Hydrogen purging systems for a hydrogen fueled internal combustion engine

Abstract

A system includes an engine having a crankcase, a first flow control device structured to selectively route an air stream to the crankcase via a first crankcase inlet conduit, a second flow control device structured to selectively route an air stream to the crankcase via a second crankcase inlet conduit, and a controller having at least one memory device and at least one processor. The controller is configured to: receive information regarding a hydrogen content in the system, and cause at least one of the first flow control device or the second flow control device to route air to the crankcase responsive to determining that the hydrogen content exceeds a first threshold.

Description

HYDROGEN PURGING SYSTEMS FOR A HYDROGEN FUELEDINTERNAL COMBUSTION ENGINECROSS-REFERENCE TO RELATED APPLICATION

[0001] This Application claims the benefit of and priority to Indian Provisional Application No. 202441000668 filed January 4, 2024, which is incorporated herein by reference in its entirety.FIELD

[0002] The present invention relates generally to the field of hydrogen purging systems for a hydrogen fueled internal combustion engine.BACKGROUND{00031 A hydrogen fueled internal combustion engine consumes hydrogen fuel to produce power (e.g., for turning a crankshaft of a system embodying the engine, such as vehicle). Unlike internal combustion engines that burn carbonaceous 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 may include sulfur oxides (SOx) originating from burning lubricants, nitrogen oxides (NOx) originating from burning the hydrogen fuel in the presence of air (including nitrogen, N2, and oxygen, O2), and / or water (H2O) originating from burning the hydrogen fuel in the presence of air (including oxygen, O2) or from the presence of water (e.g., humidity) in the intake air. The exhaust may also include unconsumed hydrogen (H2).SUMMARY

[0004] One embodiment relates to a system The system includes an engine having a crankcase, a first flow control device structured to selectively route an air stream to the crankcase via a first crankcase inlet conduit, a second flow control device structured to selectively route an air stream to the crankcase via a second crankcase inlet conduit, and a controller having at least one memory device and at least one processor. The controllerconfigured to: receive information regarding a hydrogen content in the system; and cause at least one of the first flow control device or the second flow control device to route air to the crankcase responsive to determining that the hydrogen content exceeds a first threshold.

[0005] XXX

[0006] 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 DRAWINGS

[0007] FIG. l is a block diagram of a hydrogen fueled internal combustion engine system, according to an example embodiment.

[0008] FIG. 2 is a block diagram of a portion of the engine system of FIG. 1, according to an example embodiment.

[0009] FIG. 3 is a first perspective view of an engine or portion thereof of the engine system of FIG. 1.

[0010] FIG. 4 is a second perspective view of the engine or portion thereof of the engine system of FIG. 1.

[0011] FIG. 5 is a cross-sectional view of the engine or portion thereof of the engine system of FIG. 1.

[0012] FIG. 6 is a block diagram of a portion of the engine system of FIG. 1, according to an example embodiment.

[0013] FIG. 7 is a block diagram of a controller of the system of FIG. 1, according to an example embodiment.

[0014] FIG. 8 is a flow diagram of a method of controlling the engine system of FIG. 1, according to an example embodiment.

[0015] FIG. 9 is a flow diagram of a method of regulating a valve of the engine system of FIG. 1, according to an example embodiment.

[0016] FIG. 10 is a graph depicting a hydrogen concentration in the engine system of FIG. 1 as a function of engine speed, according to an example embodiment.

[0017] FIG. 11 is a computational fluid dynamic image showing a portion of the engine of the engine system of FIG. 1, according to an example embodiment.DETAILED DESCRIPTION

[0018] Following below are more detailed descriptions of various concepts related to, and implementations of, methods, apparatuses, computer-readable media, and systems for purging (e.g., of fluid) a crankcase of a hydrogen fueled internal combustion engine system. The system may purge or enable purging hydrogen from the crankcase of a hydrogen fueled internal combustion engine. 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.

[0019] As utilized herein, the term “estimating” and like terms are used to refer to determining an approximate value based on data (e.g., sensor data, historical sensor data, real-time sensor data, etc.), which may be close but not necessarily exactly the actual value of the determined current or past parameter value. In some embodiments, estimating the value can be performed using one or more models (e.g., statistical models, artificial intelligence models, machine learning models, etc.). As utilized herein, the term “measuring” and like terms are used to refer to determining an approximate parameter value based on detecting or receiving information regarding the parameter (e.g., using a sensor). The measured value may be close but not necessarily exactly the actual parameter value, but the measured value may be a closer approximate to the actual parameter value than the estimated value.

[0020] As utilized herein, the term “operational data” and like terms are used to refer to data regarding the operation of a system, such as an engine system. In some embodiments, operational data may include settings, values, or other information regarding the operation of a system. In some embodiments, the operational data may be measured (e.g., by one or more real sensors), estimated (e.g., by one or more virtual sensors or by a computer device or processing circuit), and / or determined based on a target value.

[0021] As utilized herein, the term “content” and like terms are used to refer to an amount (e.g., absolute amount, a relative amount, etc.) of a substance within a mixture. The amount may be expressed as a value, such as a mass value (e.g., measured in grams, kilograms, etc.), a weigh value (e.g., measured in ounces, pounds, etc.), or another suitable value, such as a molar value. In some embodiments, the amount may be expressed as a concentration (e.g., an amount of a substance divided by the total amount of a mixture), such as parts per million, percent weight, percent mass, molar concentration, volumetric concentration, and so on. For example, a hydrogen content in a gas stream may be a mass of the hydrogen, a concentration of hydrogen relative to the gas stream, a percentage of hydrogen by weight relative to the weight of the gas stream, etc. In another example, a water content in a gas stream may be a mass of the water, a concentration of water relative to the gas stream, a percentage of water by weight relative to the gas stream, etc.

[0022] As described herein, an engine system may include an engine. The engine may include one or more components, such as one or more combustion cylinders and a crankcase. The engine may include a crankshaft disposed in the crankcase. Each combustion cylinder includes a piston, a crank, connected to the crankshaft, and a connecting rod that connects the crank to the piston. Each combustion cylinder defines a combustion chamber. Each cylinder also includes an inlet valve that selectively allows a fluid to flow into the combustion chamber, an exhaust valve that selectively allows a fluid to flow out of the combustion chamber, an igniter, and a fuel injector.

[0023] During operation, the fuel injector provides fuel (e.g., hydrogen) to the combustion chamber. The igniter may ignite the fuel, thereby causing the piston to translate within the combustion chamber and drive the crankshaft (e.g., via the connecting rod and the crank). However, some of the fuel may leak past the piston and into the crankcase.[00241 Advantageously, a control system or controller may control the operation of the engine system to selectively “purge” fluid from the crankcase. As used herein, “purge” and similar terms are used to mean expel or remove, substantially expel or remove (remove a majority of), or otherwise reduce the concentration of undesirable contents. For example, fluids, such as hydrogen, may be purged from the crankcase. The purged fluids may be replaced with another fluid, such as air. In another example, fluids, such as hydrogen, may be diluted to reduce the concentration of the fluid. The purged fluids may be diluted with another fluid, such as air.

[0025] In some embodiments, a control system or controller may monitor one or more parameters of the components of the engine system using one or more sensors (e.g., actual sensors and / or virtual sensors) to collect and / or determine sensor data. For example, the sensor data may include a hydrogen content at or proximate one or more components of the engine system. In some embodiments, the control system may compare sensor data to one or more thresholds to determine whether to implement a purge operation. In other embodiments, the control system may implement a purge operation based on receiving a particular input, such as a user input.

[0026] As described herein, it may be desirable to purge undesirable contents from a crankcase. For example, hydrogen (e.g., unburned H2) in an engine system (e.g., the crankcase) may become flammable due its high combustibility characteristic. Additionally, hydrogen in an engine system may promote “hydrogen embrittlement.” As described herein, hydrogen embrittlement refers to a phenomenon of hydrogen molecules diffusing into metal and reacting with carbon within the metal thereby changing the material properties of the components. For example, hydrogen embrittlement may cause the material of a component to become more brittle.

[0027] In an example embodiment, a system includes an engine having a crankcase. The system includes a first flow control device structured to selectively route an air stream to the crankcase via a first crankcase inlet conduit. The system includes a second flow control device structured to selectively route an air stream to the crankcase via a second crankcase inlet conduit. The system includes a controller having at least one memory device and at least one processor. The controller is configured to receive information regarding a hydrogencontent in the system. The controller is also configured to cause at least one of the first flow control device or the second flow control device to route air to the crankcase responsive to determining that the hydrogen content exceeds a first threshold. Beneficially, a reduction in fluid, namely hydrogen content, in the system may be accomplished which may address the undesirable issues mentioned above.

