Development of Hyundai Motor Company Hydrogen-Fueled Vehicle

Lee, Seog-Jae; Yoon, Kum-Jung; Han, Bong-Hoon; Lee, Hwang-Bok; Kwon, Byoung-Jun

doi:10.4271/952764

Cited by 3 publications

(4 citation statements)

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“…Hydrogen's minimum ignition energy is less than one tenth that of gasoline, which allows very small hot spots in the cylinder to ignite the hydrogen-air mixture during the intake stroke and flame to backfire into the intake system. Lubricant deposits, or the spark-plug electrodes, rather than the residual gas itself, are thought to initiate backfire [3,19]. Hydrogen's small quenching distance also means that a hydrogen flame can more readily get past a nearly closed intake valve.…”

Section: Introductionmentioning

confidence: 99%

“…However, automotive manufacturers are seriously challenged today not only by legislative demands of low emissions but also by the need to decrease their dependency on non-renewable fuels, therefore, hydrogen has recently been the subject of much discussion, research and publications. In the past few years, research on hydrogen engines has been reported by several engine manufacturers [3][4][5][6][7][8], with BMW leading the way [9][10][11][12].…”

Section: Introductionmentioning

confidence: 99%

“…Therefore, commercially available natural-gas injectors are generally being used nowadays as the baseline design for hydrogen injectors. Lee et al [3,19] reported that an intake port injection system of hydrogen could be easily adopted on a conventional SI engine with simple modifications, in contrast to in-cylinder high-pressure injection systems. Therefore, Port Fuel Injection (PFI) systems have been far more popular than Direct Injection (DI) systems, mainly due to their simplicity and relative ease of use as plug-on systems to standard SI engines [6][7][43][44].…”

Section: Introductionmentioning

confidence: 99%

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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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Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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

Rosati¹,

Aleiferis²

2009

SAE Int. J. Engines

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“…For instance, with excess air at f ¼ 0:78, Heffel (2003a) measured 7000 ppm of NO x ; holding the fueling constant and using EGR as the diluent, such that f ¼ 1, NO x emissions were reduced to less than 1 ppm at the tailpipe. Lee et al (1995) measured 0.04 g/mile NO x emissions for an H2ICE vehicle using a TWC on a chassis dynamometer on the US Federal Test Procedure (FTP75) drive cycle. Berckmüller et al (2003) found that the maximum level of EGR while maintaining smooth engine operation was 50%.…”

Section: Nitrogen Oxidesmentioning

confidence: 99%