A comprehensive overview of hydrogen engine design features

Verhelst, Sebastian; Verstraeten, Stefaan; Sierens, Roger

doi:10.1243/09544070jauto141

Cited by 38 publications

(20 citation statements)

References 32 publications

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“…5,7 Hydrogen, which has high laminar burning velocity, is also known to be very prone to preignition. 59 Among liquid fuels, ethanol, which has high laminar burning velocity, is more prone to preignition compared to other liquid fuels. 5,7 Using cooled EGR reduces the laminar burning velocity, increases d and makes preignition less likely.…”

Section: Initiation Criterionmentioning

confidence: 99%

Knock onset, knock intensity, superknock and preignition in spark ignition engines

Kalghatgi

2017

International Journal of Engine Research

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Knock is an abnormal and stochastic combustion phenomenon which limits the efficiency of spark ignition engines. It occurs because of autoignition initiated locally in hot spots in the fuel/air mixture ahead of the advancing flame front. The onset of knock is governed by chemical kinetics and is determined by the pressure and temperature history of the hot spot and the anti-knock quality of the fuel. Knock intensity is governed by the evolution of the pressure wave set off by the initial autoignition. As engine designers seek higher efficiency through downsizing and turbocharging, occasional extremely intense knock, 'superknock', is found to occur, even though operating conditions are chosen to avoid knock. Superknock is a manifestation of developing detonation which can be triggered by autoignition of the fuel/air mixture at high pressures and temperatures. Another stochastic phenomenon, preignition, is necessary but not sufficient to enable the pressures and temperatures that could cause superknock. These phenomena are discussed in this review.

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Section: Initiation Criterionmentioning

confidence: 99%

Knock onset, knock intensity, superknock and preignition in spark ignition engines

Kalghatgi

2017

International Journal of Engine Research

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“…A general review of the research done on hydrogen as a fuel for automotive applications up to the mid 90's has been given by Norbeck et al [20]. More recent reviews have been published by White et al [21] and Verhelst et al [22][23]. However, none of these have looked into both Spark Ignition (SI) and Homogeneous Charge Compression Ignition (HCCI), or Controlled Auto-Ignition (CAI), concepts.…”

Section: Introductionmentioning

confidence: 99%

Hydrogen SI and HCCI Combustion in a Direct-Injection Optical Engine

Rosati¹,

Aleiferis²

2009

SAE Int. J. Engines

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The Engineering Meetings Board has approved this paper for publication. It has successfully completed SAE's peer review process under the supervision of the session organizer. This process requires a minimum of three (3) reviews by industry experts. All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE. ISSN 0148-7191 Positions and opinions advanced in this paper are those of the author(s) and not necessarily those of SAE. The author is solely responsible for the content of the paper. SAE ABSTRACTHydrogen has been largely proposed as a possible alternative fuel for internal combustion engines. Its wide flammability range allows higher engine efficiency with leaner operation than conventional fuels, for both reduced toxic emissions and no CO 2 gases. Independently, Homogenous Charge Compression Ignition (HCCI) also allows higher thermal efficiency and lower fuel consumption with reduced NO X emissions when compared to Spark-Ignition (SI) engine operation. For HCCI combustion, a mixture of air and fuel is supplied to the cylinder and autoignition occurs from compression; engine is operated throttle-less and load is controlled by the quality of the mixture, avoiding the large fluid-dynamic losses in the intake manifold of SI engines. HCCI can be induced and controlled by varying the mixture temperature, either by Exhaust Gas Recirculation (EGR) or intake air pre-heating. A combination of HCCI combustion with hydrogen fuelling has great potential for virtually zero CO 2 and NO X emissions. Nevertheless, combustion on such a fast burning fuel with wide flammability limits and high octane number implies many disadvantages, such as control of backfiring and speed of autoignition and there is almost no literature on the subject, particularly in optical engines. Experiments were conducted in a singlecylinder research engine equipped with both Port Fuel Injection (PFI) and Direct Injection (DI) systems running at 1000 RPM. Optical access to in-cylinder phenomena was enabled through an extended piston and optical crown. Combustion images were acquired by a highspeed camera at 1° or 2° crank angle resolution for a series of engine cycles. Spark-ignition tests were initially carried out to benchmark the operation of the engine with hydrogen against gasoline. DI of hydrogen after intake valve closure was found to be preferable in order to overcome problems related to backfiring and air displacement from hydrogen's low density. HCCI combustion of hydrogen was initially enabled by means of a pilot port injection of n-heptane preceding the main direct injection of hydrogen, along with intake air preheating. Sole hydrogen fuelling HCCI was finally achieved and made sustainable, even at the low compression ratio of the optical engine by means of closed-valve DI, in synergy with air-pre-heating and negative valve overlap to promote intern...

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“…The main problem with hydrogen is the high auto-ignition temperature which complicates timed and efficient combustion in an engine cylinder compared to hydrocarbon fuels. 190,191 Hydrogen in a mono-fuel operation is possible is spark-ignition engines; it can be used in compression engines only in dual-fuel mode with a hydrocarbon pilot fuel. 176 Of the hydrogen storage methods discussed in this work, the FTS-fuels, S-LNG and methanol can be used directly in combustion engines (as is done on ship's today).…”

Section: Fuel Cellsmentioning

confidence: 99%