[0028] Referring now to FIG. 1, a schematic view of a block diagram of an engine system 100 is shown, according to an example embodiment. The engine system 100 includes an engine 102. In some embodiments, the engine system 100 includes an aftertreatment system 120 in exhaust gas receiving communication with the engine 102. The system 100 includes a controller 140 (as shown in FIG. 3). The controller 140 may be communicably coupled to one or more other components of the engine system 100.

[0029] In some embodiments, the engine system 100 includes a turbo device 122 disposed between the engine 102 and the aftertreatment system 120. The turbo device 122 is in exhaust gas receiving communication with the engine 102 and exhaust gas providing communication with the aftertreatment system 120. In these embodiments, the aftertreatment system 120 is in exhaust gas receiving communication with the engine 102 (e.g., via the turbo device 122).

[0030] In the configuration of FIG. 1, the engine system 100 is included in a vehicle. The vehicle may be any type of on-road or off-road vehicle including, but not limited to, wheelloaders, fork-lift trucks, line-haul trucks, mid-range trucks (e.g., pick-up truck, etc.), sedans, coupes, tanks, airplanes, boats, and any other type of vehicle. In another embodiment, the engine system 100 may be embodied in a stationary piece of equipment, such as a power generator or genset. All such variations are intended to fall within the scope of the present disclosure.

[0031] In the configuration shown in FIG. 1, the engine 102 is a hydrogen internal combustion engine (ICE). The hydrogen ICE may consume hydrogen fuel to generate power. In some embodiments, the engine 102 may be part of a hybrid engine system having a combination of an internal combustion engine and at least one electric machine coupled to at least one battery. For example, the engine system 100 may include an electric machine (not shown), such as a motor, a motor generator, an electric starter, etc., that is coupled to theengine 102 via a shaft (e.g., an output shaft, a drive shaft, a crankshaft, etc.). In some embodiments, the engine system 100 may be configured as a mild-hybrid powertrain, a parallel hybrid powertrain, a series hybrid powertrain, or a series-parallel powertrain.

[0032] The engine 102 includes one or more cylinders 104 (e.g., combustion cylinders). The cylinders 104 are described in more detail herein. The engine 102 also includes a crankcase 180. The crankcase 180 houses an output shaft, shown as a crankshaft 182. The crankshaft 182 is structured to receive power from the cylinders 104 and to provide power to a downstream component, such as an axle or other shaft. For example, the crankshaft 182 may rotate (as shown in FIG. 11) so as to provide power to a downstream component.

[0033] Each cylinder 104 defines a combustion chamber 170. Each cylinder 104 has at least one corresponding igniter 106 (e.g., spark plug, glow plug, etc.). The igniter 106 is configured to ignite fuel (e.g., hydrogen) within a corresponding combustion chamber 170. In some embodiments, and as shown in FIGS. 1 and 2, each cylinder 104 has a corresponding fuel injector 108. In these embodiments, the fuel injectors 108 are configured to provide fuel (e.g., hydrogen) to a corresponding cylinder 104 (e.g., within the combustion chamber 170). In other embodiments, the fuel injector(s) 108 may be positioned upstream of the cylinders 104 (e.g., at or within an intake manifold, such as the intake manifold 112, described herein). In these embodiments, the fuel injector(s) 108 are configured to provide fuel (e.g., hydrogen) upstream of the cylinders 104 such that the cylinders 104 receive fuel from the fuel injector(s) 108.

[0034] In some embodiments, each cylinder 104 includes an intake valve 160 and an exhaust valve 162. The intake valve 160 is selectively positionable between an open position and a closed position. In the closed position, the intake valve 160 substantially prevents a gas stream from flowing into or out of the cylinder 104. In the open position and positions between the open position and the closed position, the intake valve 160 allows a gas stream (e.g., an intake gas stream, such as air) to enter the cylinder 104. In some embodiments, the intake valve 160 allows the intake gas stream to flow into the cylinder 104 from the intake manifold 112. The exhaust valve 162 is selectively positionable between an open position and a closed position. In the closed position, the exhaust valve 162 substantially prevents a gas stream from flowing into or out of the cylinder 104. In the open position and in positionsbetween the open position and the closed position, the exhaust valve 162 allows a gas stream (e.g., an exhaust gas stream) to exit the cylinder 104. In some embodiments, the exhaust valve 162 allows the exhaust gas stream to flow into an exhaust conduit 118, described herein.

[0035] The intake valve 160 and the exhaust valve 162 are each operable between an open position and a closed position. During operation of the engine 102, the intake valve 160 and the exhaust valve 162 are each operated between the open position and the closed position. As the intake valve 160 and the exhaust valve 162 are actuated, an intake gas stream (e.g., air or an air-fuel mixture) flows into the cylinder 104 and an exhaust gas stream (e.g., exhaust gas including air, hydrogen, and / or byproducts from combusting the air-fuel mixture, such as NOx, SOx, water, etc.) flows out of the cylinder 104.

[0036] Each cylinder 104 has a corresponding piston 172, a connecting rod 174, and a crank 176. The piston 172 is disposed within the cylinder 104. During operation, the piston 172 may be disposed at least partially within the combustion chamber 170. The piston may include one or more sealing members 173 (e.g., gasket, O-ring, piston ring, etc.) that are each configured to form a seal between the piston 172 and an inside surface of the cylinder 104. The piston 172 is coupled to the connecting rod 174. The connecting rod 174 is coupled to the crank 176. The crank 176 is coupled to the crankshaft 182.

[0037] In some embodiments, the engine 102 includes six cylinders 104. However, it should be understood that the engine 102 may include more or fewer cylinders 104 (e.g., at least one). Furthermore, the cylinders 104 may be provided in varying arrangements (e.g., in-line, horizontal, V, or other suitable cylinder arrangement).

[0038] During operation, the fuel injector 108 provides fuel (e.g., hydrogen) to the combustion chamber 170, and the intake valve 160 allows air into the combustion chamber 170. The igniter 106 may ignite the air-fuel mixture within the combustion chamber 170, thereby causing the piston 172 to translate within the combustion chamber 170 and drive the crankshaft 182 (e.g., via the connecting rod 174 and the crank 176). The outlet valve 162 may allow the combustion products (e.g., air, water, unconsumed hydrogen, or other fluid(s) remaining in the combustion chamber 170) to exit the combustion chamber 170 and flow to adownstream component, such as the turbo device 122. However, some of the fuel (and other gases) may leak between the piston 172 and the inside surface of the cylinder 104 and into the crankcase 180. The gases that leak into the crankcase 180 are referred to as “crankcase blowby gases” or “blowby gases.”

[0039] The engine system 100 includes an intake conduit 110. The intake conduit 110 is configured to route an intake gas stream, including air (e.g., ambient air, compressed air, etc.), to the engine 102. In some embodiments, the intake conduit 110 may include a manifold (e.g., an intake manifold) that is configured to route air to each of the cylinders 104. The intake conduit 110 may be structured to receive ambient air from the atmosphere.

[0040] The engine system 100 includes an intake air throttle (IAT) valve 114. The IAT valve 114 is disposed at the intake conduit 110. The IAT valve 114 is structured to control an amount of air supplied to the engine 102. The IAT valve 114 may be actuated (e.g., by an actuator controlled by the controller 140) between an open position and a closed position. In the open position, the IAT valve 114 allows a maximum amount of air to flow from the air intake to the engine 102. In the closed position, the IAT valve 114 allows a minimum amount of air to flow from the air intake to the engine 102. The controller 140 may selectively actuate the IAT valve 114 (e.g., by controlling the actuator) in a plurality of positions between and / or including the open position and the closed position to adjust the amount of air received by the engine 102.

[0041] The engine system 100 includes an exhaust conduit 118 configured to route an exhaust gas from the engine 102 to a downstream component. In some embodiments, the exhaust conduit 118 includes an exhaust manifold that is configured to route an exhaust gas stream from each of the cylinders 104 to the downstream component. The downstream component may include one or more of the aftertreatment system 120 and / or the turbo device 122. In some embodiments, a first portion of the exhaust conduit 118 is disposed between the engine 102 and turbo device 122. The first portion of the exhaust conduit 118 is configured to route the exhaust gas stream from the engine 102 to turbo device 122. In some embodiments, a second portion of the exhaust conduit 118 is disposed between the turbo device 122 and the aftertreatment system 120. The second portion of the exhaust conduit 118 is configured to route the exhaust gas stream from the turbo device 122 to the aftertreatment system 120.

