Potentials of a Charged SI-Hydrogen Engine

Berckmüller, Martin; Rottengruber, Hermann; Eder, Alexander; Brehm, N.; Elsässer, G.; Müller-Alander, G.; Schwarz, C.

doi:10.4271/2003-01-3210

Cited by 105 publications

(39 citation statements)

References 2 publications

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“…Also worth noting is that although SI operation of this engine enables nearly twice the load of HCCI operation, both SI and HCCI operation still are limited in load to about half the load achievable with other fuels [14]. Berckmüller et al [15] reported IMEPs of up to 18 bar when a DI engine was run on hydrogen with EGR and supercharging. Direct injection and EGR may be the solution if RMG fuelled engines are to be able to run at higher loads.…”

Section: Hcci Compared To Simentioning

confidence: 99%

Reformed Methanol Gas as Homogeneous Charge Compression Ignition Engine Fuel

Stenlåås¹,

Christensen²,

Egnell³

et al. 2004

SAE Technical Paper Series

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Hydrogen has been proposed as a possible fuel for automotive applications. Methanol is one of the most efficient ways to store and handle hydrogen. By catalytic reformation it is possible to convert methanol into hydrogen and carbon monoxide. This paper reports an experimental investigation of Reformed Methanol Gas as Homogeneous Charge Compression Ignition (HCCI) engine fuel. The aim of the experimental study is to investigate the possibility to run an HCCI engine on a mixture of hydrogen and carbon monoxide, to study the combustion phasing, the efficiency and the formation of emissions.Reformed Methanol Gas (RMG) was found to be a possible fuel for an HCCI engine. The heat release rate was lower than with pure hydrogen but still high compared to other fuels. The interval of possible start of combustion crank angles was found to be narrow but wider than for hydrogen. The high rate of heat release limited the operating range to lean (λ>3) cases as with hydrogen. On the other hand, operation on extremely lean mixtures (λ=6) was possible. The operating range was investigated using intake air temperature for control and also this control interval was found to be narrow but more extensive than for pure hydrogen, especially when richer cases were run. The maximal load in HCCI mode was a net Indicated Mean Effective Pressure (IMEPn) of 3.5 bar for RMG. This is the same maximum IMEPn as for hydrogen. It is about half the load possible in Spark Ignition (SI) mode and about half the maximal load in HCCI mode with other fuels. For the loads where HCCI operation was possible, indicated thermal efficiency for HCCI was superior to that of SI operation. The indicated overall efficiency of the engine-reformer system is as high for SI as for HCCI operation when RMG is used as fuel. NOx emissions were, as expected, found to decrease when the equivalence ratio was lowered. High levels of carbon monoxide were found in the exhaust. Emissions of hydrocarbons were detected, probably originating from evaporated and partially oxidized lubrication oil.

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Section: Hcci Compared To Simentioning

confidence: 99%

Reformed Methanol Gas as Homogeneous Charge Compression Ignition Engine Fuel

Stenlåås¹,

Christensen²,

Egnell³

et al. 2004

SAE Technical Paper Series

View full text Add to dashboard Cite

show abstract

“…This way it is possible to keep controlling the energy content of the mixture in the cylinder (qualitative control) without the need of a throttle valve (quantitative control) and thus reducing the pumping losses. In short, this strategy -made possible by the high EGR tolerance of hydrogen mixtures-increases efficiency compared to the "stoichiometric + throttling"-strategy [9]. Nonetheless, the increasing combustion instability for high EGR percentages can be a practical limit [10].…”

Section: Introductionmentioning

confidence: 99%

“…In practice, the power deficit can be even higher if the equivalence ratio has to be limited to avoid abnormal combustion. This can be circumvented by using variable valve timing, which has been used successfully to enable hydrogen engines to run stoichiometric without backfire [9], through better scavenging of hot exhaust gases. Huynh T.C.…”

Section: Introductionmentioning

confidence: 99%

Impact of variable valve timing on power, emissions and backfire of a bi-fuel hydrogen/gasoline engine

