer readable medium may include but are not limited toa portable computer diskette, 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 micromechanical storage device, or any suitable combination of the foregoing. In the context of this document, a computer readable storage medium may 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, apparatus, or device. Machine-executable instructions include, for example, instructions and data which cause a computer or processing machine to perform a certain function or group of functions.

[0086] The computer readable medium may also be a computer readable signal medium. A computer readable signal medium may include a propagated data signal with computer readable program code embodied therein, 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, electro-magnetic, 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 transport computer readable program code for use by or in connection with an instruction execution system, apparatus, or device. Computer readable program code embodied on a computer readable signal medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, Radio Frequency (RF), or the like, or any suitable combination of the foregoing.

[0087] In one embodiment, the computer readable medium may comprise a combination of one or more computer readable storage mediums and one or more computer readable signal mediums. For example, computer readable program code may be both propagated as an electro-magnetic signal through a fiber optic cable for execution by a processor and stored on RAM storage device for execution by the processor.

[0088] Computer readable program code for carrying out operations for aspects of the present disclosure may be written in any combination of one or more other programming languages, including an object oriented programming language such as Java, Smalltalk, C++ or the likeand conventional procedural programming languages, such as the "C" programming language or similar programming languages. The computer readable program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone computer- readable package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet Service Provider).

[0089] Although the figures and description may illustrate a specific order of method steps, the order of such steps may differ from what is depicted and described, unless specified differently above. Also, two or more steps may be performed concurrently or with partial concurrence, unless specified differently above. Such variation may depend, for example, on the software and hardware systems chosen and on designer choice. All such variations are within the scope of the disclosure.

[0090] The foregoing description of embodiments has been presented for purposes of illustration and description. It is not intended to be exhaustive or to limit the disclosure to the precise form disclosed, and modifications and variations are possible in light of the above teachings or may be acquired from this disclosure. The embodiments were chosen and described in order to explain the principals of the disclosure and its practical application to enable one skilled in the art to utilize the various embodiments and with various modifications as are suited to the particular use contemplated. Other substitutions, modifications, changes and omissions may be made in the design, operating conditions and arrangement of the embodiments without departing from the scope of the present disclosure as expressed in the appended claims. Additionally, any element disclosed in one embodiment may be incorporated or utilized with any other embodiment disclosed herein.

[0091] Accordingly, the present disclosure may be embodied in other specific forms without departing from its spirit or essential characteristics. The described embodiments are to be considered in all respects only as illustrative and not restrictive. The scope of the disclosure is, therefore, indicated by the appended claims rather than by the foregoing description. Allchanges which come within the meaning and range of equivalency of the claims are to be embraced within their scope.

Claims

WHAT IS CLAIMED IS:

1. A method for hydrogen dosing for aftertreatment system thermal management, the method comprising: receiving, by a controller, information regarding a NOx threshold and a hydrogen threshold; determining, by the controller, a NOx value indicative of NOx associated with a system; determining, by the controller, a hydrogen value indicative of a characteristic of hydrogen associated with the system; comparing, by the controller, the NOx value to the NOx threshold; comparing, by the controller, the hydrogen value to the hydrogen threshold; and in response to the NOx value being greater than or equal to the NOx threshold and the hydrogen value being is less than or equal to the hydrogen threshold, causing, by the controller, dosing of an amount of hydrogen via one or more dosers in the system.

2. The method of claim 1, wherein: the NOx value is at least one of an amount of NOx, a NOx concentration, a NOx conversion efficiency, or a NOx flow rate; and the NOx threshold is at least one of a maximum NOx amount, a maximum NOx concentration, a maximum NOx flow rate, or a minimum NOx conversion efficiency at a predefined location within the system.

3. The method of claim 1, wherein: the hydrogen value is at least one of a hydrogen concentration, a hydrogen amount, or a hydrogen flow rate; and the hydrogen threshold is at least one of a maximum hydrogen amount, a maximum hydrogen concentration, or a maximum hydrogen flow rate at a location within the system.

4. The method of claim 1, wherein hydrogen is dosed via a late direct injection of hydrogen into an engine.

5. The method of claim 1, wherein hydrogen is dosed into an intake manifold of the system.

6. The method of claim 1, wherein the hydrogen threshold comprises at least a first hydrogen threshold and a second hydrogen threshold, the first hydrogen threshold associated with a first component of the system and the second hydrogen threshold associated with a second component of the system; and wherein the hydrogen value comprises at least a first hydrogen value and a second hydrogen value, the first hydrogen value indicative of a characteristic of hydrogen at the first component and the second hydrogen value indicative of a characteristic of hydrogen at the second component.