[0042] The aftertreatment system 120 is in exhaust gas receiving communication with the engine 102. The aftertreatment system 120 includes components used to reduce exhaust emissions, such as a selective catalytic reduction (SCR) catalyst, an oxidation catalyst (DOC), a particulate filter (PF), an exhaust fluid doser with a supply of exhaust fluid, a plurality of sensors for monitoring the aftertreatment system (e.g., a nitrogen oxide (NOx) sensor, temperature sensors, etc.), and / or still other components.

[0043] The turbo device 122 may be any type of turbo machinery, such as a turbocharger, a variable geometry turbocharger, a power turbine, etc. The turbo device 122 may be operatively coupled to the engine 102 and / or another component of the engine system 100, such as a drivetrain, a battery, an electric machine, or other suitable component. In some embodiments, the turbo device 122 includes a turbine 184 and a compressor 186. The turbine 184 is driven (e.g., rotated) by the flow of exhaust gas. The rotation of the turbine 184 drives the compressor 186. The compressor 186 is structured to receive a gas stream (e.g., an ambient air stream, an exhaust gas stream, or other air stream). The turbo device 122 is configured to compress the received gas stream and provide the compressed gas stream to the engine 102. For example, as shown in FIG. 1, the turbo device 122 may be coupled to the intake conduit 110 such that the turbo device 122 is operative to provide the compressed gas stream to the engine 102 (e.g., via the intake conduit 110). The aftertreatment system 120 may be in exhaust gas receiving communication with the turbine 184 of the turbo device 122. The engine 102 may be in compressed gas receiving communication with the compressor 186 of the turbo device 122. In some embodiments, the compressor 186 receives an air stream from an air cleaner 188. The air cleaner 188 is described herein below.

[0044] In some embodiments, the engine system 100 includes an interstage cooler 123 disposed between the compressor 186 of the turbo device 122 and the engine 102. The interstage cooler 123 is configured to cool (e.g., reduce the temperature of) a compressed gas stream passing therethrough.

[0045] In some embodiments, the engine system 100 includes an air cleaner 188. The air cleaner 188 is structured to clean an air stream (e.g., an ambient air stream). For example, the air cleaner 188 may include one or more components for facilitating cleaning the air stream, such as one or more filters. The air cleaner 188 is structured to route an air stream (e.g., anambient air stream, a clean air stream, etc.) to one or more downstream components, such as the turbo device 122 or another component of the engine system 100.(0046] In some embodiments, the engine system 100 includes a first crankcase inlet conduit 128. The first crankcase inlet conduit 128 is configured to route a gas stream (e.g., a compressed gas stream) from the compressor 186 and to the crankcase 180. The interstage cooler 123 may be positioned along the first crankcase inlet conduit 128 such that the interstage cooler 123 cools the compressed gas stream flowing through the first crankcase inlet conduit 128. In some embodiments, the engine system 100 includes a first flow control device 129 (e.g., valve, regulator, etc.) configured to control the flow of the gas stream through the first crankcase inlet conduit 128. For example, the first flow control device 129 may control an amount of gas that flows into the crankcase 180 via the first crankcase inlet conduit 128. The first flow control device 129 is operable between a closed position and an open position. In the closed position, the first flow control device 129 substantially prevents a gas stream from flowing through the first crankcase inlet conduit 128 to the crankcase 180. In the open position and positions between the open position and the closed position, the first flow control device 129 allows a gas stream (e.g., a compressed gas stream) to flow through the first crankcase inlet conduit 128 and enter the crankcase 180.(0047] In some embodiments, the first crankcase inlet conduit 128 is coupled to the crankcase 180 at a first location 192 and a second location 194. In this way, the first crankcase inlet conduit 128 provides the compressed gas stream to the crankcase 180 at the first location 192 and at the second location 194. As shown in FIG. 3, the first location 192 is proximate a first cylinder and a second cylinder of the cylinders 104, and the second location 194 is proximate a fifth cylinder and a sixth cylinder of the cylinders 104.(0048] In some embodiments, the engine system 100 includes an air compressor 142. The air compressor 142 is configured to compress an air stream (e.g., an ambient air stream from the atmosphere or a clean air stream from the air cleaner 188). In some embodiments, the engine system 100 includes a second crankcase inlet conduit 144. The second crankcase inlet conduit 144 is configured to route the compressed gas stream from the air compressor 142 and to the crankcase 180. In some embodiments, the engine system 100 includes a second flow control device 145 (e.g., valve, regulator, etc.) configured to control the flow of the compressed gasstream through the second crankcase inlet conduit 144. For example, the second flow control device 145 may control an amount of compressed gas that flows into the crankcase 180 via the second crankcase inlet conduit 144. The second flow control device 145 is operable between a closed position and an open position. In the closed position, the second flow control device 145 substantially prevents a gas stream from flowing through the second crankcase inlet conduit 144 to the crankcase 180. In the open position and positions between the open position and the closed position, the second flow control device 145 allows a gas stream (e.g., a compressed gas stream) to flow through the second crankcase inlet conduit 144 and enter the crankcase 180.

[0049] In some embodiments, the second crankcase inlet conduit 144 is coupled to the crankcase 180 at a third location 196. In this way, the second crankcase inlet conduit 144 provides the compressed gas stream to the crankcase 180 at the third location 196. As shown in FIG. 4, the third location 196 is proximate a third cylinder and a fourth cylinder of the cylinders 104.

[0050] In other embodiments, the first crankcase inlet conduit 128 and / or the second crankcase inlet conduit 144 are coupled to the crankcase 180 at other location. For example, as shown in FIGS. 5 and 6, the first crankcase inlet conduit 128 and / or the second crankcase inlet conduit 144 may be coupled to the crankcase 180 at one or more locations 190. The each of the one or more locations 190 may be proximate one or more cylinders 104. In the embodiment shown in FIG. 5, each location is proximate a corresponding cylinder 104.

[0051] The engine system 100 also includes a fuel system 124. The fuel system 124 is configured to provide fuel (e.g., hydrogen) to the engine 102. More specifically, the fuel system 124 is configured to provide fuel to each of the one or more cylinders 104 (e.g., via the fuel injectors 108). The fuel system 124 may be coupled to or include one or more components for providing the fuel to the engine 102, such as a storage tank 132 for storing the fuel, one or more regulators 134 (e.g., valves, solenoids, etc.) for controlling an amount or a timing of fuel provided to the engine 102, and / or the fuel injectors 108. As shown in FIG. 2, the engine system 100 may include one or more regulators 134, such as a first regulator and a second regulator. In some embodiments, when the engine system 100 includes at least two regulators 134, such as a first regulator and a second regulator, the engine system 100includes at least one filter 136 (e.g., filtering element, etc.) disposed between the first regulator 134 and the second regulator 134. The filter 136 is configured to filter a fluid, such as hydrogen fuel, flowing therethrough. For example, the filter 136 may include one or more filter media configured to separate and trap contaminants in the hydrogen fuel. In some embodiments, multiple filter elements may be included in the system.

[0052] In some embodiments, the controller 140 is operatively coupled to the fuel system 124 and / or the fuel injectors 108, such that the controller 140 may control the operation of the fuel system 124 and / or the fuel injectors 108. More specifically, the controller 140 may control the fuel system 124 and / or the fuel injectors 108 to control an amount and / or a timing of fuel provided to the engine 102.

[0053] The engine system 100 includes a crankcase ventilation system 150. The crankcase ventilation system 150 is configured to route a gas stream (e.g., a crankcase blowby gas stream) out of the crankcase 180. In some embodiments, the crankcase ventilation system 150 may include one or more filters for filtering liquids (e.g., lubricant oil) out of the crankcase blowby gas stream. The crankcase ventilation system 150 may include a crankcase ventilation conduit 152 that routes the crankcase blowby gas stream to the compressor 186 of the turbo device 122. In some embodiments, the crankcase ventilation conduit 152 is coupled to the crankcase 180 at one or more crankcase outlet ports 154. The crankcase outlet ports 154 are shown and described in greater detail herein with respect to FIG. 6.

