Caterpillar Inc.

Electro-motive Diesel, Inc.

David Todd Montgomery

Scott Byron Fiveland

Kenth I Svensson

Martin Leo Willi

Eric Lee Schroeder

Aaron Gamache Foege

Weidong Gong

Michael Bardell

Dana Ray Coldren

Jaswinder Singh

Deep Bandyopadhyay

David Ginter

Chad Palmer Koci

John Parker Timmons

Arnold Myoungjin Kim

Farhan Ferozali Devani

Nikolas Karl Landin

Alan Ray Stockner

Scott F Shafer

Jonathan William Anders

Mark F Sommars

Cory Andrew Brown

Bobby John

Ronald Graham Silver

Ashwin Ashok Hattiangadi

Andrew J Loetz

Daniel Raymond Baldwin

David James Lin

Paul Sai Keat Wang

Michael Todd Graziano, Jr

Victor L Sheldon, Jr

Robert M McDavid

David Yu Zhang Chang

Shriram Vijayaraghavan

Ian Axel Lohrisch

Greg Hampson

Energy generation systems and methods are disclosed. An energy generation system includes a fuel tank configured to store a fuel in liquid form and a power generating device including a fuel cell or an internal combustion engine configured to receive the fuel and generate electrical energy with the fuel. The energy generation system also includes an expander connected between the fuel tank and the power generating device, the expander configured to receive the fuel as a gas and a generator connected to the expander so as to generate electrical energy when fuel passes through the expander.

Systems and methods for energy generation during hydrogen regasification

A carbon capture system includes a hydrogen production module. The hydrogen production module is used to control the amount of hydrogen entering an internal combustion engine to reduce an amount of water vapor generated by the internal combustion engine, thereby increasing the efficiency of the carbon capture device. If too much water vapor is detected in an exhaust of the engine, the amount of hydrogen produced by a hydrogen production module can be increased, thereby reducing the amount of hydrogen entering the engine and reducing the amount of water vapor generated by the engine. A reformer catalyst can be used by the hydrogen production module to remove at least a portion of hydrogen in a fuel stream of the engine.

Systems and methods for carbon capture

A system for detecting humidity level at a cathode of a fuel cell stack including one or more PEMFCs and determining a flooding probability of the stack based on the humidity level, includes a stack including a plurality of PEMFCs, each PEMFC including an exhaust; voltage detector; humidity detector; and controller. The controller may be configured to: receive a voltage as measured at an anode of one or more of the PEMFCs with the voltage detector; determine a humidity level at the exhaust of the one or more of the PEMFCs; and implement one or more actions based on the voltage and the humidity level, the actions including: reduce a load on the PEMFC; increase an air flow at a cathode of the one or more PEMFCs; decrease an inlet humidity at an inlet to the one or more PEMFCs; or increase a temperature of the one or more PEMFCs.

Controlling PEMFC stack flooding

Operating an engine system includes combusting a gaseous hydrogen fuel (H2) and a gaseous hydrocarbon fuel (HC) at a first substitution ratio in a cylinder in an engine, determining at least one of an H2 fueling command or an HC fueling command based on an H2 availability input and an H2 cost, and outputting the H2 fueling command and the HC fueling command to an H2 injector and an HC admission valve, respectively. Operating the engine system further includes combusting H2 and HC at a varied substitution ratio based on the H2 fueling command and the HC fueling command. At least one of the H2 fueling command or the HC fueling command may be based on a monitored CO2 exhaust level which may be used to populate a stored history of CO2 output.

Dual fuel engine operating strategy for optimized hydrogen and hydrocarbon fueling

Operating a gaseous fuel engine system includes conveying hydrogen fuel and hydrocarbon fuel into a cylinder in a gaseous fuel engine for combustion. Operating a gaseous fuel engine system further includes receiving an increased engine power output request, boosting a power output of the gaseous fuel engine by varying a ratio of the hydrogen fuel and the hydrocarbon fuel combusted in the cylinder, and varying an in-cylinder combustion parameter based on the varying a ratio. Perturbation to a performance profile of the gaseous fuel engine is thereby limited. Related apparatus and control logic is also disclosed.

Gaseous fuel engine operating strategy for improved derating performance using varied ratio fuel blend

An internal combustion engine system is described herein. The system uses a reactor to create pilot fuel from the primary fuel to assist in the ignition of the primary fuel. The system uses one or more heaters to increase the temperature of the primary fuel to an operational temperature of a reactor used to convert the primary fuel in a dehydration reaction. The heaters use waste heat generated by the operation of the engine. The waste heat can be lubricant used to remove heat from components of the engine as well as heat from the exhaust of the engine, for example. A controller is used to maintain an operational range of a level of the pilot fuel in an accumulator. The accumulator acts as a buffer to allow the engine to continue to receive the pilot fuel during dynamic and changing conditions of the engine.