Verhelst

Demuynck

Sierens

et al. 2010

International Journal of Hydrogen Energy

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Hydrogen-fueled internal combustion engines are a possible solution to make transportation more ecological.Apart from difficulties in production and storage of hydrogen, there are three major bottlenecks in the operation of hydrogen powered engines: reaching a high power output, reducing NO x emissions at high loads and avoiding backfire. This paper presents an experimental study of the influence of continuously variable valve timing of the intake valves on these bottlenecks. Measurements were performed on a four-cylinder engine that can run on gasoline as well as on hydrogen. The measurements on hydrogen are compared to those on gasoline. For hydrogen, the effects of the cam phasing were investigated at wide open throttle, where load is controlled by the quality of the mixture (equivalence ratio) as well as in throttled mode, where load is defined by the quantity of mixture.Results show that it is possible to optimize the applied control strategy by using variable valve timing as a means to increase the range of both the qualitative and quantitative load control methods, which contributes to an easier switch between both methods.

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“…The idea of a boosted PFI hydrogen engine has been shown since the 1980s [18][19][20]. More recently, Berckmüller et al [21] applied supercharging (1.8 bar) to increase the specific power output of a single-cylinder PFI engine by 30% in comparison to naturally aspirated operation. Al-Baghdadi and Al-Janabi [22] investigated the effects of compression ratio, equivalence ratio, and inlet pressure on the performance and NO X emissions of a carburetted supercharged hydrogen engine using quasi 1D modelling.…”

Section: Introductionmentioning

confidence: 99%

“…Supercharging has been suggested as a promising possibility to increase the power output mainly in PFI hydrogen engines [18][19][20][21][22][23][24][25]. The idea of a boosted PFI hydrogen engine has been shown since the 1980s [18][19][20].…”

Section: Introductionmentioning

confidence: 99%

Computational Study of Hydrogen Direct Injection for Internal Combustion Engines

Hamzehloo¹,

Aleiferis²

2013

SAE Technical Paper Series

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Hydrogen has been largely proposed as a possible fuel for internal combustion engines. The main advantage of burning hydrogen is the absence of carbon-based tailpipe emissions. Hydrogen's wide flammability also offers the advantage of very lean combustion and higher engine efficiency than conventional carbon-based fuels. In order to avoid abnormal combustion modes like pre-ignition and backfiring, as well as air displacement from hydrogen's large injected volume per cycle, direct injection of hydrogen after intake valve closure is the preferred mixture preparation method for hydrogen engines. The current work focused on computational studies of hydrogen injection and mixture formation for direct-injection spark-ignition engines. Hydrogen conditions at the injector's nozzle exit are typically sonic. Initially the characteristics of under-expanded sonic hydrogen jets were investigated in a quiescent environment using both Reynolds-Averaged NavierStokes (RANS) and Large-Eddy Simulation (LES) techniques. Various injection conditions were studied, including a reference case from the literature. Different nozzle geometries were investigated, including a straight nozzle with fixed cross section and a stepped nozzle design. LES captured details of the expansion shocks better than RANS and demonstrated several aspects of hydrogen's injection and mixing. Incylinder simulations were also performed with a side 6-hole injector using 70 and 100 bar injection pressure. Injection timing was set to just after inlet valve closure with duration of 6 μs and 8 μs, leading to global air-to-fuel equivalence ratios  typically in the region of 0.2-0.4. The engine intake air pressure was set to 1.5 bar absolute to mimic boosted operation. It was observed that hydrogen jet wall impingement was always prominent. Comparison with non-fuelled engine conditions demonstrated the degree of momentum exchange between in-cylinder hydrogen injection and air motion. LES highlighted details of hydrogen's spatial distribution throughout the injection duration and up to ignition timing. Higher peak velocities were predicted by LES, especially on the tumble plane. With the employed injection strategy, the areas closer to the cylinder wall were richer in fuel than the centre of the chamber close to the end of compression.

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Potentials of a Charged SI-Hydrogen Engine

Cited by 105 publications

References 2 publications

Reformed Methanol Gas as Homogeneous Charge Compression Ignition Engine Fuel

Reformed Methanol Gas as Homogeneous Charge Compression Ignition Engine Fuel

Impact of variable valve timing on power, emissions and backfire of a bi-fuel hydrogen/gasoline engine

Computational Study of Hydrogen Direct Injection for Internal Combustion Engines

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