[0054] As shown, a plurality of sensors 125 are included in the engine system 100. The number, placement, and type of sensors included in the engine system 100 is shown for example purposes only. That is, in other configurations, the number, placement, and type of sensors may differ. The sensors 125 may be gas constituent sensors (e.g., NOx sensors, oxygen sensors, H2O / humidity sensors, hydrogen sensors, etc.), temperature sensors, particulate matter (PM) sensors, flow rate sensors (e.g., mass flow rate sensors, volumetric flow rate sensors, etc.), other exhaust gas emissions constituent sensors, pressure sensors, some combination thereof, and so on. The gas constituent sensors may include a hydrogen sensor that is structured to acquire data indicative of the presence of hydrogen at or proximate the sensor 125, such as in a gas stream (e.g., a hydrogen content of the gas stream).

[0055] As shown in FIG. 1, the sensors 125 may be located at or proximate the crankcase 180, the crankcase ventilation system 150, and / or the crankcase ventilation conduit 152. It should be understood that the location of the sensors may vary, and the engine system 100 may include more or fewer sensors than as shown in FIG. 1.

[0056] Additional sensors may be also included with the system 100. The sensors may include engine-related sensors (e.g., torque sensors, speed sensors, pressure sensors, flowrate sensors, temperature sensors, etc.). The sensors may further include sensors associated with other components of the vehicle, such as the aftertreatment system 120, the turbo device 122, or the fuel system 124. For example, the sensor may include speed sensor of the turbo device 122, a fuel quantity and injection rate sensor, fuel rail pressure sensor, etc.100571 The sensors 125 may be real or virtual (i.e., a non-physical sensor that is structured as program logic in the controller 140 that makes various estimations or determinations). For example, an engine speed sensor may be a real or virtual sensor arranged to measure or otherwise acquire data, values, or information indicative of a speed of the engine 102 (typically expressed in revolutions-per-minute). The sensor is coupled to the engine (when structured as a real sensor) and is structured to send a signal to the controller 140 indicative of the speed of the engine 102. When structured as a virtual sensor, at least one input may be used by the controller 140 in an algorithm, model, lookup table, etc. to determine or estimate a parameter of the engine (e.g., power output, etc.). Any of the sensors 125 described herein may be real or virtual.

[0058] The controller 140 is coupled, and particularly communicably coupled, to the sensors 125. Accordingly, the controller 140 is structured to receive data from one or more of the sensors 125 and provide instruct! ons / informati on to the one or more sensors 125. The received data may be used by the controller 140 to control one or more components in the system 100 as described herein.

[0059] In some embodiments, the engine system 100 includes an operator input / output (VO) device (not shown). The operator I / O device may be coupled to the controller 140, such that information may be exchanged between the controller 140 and the I / O device, where the information may relate to one or more components of FIG. 1 or determinations (describedbelow) of the controller 140. The operator I / O device enables an operator of the system 100 to communicate with the controller 140 and one or more components of the system 100 of FIG. 1. For example, the operator input / output device may include, but is not limited to, an interactive display, a touchscreen device, one or more buttons and switches, voice command receivers, etc. In this way, the operator input / output device may provide one or more indications or notifications to an operator, such as a malfunction indicator lamp (MIL), etc. Additionally, the vehicle may include a port that enables the controller 140 to connect or couple to a scan tool so that fault codes and other information regarding the vehicle may be obtained.

[0060] The controller 140 is structured to control, at least partly, the operation of the system 100 and associated sub-systems, such as the engine 102. Communication between and among the components may be via any number of wired or wireless connections. For example, a wired connection may include a serial cable, a fiber optic cable, a CAT5 cable, or any other form of wired connection. In comparison, a wireless connection may include the Internet, WiFi, cellular, radio, etc. In one embodiment, a controller area network (CAN) bus provides the exchange of signals, information, and / or data. The CAN bus includes any number of wired and wireless connections. Because the controller 140 is communicably coupled to the systems and components of FIG. 1, the controller 140 is structured to receive data from one or more of the components shown in FIG. 1. The structure and function of the controller 140 is further described in regard to FIG. 7.

[0061] As the components of FIG. 1 are shown to be embodied in the system 100, the controller 140 may be structured as one or more electronic control units (ECUs), such as one or more microcontrollers. The controller 140 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 unit, an engine control module, etc.

[0062] Now referring to FIG. 6, a block diagram of the engine system 100 is shown, according to another example embodiment. A first side 102a (e.g., an outlet side) of the engine 102 and a second side 102b (e.g., an inlet side) of the engine 102 are shown in relation to the other components of the engine system 100.

[0063] In the embodiment shown in FIG. 6, the first crankcase inlet conduit 128 and the second crankcase inlet conduit 144 are coupled to the crankcase 180 at a plurality of locations 190. In some embodiments, each of the locations 190 corresponds to a cylinder 104. For example, the locations 190 may depend on a cylinder configuration of the engine 102. In other embodiments, the locations 190 may or may not correspond to a cylinder 104. In some embodiments, the crankcase 180 includes a plurality of crankcase inlet ports 198 disposed at each of the locations 190. The crankcase inlet ports 198 enable fluid communication from the first crankcase inlet conduit 128 and the second crankcase inlet conduit 144 to the crankcase 180.

[0064] The crankcase ventilation conduit 152 is coupled to the crankcase 180 at a plurality of locations 156. In some embodiments, each of the locations 156 corresponds to a cylinder 104. For example, the locations 156 may depend on a cylinder configuration of the engine 102. In other embodiments, the locations 156 may or may not correspond to a cylinder 104. In some embodiments, the crankcase 180 includes a plurality of crankcase outlet ports 154 disposed at each of the locations 156. The crankcase outlet ports 154 enable fluid communication from the crankcase 180 to the crankcase ventilation conduit 152.

[0065] Advantageously, the multiple connections enable a supply of air (e.g., via the inlet ports 198) and enable an extraction of crankcase blowby gases (e.g., via the outlet ports 154), which may improve the effectiveness of a purge operation. For example, a relatively greater amount (e.g., mass, volume, etc.) of hydrogen may be extracted from the crankcase 180 via the outlet ports 154 and a relatively greater amount of air may be provided to the crankcase 180 via the inlet ports 198.

[0066] Now referring to FIG. 7, a schematic diagram of the controller 140 of the system 100 of FIG. 1 is shown, according to an example embodiment. As shown, the controller 140 includes at least one processing circuit 202 having at least one processor 204 and at least one memory device 206, and a communications interface 216. The controller 140 is structured to facilitate purging fluid from the crankcase 180 of the engine 102. In some embodiments, the fluid is hydrogen gas. As described above, the hydrogen may enter the crankcase 180 by leaking between a piston 172 and an inner surface of a cylinder 104 (e.g., when the hydrogenis not combusted during combustion). Specific processes for purging fluid from the crankcase 180 are described herein below.

[0067] In one configuration, the processing circuit 202 is embodied as machine or computer- readable media storing instructions that are executable by a processor, such as processor 204. As described herein and amongst other uses, the machine-readable media facilitates performance of certain operations to enable reception and transmission of data. For example, the machine-readable media may provide an instruction (e.g., command, etc.) to, e.g., acquire data. In this regard, the machine-readable media may include programmable logic that defines the frequency of acquisition of the data (or, transmission of the data). The computer readable media 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 languages, 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.).

[0068] In another configuration, the processing circuit 202 is embodied as a hardware unit, such as one or more electronic control units. As such, the processing circuit 202 may be embodied as one or more circuitry components including, but not limited to, processing circuitry, network interfaces, peripheral devices, input devices, output devices, sensors, etc. In some embodiments, the processing circuit 202 may take the form of one or more analog circuits, electronic circuits (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 processing circuit 202 may include 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 processing circuit 202 may also include or be programmable hardware devices such as field programmable gate arrays, programmable array logic, programmable logic devices or the like.

[0069] In the example shown, the controller 140 includes the at least one processing circuit 202 having the at least one processor 204 and the at least one memory device 206. The processing circuit 202 may be structured or configured to execute or implement the instructions, commands, and / or control processes described herein. The depicted configuration represents the processing circuit 202 as being embodied as or including machine or computer-readable media storing instructions (which may be stored by the memory device 206). However, as mentioned above, this illustration is not meant to be limiting as the present disclosure contemplates other embodiments where the processing circuit 202 is configured as a hardware unit. All such combinations and variations are intended to fall within the scope of the present disclosure.