Systems and methods for pilot fuel synthesis using engine waste heat

An internal combustion engine system is described herein. The system uses reactor to create pilot fuel from the primary fuel to assist in the ignition of the primary fuel. A controller is used to maintain an operational range of a level of the pilot fuel in an accumulator. The accumulator acts as a buffer to allow the engine to continue to receive the pilot fuel during dynamic and changing conditions of the engine. The controller increases or decreases the rate of production of the pilot fuel by a pilot fuel system to maintain the operational range of the level of the pilot fuel in the accumulator. The controller can receive inputs such as pilot fuel level or power signals from the engine to adjust the rate of production of the pilot fuel to meet engine demand.

Systems and methods for pilot fuel synthesis

Operating an internal combustion engine system includes feeding a stream of pressurized intake air to a plurality of cylinders in an engine for combustion with a methanol fuel. An engine parameter indicative of at least one of an exhaust NOx level or a change to the exhaust NOx level of the engine is monitored, and water injected into an intake conduit for the engine based on the monitored engine parameter to limit the exhaust NOx level of the engine. Related apparatus and control logic is disclosed.

NOx mitigation strategy in methanol internal combustion engine

Operating a gaseous fuel engine system includes outputting control commands to a first fuel admission valve and a second fuel admission valve to admit, respectively, a gaseous fuel blend containing a gaseous hydrogen fuel (H2), and additional H2, into a gaseous fuel engine. An amount of the additional H2 is determined by way of the respective control command based on a performance target for an engine parameter varying on the basis of a relative amount of H2 in a combustion charge. Related apparatus and control logic is also disclosed.

Gaseous fuel engine system operating strategy including hydrogen fueling amount based on performance target

A system is disclosed. The system can store a fuel reagent such as methanol for conversion into hydrogen to power one or more facility systems via a backup power system. A reactor controller can monitor a power demand of the one or more facility systems and determine whether the power demand is met by a primary power system. The fuel reagent can be provided to a fuel reactor in response to the reactor controller determining that the one or more facility systems are operating at a power deficit to generate an amount of hydrogen that, when provided to the backup power system, causes the backup power system to generate an amount of power that meets or exceeds the power deficit.

Backup power system with controller

A dual fuel system for an internal combustion engine includes a first fuel supply of a liquid pilot fuel, a primary fuel supply of a liquid primary fuel, and a dual fuel injector. The dual fuel injector includes a spill valve fluidly connected with a plunger cavity and movable to control a start of injection and an end of injection, and an admission valve. The admission valve is movable to admit a pilot fuel into the fuel injector, such that the pilot fuel is conveyed through an outlet check to form, within a primary fuel passage fluidly connected to the plunger cavity, a segmented fuel charge of leading pilot fuel and trailing primary fuel by displacing some of the primary fuel. The liquid pilot fuel may be a higher cetane/lower octane liquid fuel, and the primary fuel may be a lower cetane/higher octane liquid fuel.

Dual fuel system having dual fuel injector and engine operating method

A storage tank includes a tank wall, a pressure regulator, a low-pressure coupling, and a fill coupling. The tank wall of the storage tank is configured to contain a stored fluid at an internal pressure within the tank wall, the tank wall including an outer layer, an inner layer, and a regulator mount. The pressure regulator of the storage tank is connected to the regulator mount and is configured to receive a flow rate of the stored fluid and reduce the stored fluid from the internal pressure to an output pressure. The flow rate of the stored fluid is provided, via the low pressure coupling and at the output pressure to an external system. The fill coupling extends through the tank wall and receives the stored fluid from a fluid source to be stored within the storage tank.

On-tank regulator for high-pressure tank

A system includes a fuel tank and a dehydration reactor that are configured to provide a primary fuel and a pilot fuel to a power system. The fuel tank is configured to store the primary fuel and is fluidly connected to a reactor feed line and a primary fuel line provide the primary fuel. The dehydration reactor is configured to receive the primary fuel via the reactor feed line and convert a portion of the primary fuel to the pilot fuel and a byproduct. The power system is configured to receive the pilot fuel from the dehydration reactor to initiate combustion of the primary fuel. The power system also includes a cylinder with an internal piston that receives the pilot fuel and the primary fuel, contains the combustion reaction, and generates power from the combustion reaction; and contains the combustion reaction. A pilot fuel injector provides the pilot fuel to the cylinder at a first time to initiate combustion and a primary fuel injector provides the pilot fuel to the cylinder at to generate power via the power system.

In-line generation of pilot fuel for power systems

A gas engine is disclosed. The gas engine may include a combustion cylinder. The combustion cylinder may include an intake with an intake valve. The combustion cylinder may include an exhaust with an exhaust valve. The gas engine may include a gas admission valve assembly coupled to the intake. The gas admission assembly may include a trimmable electro-hydraulically actuatable gas admission valve to control a gas flow into the intake.

Cam actuated gas admission valve with electro-hydraulic trim control

A fuel supply system for an internal combustion engine includes an air compressor, an air cooler connected downstream of the air compressor and the compressed air supply passage, and a bypass passage connected downstream of the air compressor. The fuel supply system also includes a fuel injector secured to the compressed air supply passage or secured to the bypass passage and a valve connected between the air compressor and the air cooler, the valve being configured to block a flow of intake air to the air cooler, causing the intake air to flow to the bypass passage or to permit the flow of intake air to the air cooler.

Growing community of inventors

Edelstein, IL, United States of America

David Todd Montgomery