7. The method of claim 1, further comprising: determining the amount of hydrogen to dose based on a relative temperature between a current exhaust temperature and a target exhaust temperature.

8. A method for hydrogen dosing for aftertreatment system thermal management, the method comprising: receiving, by a controller, information indicating a temperature threshold and a hydrogen threshold; receiving, by the controller, a temperature value indicative of a temperature associated with a system; receiving, by the controller, a hydrogen value indicative of a characteristic of hydrogen associated with the system; comparing, by the controller, the temperature value to the temperature threshold; comparing, by the controller, the hydrogen value to the hydrogen threshold; and in response to the temperature value being less than or equal to the temperature threshold and the hydrogen value being less than or equal to the hydrogen threshold, causing, by the controller, dosing of an amount of hydrogen via one or more dosers in the system.

9. The method of claim 8, wherein: the temperature value is at least one of an exhaust gas temperature, a catalyst bed temperature, an air flow temperature, or an exhaust conduit temperature; and the temperature threshold is at least one of a light-off temperature, a minimum temperature of a catalyst bed, a regeneration temperature, a minimum exhaust gas temperature, or a minimum air flow temperature within the system.

10. The method of claim 8, wherein: the hydrogen value is at least one of the amount of hydrogen, a hydrogen concentration, or a hydrogen flow rate; and the hydrogen threshold is at least one of a maximum hydrogen amount, a maximum hydrogen concentration, or a maximum hydrogen flow rate at a location within the system.

11. The method of claim 8, wherein hydrogen is dosed via direct injection of hydrogen into an engine.

12. The method of claim 8, wherein hydrogen is dosed into the system at one or more of an intake manifold, upstream of an inlet of the aftertreatment system, or within the aftertreatment system.

13. The method of claim 8, wherein the hydrogen threshold comprises at least a first hydrogen threshold and a second hydrogen threshold, the first hydrogen threshold associated with a first component of the system and the second hydrogen threshold associated with a second component of the system; and wherein the hydrogen value comprises at least a first hydrogen value and a second hydrogen value, the first hydrogen value indicative of a characteristic of hydrogen at the first component and the second hydrogen value indicative of a characteristic of hydrogen at the second component.

14. The method of claim 8, further comprising: determining the amount of hydrogen to dose based on the temperature value relative to the temperature threshold.

15. A system for hydrogen dosing for aftertreatment system thermal management, the system comprising: an aftertreatment system coupled to an internal combustion engine, the aftertreatment system configured to receive exhaust from the internal combustion engine; a doser fluidly coupled to a hydrogen source, the doser configured to dose hydrogen into the system; and a controller coupled to the aftertreatment system and the doser, the controller configured to: receive data of a hydrogen value indicative of a characteristic of hydrogen associated with the system; receive information regarding at least one of: a temperature value indicative of a temperature associated with the system, or a NOx value regarding NOx associated with operation of the system; in response to the hydrogen value being less than or equal to a hydrogen threshold and at least one of the NOx value being greater than or equal to a NOx threshold or the temperature value being less than or equal to a temperature threshold, cause dosing of an amount of hydrogen via the doser in the system.

16. The system of claim 15, wherein in response to a hydrogen level meeting or exceeding a fuel threshold indicative of a quantity of hydrogen in a hydrogen storage tank, the hydrogen threshold is a first value; and in response to the hydrogen level falling below the fuel threshold, the hydrogen threshold is a second value lower than the first value.

17. The system of claim 15, wherein the controller is further configured to determine the amount of hydrogen to dose into the system based on at least one of: an increase in an amount of enthalpy of the aftertreatment system; or a current exhaust temperature relative to a target exhaust temperature.

18. The system of claim 15, wherein the controller is configured to cause the dosing of the amount of hydrogen via direct injection of hydrogen into the internal combustion engine.

19. The system of claim 15, further comprising an air handling system configured to control an intake of air into the internal combustion engine based on one or more air handling parameters, and wherein: the controller is further configured to change the one or more air handling parameters of the air handling system to cause an injection of hydrogen into a cylinder of the internal combustion engine.

20. The system of claim 15, wherein the controller is further configured to determine a first amount of hydrogen to dose at a first location of the system and a second amount of hydrogen to dose at a second location of the system based on a relative temperature between a current exhaust temperature and a target exhaust temperature.

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