[0070] The processor 204 may be implemented as one or more single- or multi-chip processors, digital signal processors (DSPs), application specific integrated circuits (ASICs), field programmable gate arrays (FPGAs), and / or suitable processors (e.g., other programmable logic devices, discrete hardware components, etc. to perform the functions described herein). A processor may be a microprocessor, a group of processors, etc. A processor also may be implemented as a combination of computing 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 one or more processors may be shared by multiple circuits. Alternatively or additionally, the one or more processors may be structured to perform or otherwise execute certain operations independent of one or more co-processors. 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.[00711 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 for completing or facilitating the various processes, layers and modules described in the present disclosure. For example, the memory device 206 may include dynamic random-access memory (DRAM). The memory device 206 may be communicably connected to the processor 204 to provide computer code or instructions to the processor 204for 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 code components, script components, or any other type of information structure for supporting the various activities and information structures described herein.

[0072] The communications interface 216 may include any combination of wired and / or wireless interfaces (e.g., jacks, antennas, transmitters, receivers, transceivers, wire terminals) for conducting data communications with various systems, devices, or networks structured to enable in-vehicle communications (e.g., between and among the components of the vehicle) and out-of-vehicle communications (e.g., with a remote server). For example, and regarding out-of-vehicle / system communications, the communications interface 216 may include an Ethernet card and port for sending and receiving data via an Ethernet-based communications network and / or a Wi-Fi transceiver for communicating via a wireless communications network. The communications interface 216 may be structured to communicate via local area networks or wide area networks (e.g., the Internet) and may use a variety of communications protocols (e.g., IP, LON, Bluetooth, ZigBee, radio, cellular, near field communication).

[0073] As shown in FIG. 7, the communications interface 216 may enable communication with the engine 102, the aftertreatment system 120 (and / or a component thereof), the one or more sensors 125, the IAT valve 114, and / or the fuel system 124 (and / or a component thereof, such as one or more regulators 134). In some embodiments, the communications interface 216 may enable communication with the first flow control device 129 and / or the second flow control device 145. In some embodiments, the communications interface 216 may enable communication with an electric machine (not shown).(0074] In some embodiments, the controller 140 is structured to selectively operate the first flow control device 129 and / or the second flow control device 145. In an example embodiment the controller 140 may operate the first flow control device 129 and / or the second flow control device 145 based on comparing one or more inputs to a corresponding threshold. The one or more inputs may include a hydrogen content value at or proximate the crankcase 180 and / or a hydrogen content value at or proximate the crankcase ventilation conduit 152.

[0075] The controller 140 is configured to selectively operate the first flow control device 129. In an example embodiment, when the controller 140 operates the first flow control device 129, the first crankcase inlet conduit 128 is configured to route a compressed gas stream from the compressor 186 of the turbo device 122 (e.g., after the interstage cooler 123) to the crankcase 180 to purge hydrogen inside crankcase 180 at the first location 192 and / or at the second location 194. In some embodiments, providing the compressed gas stream to the crankcase 180 decreases the concentration of hydrogen inside crankcase 180 by diluting the hydrogen with the compressed air. In some embodiments, the compressed air forces at least a portion of the hydrogen within the crankcase 180 to flow out of the crankcase 180 via the crankcase ventilation system 150.

[0076] The controller 140 is configured to selectively operate the second flow control device 145. In another example embodiment, the second crankcase inlet conduit 144 is configured to route a compressed gas stream from the air compressor 142 to the crankcase 180 to purge hydrogen inside crankcase 180 at the third location 196. In some embodiments, providing the compressed gas stream to the crankcase 180 decreases the concentration of hydrogen inside crankcase 180 by diluting the hydrogen with the compressed air. In some embodiments, the compressed air forces at least a portion of the hydrogen within the crankcase 180 to flow out of the crankcase 180 via the crankcase ventilation system 150.

[0077] In some embodiments, the controller 140 is structured to operate the first flow control device 129 and the second flow control device 145 independent of each other. In this way, the controller 140 may selectively control an amount of compressed air provided to the crankcase 180. For example, the controller 140 may use one or more of a lookup table or a model (e.g., a mathematical model, a statistical model, a machine learning model, etc.) that correlates engine operating conditions (e.g., the above described inputs), such as hydrogen ramp rate, with controls for the first flow control device 129 and / or the second flow control device 145. In this way, the controller 140 may operate the first flow control device 129 and / or the second flow control device 145 to purge the hydrogen from the crankcase 180 at various cylinder locations.

[0078] In another example embodiment, the crankcase ventilation system 150 is coupled to the crankcase 180 and the compressor 168 of the turbo device 122. The crankcase ventilationconduit 152 routes blowby gas containing hydrogen from the crankcase 180 to the turbo device 122.

[0079] In some embodiments, a first sensor 125 (e.g., a hydrogen sensor) is disposed proximate or in the crankcase 180. The first sensor 125 may acquire data regarding a hydrogen content in the crankcase 180. In some embodiments a second sensor 125 is disposed proximate the crankcase ventilation conduit 152. The second sensor 125 is configured to acquire data regarding a hydrogen content in the crankcase ventilation conduit 152. In some embodiments, the crankcase blowby gases include hydrogen (e.g., unburned hydrogen that leaked into the crankcase 180) and air (e.g., air routed to the crankcase 180 via the first crankcase inlet conduit 128 and / or the second crankcase inlet conduit 144). The controller 140 may receive sensor data from the first sensor and / or the second sensor. The controller 140 may send control signals to the first flow control device 129 and / or the second flow control device 145 based on the sensor data.

[0080] Now referring to FIG. 8, a flow diagram of a method 300 of purging a fluid, such as hydrogen, from the crankcase 180 is shown, according to an example embodiment. In particular, the controller 140 is structured to enable a procedure to purge a fluid from the crankcase 180.[00811 At process 310, the controller 140 is structured to receive one or more inputs. In an example embodiment, the inputs include a hydrogen content value received from one or more sensors 125. The hydrogen content value may include a hydrogen concentration (e.g., as a percentage, in parts per million, etc.). The hydrogen content value may include a hydrogen concentration rate of change (referred to herein as a “hydrogen ramp rate”), such as a change in hydrogen concentration per unit time (e.g., 1% per second 3% per second, etc.). In other embodiments, the one or more inputs may include another value or operational parameters.

[0082] The inputs may include an engine start condition. The engine start condition may include one or more of a key on, an engine start button press, or another suitable engine start request.

[0083] The inputs may include a vehicle speed demand and / or a vehicle load demand. The vehicle speed demand and the vehicle load demand may be a desired or target vehicle speed and / or engine load. The target values for vehicle speed and engine load may be determined based on one or more inputs, such as a user input.10084] The inputs may include a pedal position (e.g., an acceleration pedal position, a brake pedal position, etc.). The pedal position may be measured by a real sensor 125 and / or determined by a virtual sensor.

[0085] The inputs may include a pressure value, such as a pressure value regarding a pressure of hydrogen fuel at the fuel system 124 and / or a component thereof, such as the regulator 134. The pressure value may be measured by one or more real sensors 125 or determined by a virtual sensor 125. In some embodiments, the pressure value may include a pressure value regarding a pressure of hydrogen at a predetermined location in the engine system 100. For example, the pressure value may include a pressure value regarding a pressure of hydrogen at the crankcase 180, the crankcase ventilation system 150, and / or at another location in the engine system 100.

[0086] The inputs may include one or more operational parameters of the fuel system 124, such as a fueling command, an air-to-fuel ratio (ARF), a position of the regulator 134, an amount of fuel stored at the fuel storage tank 132, and / or other suitable operational parameter of the fuel system 124. The operational parameter of the fuel system 124 may be measured by one or more real sensors 125 or determined by a virtual sensor 125. In some embodiments, the operational parameter of the fuel system 124 may be a command generated by the controller 140.

[0087] At process 320, the controller 140 is configured to compare the inputs to one or more thresholds. More specifically, the controller 140 may compare a first hydrogen content value (e.g., a hydrogen ramp rate value) to a first predetermined threshold. In some embodiments, the hydrogen ramp rate value may correspond to a hydrogen ramp rate at a location within the engine system 100. For example, a first hydrogen ramp rate value may correspond to a hydrogen ramp rate at or in the crankcase 180. A second hydrogen ramp rate value may correspond to a hydrogen ramp rate at or in the crankcase ventilation conduit 152. In some 1embodiments, the hydrogen ramp rate at each location is compared to a corresponding threshold. For example, a first threshold may correspond to the crankcase 180, and a second threshold may correspond to the crankcase ventilation conduit 152.

