Fuel economy and emissions evaluation of BMW Hydrogen 7 Mono-Fuel demonstration vehicles

Wallner, Thomas; Lohse-Busch, Hennning; Gurski, Stephen; Duoba, Michael; Thiel, Wolfgang; Martin, D. H.; Korn, Thomas

doi:10.1016/j.ijhydene.2008.08.067

Cited by 134 publications

(39 citation statements)

References 9 publications

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“…For the compression, around 12% of the stored energy is consumed in order to reach 35 MPa, and 15% for 70 MPa, respectively [4]. Another possibility, which is favoured by some car manufacturers, is to store hydrogen as a liquid at cryogenic temperatures [6]. Although liquid hydrogen has a high density, the density of the storage system is reduced by the tank isolation and auxiliary devices.…”

Section: Introductionmentioning

confidence: 99%

Scale-up activation of carbon fibres for hydrogen storage

Kunowsky

Marco-Lozar

Cazorla‐Amorós

et al. 2010

International Journal of Hydrogen Energy

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In a previous study, we investigated, at a laboratory scale, the chemical activation of two different carbon fibres (CF), their porosity characterization, and their optimization for hydrogen storage [1]. In the present work, this study is extended to: (i) a larger range of KOH activated carbon fibres, (ii) a larger range of hydrogen adsorption measurements at different temperatures and pressures (i.e. at room temperature, up to 20 MPa, and at 77 K, up to 4 MPa), and (iii) a scaling-up activation approach in which the obtained activated carbon fibres (ACF) are compared with those from laboratory-scale activation. The prepared samples cover a large range of porosities, which is found to govern their ability for hydrogen adsorption. The hydrogen uptake capacities of all the prepared samples have been analysed both in volumetric and in gravimetric bases. Thus, maximum adsorption capacities of around 5 wt.% are obtained at 77 K, and 1.1 wt.% at room temperature, respectively. The packing densities of the materials have been measured, turning out to play an important role in order to estimate the total storage capacity of a tank volume. Maximum values of 17.4 g l −1 at 298 K, and 38.6 g l −1 at 77 K were obtained.

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Section: Introductionmentioning

confidence: 99%

Scale-up activation of carbon fibres for hydrogen storage

Kunowsky

Marco-Lozar

Cazorla‐Amorós

et al. 2010

International Journal of Hydrogen Energy

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“…Hydrogen-fuelled internal combustion engines are attractive as they offer the potential of near-zero noxious emissions [1], high efficiency [2] and zero greenhouse gas emissions [3]. Computer simulation of the engine cycle enables a cheap and fast optimization of engine settings for operation on hydrogen.…”

Section: Introductionmentioning

confidence: 99%

Local heat flux measurements in a hydrogen and methane spark ignition engine with a thermopile sensor

Demuynck

Raes

Zuliani

et al. 2009

International Journal of Hydrogen Energy

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This paper describes an experimental investigation of heat transfer inside a CFR spark ignition engine operated at a constant engine speed of 600 rpm. The heat flux is directly measured under motored and fired conditions with a commercially available thermopile sensor. The heat transfer during hydrogen and methane combustion is compared examining the effects of the compression ratio, ignition timing and mixture richness. Less cyclic and spatial variation in the heat flux traces are observed when burning hydrogen, which can be correlated to the faster burn rate. The peak heat flux increases with the compression ratio, but the total cycle heat loss can decrease due to less heat transfer at the end of the expansion stroke. An advanced spark timing and increased mixture richness cause an increased and advanced peak in the heat flux trace. Hydrogen combustion gives a heat flux peak which is three times as high as the one of methane for the same engine power output.

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“…Developing a dedicated hydrogen vehicle requires a higher number of considerations concerning the hardware [20]. With approximately 100 units built, the BMW Hydrogen 7…”

Section: Demonstration Vehiclesmentioning

confidence: 99%

Update on the Progress of Hydrogen-Fueled Internal Combustion Engines

Verhelst

Demuynck

Sierens

et al. 2013

Renewable Hydrogen Technologies

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This chapter provides an overview on the use of hydrogen as a fuel for internal combustion engines. First, pros and cons are discussed for using hydrogen to fuel internal combustion engines versus fuel cells. Then, the properties of hydrogen pertinent to engine operation are briefly reviewed, after which the present state-of-the-art of hydrogen engines is discussed.Ongoing research efforts are highlighted next, which primarily aim at maximizing engine efficiency throughout the load range, while keeping emissions at ultra-low levels. Finally, the challenges for reaching these goals and translating lab results to production are discussed. KeywordsHydrogen, internal combustion engine, efficiency, port fuel injection, direct injection, transportation, vehicles, sustainable Introduction H 2 -ICE vs. fuel cellThe interest in hydrogen as an energy carrier or buffer is explained in detail throughout this book. A lot of research effort has gone into the development of the hydrogen-fueled fuel cells for stationary or transport applications as also discussed elsewhere. Fuel cells are attractive for their high efficiency potential throughout the load range with their high efficiency at part Page 2 load operation being of particular interest to transportation applications. Furthermore, they are relatively quiet and only emit water vapor as the reaction product. Much less attention has been devoted to internal combustion engines (ICEs) using hydrogen as fuel. The ICE is often readily dismissed as a future prime mover, for its low efficiency (particularly at part load), and pollutant emissions. However, as discussed in this chapter, because of hydrogen's unique properties, it is possible to substantially increase the ICE's efficiency when operated on hydrogen. When using high temperature oxidation of fuel to produce power, i.e. combustion, the formation of oxides of nitrogen (NO and NO 2 , collectively termed NO X ) is possible, which is a disadvantage compared to the low temperature oxidation in fuel cells.Again, the unique properties of hydrogen allow the emission of NO X to be ultra-low if adequate measures are taken, as explained below.More importantly, ICEs have the very interesting feature of being able to operate on different fuels. This "flex-fuel" ability is an advantage for introducing hydrogen vehicles to the marketplace. First, this can assist with the gradual build-up of a hydrogen fueling infrastructure, and secondly, this can alleviate the on-board storage challenge, with a second fuel (e.g. gasoline) essentially serving as a "range extender". The much lower cost of a hydrogen-fueled ICE compared to a fuel cell is another advantage that can help with setting up demonstration fleets etc., with the HyNor project vehicle fleet being a prime example (see http://hynor.no). The lower cost not only applies to the ICE itself, but also to the fuel: the ICE can handle lower purity hydrogen without any problems.The hydrogen-fueled ICE has thus been recognized as being a compelling bridging technology to introduce h...

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Fuel economy and emissions evaluation of BMW Hydrogen 7 Mono-Fuel demonstration vehicles

Cited by 134 publications

References 9 publications

Scale-up activation of carbon fibres for hydrogen storage

Scale-up activation of carbon fibres for hydrogen storage

Local heat flux measurements in a hydrogen and methane spark ignition engine with a thermopile sensor

Update on the Progress of Hydrogen-Fueled Internal Combustion Engines

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