Concepts for Hydrogen Internal Combustion Engines and Their Implications on the Exhaust Gas Aftertreatment System

Sterlepper, Stefan; Fischer, Marcus; Claßen, Johannes; Huth, Verena; Pischinger, Stefan

doi:10.3390/en14238166

Cited by 42 publications

(13 citation statements)

References 40 publications

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“…Beyond λ = 2.5 the boost value is instead limited, as aforementioned, by the low enthalpy of the exhaust gases which prevent the expansion turbine from adequately "pushing" the compressor (turbine limit). This aspect is confirmed by the trend of the exhaust temperatures which decrease as the dilution of the mixture increases [21,22], as shown in Figure 6 for various engine speeds and at the corresponding maximum boost pressure adoptable. Intake air temperatures (after intercooler) ranged from 35 °C to 45 °C degrees at maximum boost pressure, with an ambient temperature of about 18°C.…”

Section: Analysis Of Boost Limitssupporting

confidence: 63%

Experimental analysis of boost limits in a hydrogen fueled PFI internal combustion engine

Frigo,

Bonini,

Regibus

et al. 2023

J. Phys.: Conf. Ser.

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In recent years we have witnessed a renewed interest in the use of hydrogen as a fuel for the land transportation sector, not only for the decarbonisation of the propulsion system but also, above all, as an energy vector for accumulating excess energy deriving from the use of intermittent renewable sources such as wind and photovoltaics. The present study shows the results of an ongoing research aimed at fine-tuning ready-to-market strategies for the use of hydrogen in ICEs. Starting from a turbocharged engine fueled by natural gas and utilized on light commercial vehicles, a low-cost indirect hydrogen injection system (PFI) was implemented, combined with appropriate injection strategies and boost pressure analysis, this last assuming a fundamental aspect in recovering engine performance that inevitably deteriorates with the use of diluted mixtures. It is found that the adoption of an air/hydrogen lambda value (λ) ≈ 2.5 allows the utilization of high boost ratios without knocking and backfire and with the possibility of reaching performance similar to the original natural gas fueled engine, with a higher efficiency (> 39 %) and with low NOx emissions (< 200 ppm).

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Section: Analysis Of Boost Limitssupporting

confidence: 63%

Experimental analysis of boost limits in a hydrogen fueled PFI internal combustion engine

Frigo,

Bonini,

Regibus

et al. 2023

J. Phys.: Conf. Ser.

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“…7 In H 2 ICEs, CO and HC originate only from lube oil. 1,8,9 CO 2 emissions are not shown in Figure 2. In the exhaust gas of diesel engines, the CO 2 concentration is approximately 80000 ppm, depending on the engine and load point.…”

Section: Differences In Raw Emission Behaviour Between Diesel and Hyd...mentioning

confidence: 99%

Emission behaviour and aftertreatment of stationary and transient operated hydrogen engines

Roiser,

Christoforetti,

Schutting

et al. 2023

International Journal of Engine Research

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As society moves towards climate neutrality, hydrogen fuelled internal combustion engines (H2 ICEs) should be considered as a prime technology. These engines are valued for their robustness, superior lifetimes, manufacturing techniques and characteristics, which are already known from diesel or gasoline engines. Since an H2 ICE is run on hydrogen (H2), carbon-based emissions are only released on a very low level from the lube oil. Nitrogen oxides (NOx) emissions are de facto the only gaseous pollutant that must be processed by the exhaust aftertreatment system (EAS) of such engines. This paper provides an overview of the raw exhaust gas emission behaviour of a 2 l four-cylinder passenger car engine that is run solely on hydrogen. As already mentioned, the main challenge faced by the EAS is to reduce NOx. Thus, the inspected EAS includes a selective catalytic reduction (SCR) catalyst with ammonia (NH3) as a reductant. The species of NOx was reduced under stationary operation conditions at all of the considered engine load points at an efficiency of at least 98%. Strategies that could be applied to conduct a load change of an H2 ICE were experimentally investigated. To perform a load change under high performance conditions, H2 ICEs needed to be run on a richer air-fuel mixture than under stationary operation conditions in order to provide enough exhaust enthalpy for the turbocharger. If a richer air-fuel mixture was used, higher NOx emissions were detected, increasing the necessity of an EAS containing an SCR catalyst for H2 ICEs. A WLTC and two RDE cycles were investigated to determine their raw and tailpipe exhaust gas emissions. By applying a simple AdBlue® dosing strategy, the raw NOx exhaust gas emissions from the WLTC could be reduced from 79.9 mg/km to as low as 7.3 mg/km. Carbon-based and secondary emissions such as NH3 and nitrous oxides (N2O) were measured at levels well below 5 mg/km.

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“…Hydrogen‐based ICEV has less demand for rare earth and precious metals as in BEV and FCEV. ICEV has well‐established development and production methods 33 . However, the efficiency of ICEV (40%‐45%) is less than the efficiency of FCEV (50%‐60%).…”

Section: Introductionmentioning

confidence: 99%

Hydrogen storage materials for vehicular applications

Srivastava

2023

Energy Storage

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Hydrogen energy has been assessed as the clean and renewable energy source with the highest energy density. At present, 25% of energy demand comes from the transport sector, while 20% of greenhouse gases are produced from the transport sector at the global level. Hydrogen may be utilized in the vehicles as a fuel for fuel cell vehicles or as a hydrogen system in internal combustion engine vehicles. In both cases, hydrogen storage remains a key parameter. Various types of hydrogen storage materials have a wide range of operating conditions in terms of temperature, hydrogen plateau pressure, and hydrogen storage capacity with other relevant hydrogenation characteristics. At present, not a single hydrogen storage material is available to fulfill all the requirements of hydrogen storage for vehicles on the set target of DOE US. MgH2 has high hydrogen storage capacity equivalent to 7 wt%, but desorption temperature is 300°C. The normal vehicles do not operate at such a high temperature. Therefore, in the present communication, combinations of metal hydrides have been studied. The first combination belongs to MgH2 and AB2 system and another belongs to MgH2, NaAlH4, and AB2 system. In the calculation performed, it has been shown that the amount of heat and temperature available in the exhaust gas of a vehicle is enough to liberate the hydrogen from the high‐temperature metal hydride system. The calculated specific capacity on the system basis has been found as 1.13 kWh/kg (0.034 kgH2/kg) and 1.20 kWh/kg (0.036 kgH2/kg) for both combinations, respectively. These values of specific capacity are very much close to the present target of DOE US.

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Concepts for Hydrogen Internal Combustion Engines and Their Implications on the Exhaust Gas Aftertreatment System

Cited by 42 publications

References 40 publications

Experimental analysis of boost limits in a hydrogen fueled PFI internal combustion engine

Experimental analysis of boost limits in a hydrogen fueled PFI internal combustion engine

Emission behaviour and aftertreatment of stationary and transient operated hydrogen engines

Hydrogen storage materials for vehicular applications

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