[0088] Responsive to the first hydrogen content value (e.g., the hydrogen ramp rate value) being below the first predetermined threshold, the method 300 may continue to process 360. Responsive to the first hydrogen content value (e.g., the hydrogen ramp rate value) being at or above the first predetermined threshold, the method 300 may continue to process 330.

[0089] At process 330, the controller 140 may control the operation of one or more components of the engine system 100 based on comparing the inputs to one or more thresholds. For example, responsive to the first hydrogen content value (e.g., the hydrogen ramp rate value) being at or above the first predetermined threshold, the controller 140 may implement or initiate a purge operation. The purge operation may include causing one or more of the first flow control device 129 or the second flow control device 145 to allow a compressed gas stream to flow into the crankcase 180. In this way, the controller 140 may dilute the hydrogen content in the crankcase 180 with air. The purge operation may include causing the crankcase ventilation system 150 to route crankcase blowby gases out of the crankcase 180. In this way, the controller 140 may remote or substantially remove the crankcase blowby gases, including hydrogen, out of the crankcase 180. A method of controlling the first flow control device 129 and / or the second flow control device 145 is described in greater detail herein with respect to FIG. 9.

[0090] At process 340, the controller 140 may receive a new (e.g., second) input or inputs a predetermined time after initiating the purge operation. The new input may include a new or second hydrogen content value (e.g., a second hydrogen ramp rate value). The controller 140 may compare the second hydrogen content value (e.g., the second hydrogen ramp rate value) to the first predetermined threshold. In some embodiments, the controller 140 may receive the second input or inputs (e.g., the hydrogen content value, the second hydrogen ramp rate value, etc.) responsive to implementing the purge operation. In some embodiments, the controller 140 may receive the second input or inputs after completing the purge operation.

[0091] Responsive to the second hydrogen content value (e.g., the second hydrogen ramp rate value) being below the first predetermined threshold, the method 300 may continue to process 360. Responsive to the second hydrogen content value (e.g., the second hydrogen ramp rate value) being at or above the first predetermined threshold, the method 300 may continue to process 350.

[0092] At process 350, responsive to the second hydrogen content value (e.g., the new or second hydrogen ramp rate value) being at or above the threshold, the controller 140 may initiate one or more operations. The controller 140 may initiate an operation based on the hydrogen ramp rate value. For example, the controller 140 may use a look-up table that correlates the hydrogen ramp rate value to a corresponding operation.100931 The operations may include providing a notification to a user device regarding the second hydrogen content value (e.g., the new or second hydrogen ramp rate value). For example, the controller 140 may cause the operator I / O device to display a notification or alert regarding the second hydrogen content value. The operator input / output device may include, but is not limited to, an interactive display, a touchscreen device, one or more buttons and switches, voice command receivers, etc. In this way, the operator input / output device may provide one or more indications or notifications to an operator, such as a malfunction indicator lamp (MIL), etc. In some embodiments, the notification may be provided to a user device (e.g., via a push notification, a text message, an email, or other suitable notification). The controller may provide the notification responsive to the second hydrogen content value (e.g., the second hydrogen ramp rate) being below a second predetermined threshold. In some embodiments, the second predetermined threshold is 0.6% / sec.

[0094] The operations may include derating the engine 102. As used herein, “derate” and similar terms refer to reducing the output of an engine (e.g., torque, speed, power, etc.). In some embodiments, the controller 140 may derate the engine 102 at or below predetermined output value, such as a predetermined engine speed, a predetermined engine torque, and / or a percentage of a maximum engine speed or torque. For example, the controller 140 may derate the engine 102 to 50% of a maximum engine output value. The controller 140 may derate the engine 102 responsive to the second hydrogen content value being at or above a thirdpredetermined threshold and at or below a fourth predetermined threshold. In some embodiments, the third predetermined threshold is 1% / sec. In some embodiments, the fourth predetermined threshold is 2% / sec.

[0095] The operations may include operating the first flow control device 129, the second flow control device 145, and / or the crankcase ventilation system 150. In some embodiments, the controller 140 may cause the first flow control device 129 and / or the second flow control device 145 to provide a compressed gas stream to the crankcase 180. Additionally and / or alternatively, the controller 140 may cause the crankcase ventilation system 150 to route crankcase blowby gases out of the crankcase 180. The controller 140 may operate the first flow control device 129, the second flow control device 145, and / or the crankcase ventilation system 150 responsive to the second hydrogen content value being at or above the fourth predetermined threshold and at or below a fifth predetermined threshold. In some embodiments, the fifth predetermined threshold is 3% / sec.(0096] The operations may include causing the engine 102 and / or the fueling system 124 to shut down. For example, the controller 140 may cause the engine 102 to cease combusting fuel (e.g., by turning off the igniters 106). The controller 140 may cause the fueling system 124 to cease providing fuel to the engine 102. In some embodiments, the controller 140 may cause the engine 102 and / or the fueling system 124 to shut down responsive to the second hydrogen content value being at or above the fifth predetermined threshold and at or below a sixth predetermined threshold. In some embodiments, the sixth predetermined threshold is 6% / sec.

[0097] The operations may include an active hydrogen purge. The active hydrogen purge may include causing the crankcase blowby gases to be vented to the atmosphere and / or activating an automatic fire suppression system (AFSS). The controller 140 may cause the crankcase ventilation system 150 to route the crankcase blowby gases to the atmosphere. Additionally and / or alternatively the controller 140 may activate an AFSS to provide an inert media, such as nitrogen gas, into the crankcase 180. The controller 140 may initiate the active hydrogen purge responsive to the second hydrogen content value being at or above the sixth predetermined threshold and at or below a seventh predetermined threshold. In some embodiments, the seventh predetermined threshold is 8% / sec.[00981 In any of the above-described embodiments, the predetermined thresholds may be adjusted on a case-by-case basis. For example, the predetermined thresholds may be adjusted based on a size of the engine 102 and / or based on changes in other components of the engine system 100.10099] The operations may include a crank inhibitor operation. The crank inhibitor operation may include substantially preventing the crankshaft 182 from rotating. For example, the crankshaft 182 may be prevented from rotating due to combustion in the engine 102 and / or due to an electric machine (e.g., an electric starter) rotating the crankshaft 182. In this way, the controller 140 may substantially prevent the engine 102 and / or the electric machine from starting rotation of the crankshaft 182. The controller 140 may initiate the crank inhibitor operation responsive to determining that the hydrogen ramp rate is at or above the sixth predetermined threshold.

[0100] At process 360, the controller 140 may determine that the engine 102 is operating at a desired operating condition. For example, the controller 140 may determine that the engine 102 is operating at a desired operating condition responsive to the first hydrogen content value (and / or the second hydrogen content value) being below the first predetermined threshold. The desired operating condition may include when the hydrogen content within the crankcase 180 and / or proximate the engine 102 is below a predetermined threshold. Advantageously, when the hydrogen content within the crankcase 180 and / or proximate the engine 102 is below the predetermined threshold unintended combustion of the hydrogen is mitigated or substantially mitigated. In some embodiments, the controller 140 may provide a notification (e.g., to a user device) that the engine 102 is operating at the desired operating condition. The notification may include indications or notifications to an operator, such as a malfunction indicator lamp (MIL), etc. In some embodiments, the notification may be provided to a user device (e.g., via a push notification, a text message, an email, or other suitable notification). In some embodiments, the notification is provided responsive to the first hydrogen content value (and / or the second hydrogen content value) being below the first predetermined threshold.[0101 J Now referring to FIG. 9 a flow diagram of a method 400 of controlling the first flow control device 129 and / or the second flow control device 145 is shown, according to anexample embodiment. In particular, the controller 140 is structured to control the first flow control device 129 and / or the second flow control device 145. In some embodiments, the controller 140 is or includes a proportional-integral-derivative (PID) controller or PID circuit (not shown) for performing the method 400.[01021 At process 405, the controller 140 is structured to receive one or more inputs. In an example embodiment, the one or more inputs may include an engine speed value and / or an engine torque value. The engine speed value is an amount of engine rotations occurring per unit time (e.g., RPM). The engine speed value may be an average value measured over a predetermined period of time or distance, or an instantaneous value. The engine speed value may be determined by one or more sensors 125. For example, the engine speed value may be measured by one or more actual sensors 125 and / or estimated by one or more virtual sensors. The engine torque value is an amount of torque output by the engine 102. The engine torque value may be an average value measured over a predetermined period of time or an instantaneous value. The engine torque value may be determined by one or more sensors 125. For example, the engine torque value may be measured by one or more actual sensors 125 and / or estimated by one or more virtual sensors.[0103| At process 410, the controller 140 may determine an estimated engine crankcase blowby gas value and an estimated hydrogen content value (e.g., an estimated hydrogen concentration value) based on the one or more inputs received at process 405. For example, the controller 140 may use one or more of a model (e.g., a statical model, a mathematical mode, a machine learning model, etc.) or a lookup table that correlates the inputs received at process 405 with the estimated engine crankcase blowby gas value gases and the estimated hydrogen content value. In some embodiments, the lookup table includes an engine blowby duty cycle map that correlates (e.g., “maps”) an engine duty cycle (e.g., the engine speed value and / or the engine torque value) with the estimated engine crankcase blowby gas value and the estimated content value.

[0104] At process 420, the controller 140 is configured to determine a purge air flow value based on the estimated amount of engine crankcase blowby gases and the expected content value. The purge air flow value may be a desired amount of air flow per unit time (e.g., a volume air flow rate, a mass air flow rate, etc.) to be provided to the crankcase 180. Forexample, the controller 140 may use one or more of a model (e.g., a statical model, a mathematical mode, a machine learning model, etc.) or a lookup table that correlates the estimated amount of engine crankcase blowby gases and the expected hydrogen content value with the purge air flow value. In some embodiments, the controller 140 may also determine a position (e.g., a first position) for the first flow control device 129 and / or a position (e.g., a second position) for the second flow control device 145 based on the purge air flow value. As described above, the first flow control device 129 and the second flow control device 145 are operable between an open position and a closed position. The position for the first flow control device 129 and / or the position for the second flow control device 145 may be a position between the open position and the closed position, inclusive. For example, the controller 140 may use one or more of a model (e.g., a statical model, a mathematical mode, a machine learning model, etc.) or a lookup table that correlates the purge air flow value with the position for the first flow control device 129 and / or the position for the second flow control device 145.101051 In some embodiments, the controller 140 may adjust the position determined at process 420. For example, at process 430, the controller 140 may determine a position adjustment value. The “position adjustment value” refers to a change in the position of the first flow control device 129 and / or a change in the position of the second flow control device 145. Responsive to determining that an actual hydrogen content value (e.g., a measured hydrogen content value) is at or above a predetermined threshold, the controller 140 may determine a position adjustment value. In some embodiments, the hydrogen content value is a hydrogen concentration value. In other embodiments, the hydrogen content value is a hydrogen ramp rate. In an example embodiment, the controller 140 may compare a hydrogen content setpoint to a measured hydrogen content value. The hydrogen content setpoint may be a predetermined value of hydrogen concentration (e.g., in parts per million, as a percentage of total mass, as a percentage of total volume, etc.) and / or a predetermined hydrogen ramp rate. The measured hydrogen content value may be a measured hydrogen concentration (e.g., in parts per million, as a percentage of total mass, as a percentage of total volume, etc.) and / or a measured hydrogen ramp rate. The measured hydrogen content value may be measured by one or more hydrogen sensors 125. The measured hydrogen content value may be a measured value of hydrogen concentration (e.g., in parts per million, as apercentage of total mass, as a percentage of total volume, etc.) and / or a measured hydrogen ramp rate. The controller 140 may determine the position adjustment value based on a difference between the hydrogen setpoint value and the measured hydrogen content value. For example, the controller 140 may use one or more of a model (e.g., a statical model, a mathematical mode, a machine learning model, etc.) or a lookup table that correlates the difference between the hydrogen setpoint value and the measured hydrogen content value with the position adjustment value.

[0106] In another example embodiment, at process 430, the controller 140 is configured to receive a hydrogen content value (e.g., from one or more sensors 125) regarding the crankcase 180 of the engine 102. The controller 140 may compare the hydrogen content value to a hydrogen setpoint value. The controller 140 then determines a position adjustment value based on a difference between the hydrogen content value and the hydrogen setpoint value.(0107] At process 440, the controller 140 determines a final position for the first flow control device 129 and / or a final position for the second flow control device 145 based on the position for the first flow control device 129 and / or the position for the second flow control device 145 determined at process 420 and the position adjustment value determined at process 430. For example, the controller 140 may add the position for the first flow control device 129 and / or the position for the second flow control device 145 and the position adjustment value to determine the final position for the first flow control device 129 and / or the final position for the second flow control device 145. In some embodiments, the controller 140 may operate the first flow control device 129 to the final position for the first flow control device 129 and / or operate the second flow control device 145 to the final position for the second flow control device 145.

[0108] Thus, the controller 140 may operate at least one of the first flow control device 129 or the second flow control device 145 by determining a position for the first flow control device 129 or a position for the second flow control device 145 based on at least one of the engine speed value or the engine torque value.

[0109] FIG. 10 is a graph 600 depicting a hydrogen content in the crankcase 180 as a function of engine speed (e.g., a speed of the engine 102), according to an example embodiment. As shown, at a given engine speed and without a purging operation, the hydrogen content in the crankcase 180 is at a first value. At the same engine speed and with a purging operation where the first flow control device 129 is operated to provide air via the first crankcase inlet conduit 128, the hydrogen content in the crankcase 180 is at a second value, less than the first value. At the same engine speed and with a purging operation where the first flow control device 129 is operated to provide air via the first crankcase inlet conduit 128 and the second flow control device 145 is operated to provide air via the second crankcase inlet conduit 144, the hydrogen content in the crankcase 180 is at a third value, less than the first and second values.

[0110] Now referring to FIG. 11, a computational fluid dynamic (CFD) image showing a portion of the engine 102 is shown, according to an example embodiment. The engine 102 includes an inlet region 702. The inlet region 702 is a portion of the engine 102 that at least partially allows fluid communication between the cylinders 104 and the crankcase 180. For example, the inlet region 702 may define one or more openings between the cylinders 104 and the crankcase 180. The crankcase 180 receives blowby gases from the cylinders 104 at the blowby inlet 702.

[0111] The crankcase 180 receives an air stream from one or both of the first crankcase inlet conduit 128 and / or the second crankcase inlet conduit 144. For example, the crankcase 180 may receive an air stream from one or both of the first crankcase inlet conduit 128 and / or the second crankcase inlet conduit 144 at the one or more locations 190. Blowby gases may be routed out of the crankcase 180 via the crankcase ventilation conduit 152.

[0112] An arrow shows a rotational direction 710 of the crankshaft 182. Advantageously, the rotation of the crankshaft 182 improves (e.g., increases) mixing of the air stream with the crankcase blowby gases. More specifically, as shown in FIG. 11, the air stream enters the crankcase 180 in a direction that is substantially tangential to a direction of the rotation of the crankshaft 182. Additionally, the blowby gases exit the crankcase 180 in a direction that is substantially tangential to a direction of the rotation of the crankshaft 182. That is, at least one of the first crankcase inlet conduit 128 or the second crankcase inlet conduit 144 iscoupled to the crankcase 180 at a “leading” side of a rotational direction 710 of the crankshaft 182. The crankcase ventilation conduit 152 is coupled to the crankcase 180 at a “trailing” side of the rotational direction 710 of the crankshaft 182. As described herein a “leading” side and a “trailing” side of a rotational direction refer to relative positions (e.g., angular positions) of a rotating object where the trailing side is positioned away from the leading side in a first direction. In some embodiments, the first direction is a rotational direction (e.g., the rotational direction 710). In other embodiments, the first direction is a tangential direction that shares a direction with a tangential velocity of a rotational direction (e.g., a direction of a tangential velocity relative to the rotational direction 710). In this way, the rotation of the crankshaft 182 aids in the mixing of the air stream with the blowby gases.

[0113] As shown in FIG. 11, the shading represents a gradient regarding a hydrogen content in the crankcase 180, where darker shading represents a relative higher hydrogen content and lighter shading represents a relatively lower hydrogen content. The CFD analysis shown in FIG. 11 indicates that the hydrogen content (e.g., a hydrogen mass fraction), proximate blowby inlet region 702, decreases as an air stream is provided to the crankcase 180 (e.g., via the first crankcase inlet conduit 128 and / or the second crankcase inlet conduit 144) substantially tangential to the rotational direction 710 of the crankshaft 182. Thus, the rotation of the crankshaft 180 aids in mixing of the air stream with the blowby gases to dilute (e.g., reduce) the hydrogen mass fraction.

[0114] As utilized herein, the terms “approximately,” “about,” “substantially,” and similar terms 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. It should be understood by those of skill in the art who review this disclosure that these terms are intended to allow a description of certain features described and claimed without restricting the scope of these features to the precise numerical ranges provided. 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.

[0115] 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 possibleexamples, representations, or illustrations of possible embodiments (and such terms are not intended to connote that such embodiments are necessarily extraordinary or superlative examples).

[0116] 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 directly to each other, with the two members coupled to each other using one or more separate intervening members, 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 the circuit A communicates directly with circuit B (i.e., no intermediary) or communicates indirectly with circuit B (e.g., through one or more intermediaries).

[0117] References herein to the positions of elements (e.g., “top,” “bottom,” “above,” “below”) are merely used to describe the orientation of various elements in the FIGURES. It should be noted that the orientation of various elements may differ according to other exemplary embodiments, and that such variations are intended to be encompassed by the present disclosure.

[0118] While various circuits with particular functionality are shown in FIG. 7, it should be understood that the controller 140 may include any number of circuits for completing the functions described herein. For example, the activities and functionalities of the processing circuit 202 may be combined in multiple circuits or as a single circuit. Additional circuits with additional functionality may also be included. Further, the controller 140 may further control other activity beyond the scope of the present disclosure.

[0119] As mentioned above and in one configuration, the “circuits” may be implemented in machine-readable medium for execution by one or more of various types of processors, such as the processor 204 of FIG. 7. 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 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 distributed over 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.101201 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., as part of a local server, a local computing system, etc.) or remotely (e.g., as part of a remote server such as a cloud-based server). To that end, a “circuit” as described herein may include components that are distributed across one or more locations.[01211 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 to a 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.[0122| 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.

[0123] 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.[01241 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 like and 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).

[0125] The program code may also be stored in a computer readable medium that can direct a computer, other programmable data processing apparatus, or other devices to function in a particular manner, such that the instructions stored in the computer readable medium produce an article of manufacture including instructions which implement the function / act specified in the schematic flowchart diagrams and / or schematic block diagrams block or blocks.

[0126] 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. Likewise, software implementations of the described methods could be accomplished with standard programming techniques with rule-based logic and other logic to accomplish the various connection steps, processing steps, comparison steps, and decision steps.

[0127] It is important to note that the construction and arrangement of the apparatus and system as shown in the various exemplary embodiments is illustrative only. Additionally, any element disclosed in one embodiment may be incorporated or utilized with any other embodiment disclosed herein.

Claims

WHAT IS CLAIMED IS:

1. A system comprising: a crankcase in blowby gas receiving communication with one or more cylinders; a first flow control device structured to selectively route a first air stream to the crankcase via a first crankcase inlet conduit; a second flow control device structured to selectively route a second air stream to the crankcase via a second crankcase inlet conduit; and a controller comprising at least one memory device and at least one processor, the controller configured to: receive information regarding a hydrogen content in the system; and cause at least one of the first flow control device or the second flow control device to route air to the crankcase responsive to determining that the hydrogen content exceeds a first threshold.

2. The system of claim 1, wherein the first crankcase inlet conduit is configured to route the first air stream to the crankcase via one or more crankcase locations from a turbo device.

3. The system of claim 1, wherein the first crankcase inlet conduit is configured to route the second air stream to the crankcase from an air compressor.

4. The system of claim 1, further comprising a crankcase ventilation conduit configured to route blowby gas out of the crankcase.

5. The system of claim 4, wherein the crankcase ventilation conduit is coupled to the crankcase at one or more crankcase locations.

6. The system of claim 4, wherein: at least one of the first crankcase inlet conduit or the second crankcase inlet conduit is coupled to the crankcase at a leading side of a rotational direction of a crankshaft housed by the crankcase; andthe crankcase ventilation conduit is coupled to the crankcase at a trailing side of the rotational direction of the crankshaft.

7. The system of claim 1, wherein the controller is further configured to operate at least one of the first flow control device to route the first air stream to the crankcase or the second flow control device to route the second air stream to the crankcase responsive to receiving and based on an at least one of an engine speed value or an engine torque value.

8. The system of claim 7, wherein operating at least one of the first flow control device or the second flow control device comprises determining a first position for the first flow control device or a second position for the second flow control device based on at least one of the engine speed value or the engine torque value.

9. A method comprising: receiving, by a controller and from at least one sensor associated with a crankcase of an engine, a first hydrogen content value; comparing, by the controller, the first hydrogen content value to a first predetermined threshold; and responsive to the first hydrogen content value being at or above the first predetermined threshold, implementing, by the controller, a purge operation.

10. The method of claim 9, wherein implementing the purge operation comprises causing, by the controller, at least one of a first flow control device or a second flow control device to route air to the crankcase.

11. The method of claim 9, wherein implementing the purge operation comprises causing, by the controller, a crankcase ventilation system to route crankcase blowby gases out of the crankcase.

12. The method of claim 9, further comprising responsive to at least one of the first hydrogen content value being below the first predetermined threshold, providing, by thecontroller, a notification via a user device indicating that the engine is operating at a desired operating condition.

13. The method of claim 9, further comprising: responsive to implementing the purge operation, receiving, by the controller and from the at least one sensor associated with the crankcase, a second hydrogen content value; comparing, by the controller, the second hydrogen content value to the first predetermined threshold; and responsive to the second hydrogen content value being at or above the first predetermined threshold, initiating, by the controller, one or more operations comprising providing a notification to a user device regarding the second hydrogen content value responsive to the second hydrogen content value being below a second predetermined threshold.

14. The method of claim 13, wherein the one or more operations further comprise: derating the engine responsive to the second hydrogen content value being at or above a third predetermined threshold and at or below a fourth predetermined threshold; operating at least one of a first flow control device, a second flow control device, or a crankcase ventilation system responsive to the second hydrogen content value being at or above the fourth predetermined threshold and below a fifth predetermined threshold; causing the engine to shut down responsive to the second hydrogen content value being at or above the fifth predetermined threshold and at or below a sixth predetermined threshold; and causing an active hydrogen purge operation including causing a crankcase ventilation system to route a crankcase blowby gas in the crankcase to the atmosphere responsive to the second hydrogen content value being at or above the sixth predetermined threshold and below a seventh predetermined threshold.

15. The method of claim 14, wherein: the second hydrogen content value is a hydrogen ramp rate value; the second predetermined threshold is approximately 0.6% per second;the third predetermined threshold is approximately 1% per second; the fourth predetermined threshold is 2 approximately % per second; the fifth predetermined threshold is approximately 3% per second; the sixth predetermined threshold is approximately 6% per second; and the seventh predetermined threshold is approximately 8% per second.

16. The method of claim 15, wherein the one or more operations comprise a crank inhibitor operation including preventing a crankshaft of the engine from rotating responsive to the second hydrogen content value being at or above the sixth predetermined threshold.

17. A non-transitory computer-readable medium storing instructions that, when executed by one or more processors, cause the one or more processors to perform operations comprising: receiving, from one or more sensors associated with an engine, an engine operating value regarding operation of the engine; determining an estimated crankcase blowby gas value and an estimated hydrogen content value regarding a crankcase of the engine based on the engine operating value; determining a purge air flow value based on the estimated crankcase blowby gas value and the estimated hydrogen content value, wherein the purge air flow value corresponds to a first position of a flow control device; and operating the flow control device based on the purge air flow value.

18. The non-transitory computer-readable medium of claim 17, wherein the instructions, when executed by the one or more processors, cause the one or more processors to perform further operations comprising: receiving, from the one or more sensors, a hydrogen content value regarding the crankcase; comparing the hydrogen content value to a hydrogen setpoint value; determining a position adjustment value based on a difference between the hydrogen content value and the hydrogen setpoint value; anddetermining a final position for the flow control device based on the first position and the position adjustment value.

19. The non-transitory computer-readable medium of claim 17, wherein the instructions, when executed by the one or more processors, cause the one or more processors to perform further operations comprising: receiving, from the one or more sensors, a hydrogen content value; comparing the hydrogen content value to a predetermined threshold; and responsive to the hydrogen content value being at or above the predetermined threshold, implementing a purge operation comprising operating the flow control device based on the purge air flow value.

20. The non-transitory computer-readable medium of claim 17, wherein the flow control device comprises at least one of a first flow control device structured to selectively route a first air stream to the crankcase via a first crankcase inlet conduit; or a second flow control device structured to selectively route a second air stream to the crankcase via a second crankcase inlet conduit.

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