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Hydrogne Internal Combustion Engine

Mr.Yusuf Mulani

Ms. Tejashri KhochareCollge of Engineering,

andhar!ur.

ABSTRACTHydrogen as a fuel in

internal combustion engines is a

solution for the near future to

realize zero CO2 emissions for

traffic applications. The

hydrogen fuelled IC engine is

ready for that. The storage and

production of hydrogen, and to

build the necessary

infrastructure, are the real

shortcomings in the general use

of hydrogen in IC engines.

Hydrogen-burning

internal combustion engines trace

their roots back to some of the

ery earliest deelopments in

internal combustion engine

deelopment. In !"#$ Isaac de

%ias built the first hydrogen

internal combustion engine, and

although the design had serious

fla&s, it &as a more than '# years

ahead of the deelopment of

gasoline internal combustion

engines (Taylor !)"'*.

+hen talking about

hydrogen as a fuel for traffic

applications, most people make

the link to fuel cells. +hy +hy

not a more realistic link to

internal combustion engines t

the moment the estimation of the

number of motor ehicles is

about "## million. To replace

them in a relatiely short time by

fuel cells is impossible. There are

seeral reasons for conerting the

gasoline, diesel or natural gas

engines to hydrogen fuelled

internal combustion engines.

This paper gies an

oerie& of the deelopment of

hydrogen fuelled IC engines by

the most important car

manufactures (ord, /0+,*.

This oerie& indicates the

eolution in the deelopment of

hydrogen fuelled engines

(different generation of engines*.

1ey +ords climate change,

carbon dio3ide, hydrogen,

technological change, internal

Combustion engines, fuel cells.

"igure#. Hydrogen ICE

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I. I$T%&'(CTI&$

A. Pollution is Global issue

E)eryday radios,

ne*s!a!ers, tele)isions and the

internet *arn us of energy

e+haustion, atmos!heric

!ollution and climate *arming.

fter fe* hundred years of

industrial de)elo!ment, *e are

facing these globality !roblems

*hile at the same time *e

maintain a high standard of

li)ing. The most im!ortant

!roblem *e are faced *hich is

*hether *e should go for

continuous de)elo!ment or die.

Coal, !etroleum, natural gas,

*ater and nuclear energy are

fi)e main energy resources that

ha)e !layed im!ortant roles and

ha)e been *idely used by

human beings.

B. Statistics of pollution

-tatistics sho* that, the daily

consum!tion of !etroleum all

o)er the *orld today is /

million barrels, of *hich about

0/ !er cent is used in

communications and

trans!ortation. In this sort of

consum!tion, about 1/23/ !er

cent is for automobile use. That

is to say, auto !etroleum

constitutes about 40 !er cent of

the *hole !etroleum

consum!tion.

"igure5. C&5 Emission by

)arious sectors

6y #77/25/4/

In accordance *ith this

calculation. 'aily consum!tion

of !etroleum by automobiles all

o)er the *orld is o)er t*o

million tones

t the same time as these

fuels are burnt, !oisonous

materials such as 0// million

tones of carbon mono+ides

8C&9, #// million tones:1;of

hydro carbons 8HC9, 00/

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million tones of carbon8C9, 0/

million tones of nitrogen o+ides

8$&+9 are emitted into the

atmos!here e)ery year, se)erely

!olluting the atmos!here.C. Global Energy in Transition

"igure4. The age of energy gases2uid fuel essentially !etroleum

started in about #7// and is near

the ma+imum no*. In recent

times gaseous fuel is becoming

more and more im!ortant.

"rom early times till no*, *e

can notice that each successi)e

fuel has more hydrogen and less

carbon. In other *ords H?C

ratio is increasing. &ne can

therefore !redict that hydrogen

is ine)itable and the H?C ratio

*ill go to infinity.

Technologicalinno)ation,

rather than de!letion, is

dri)ing these changes

T*o moti)ators for the use

of hydrogen as an energy carrier

today are@ #9 To !ro)ide a

transition strategy from

hydrocarbon fuels to acarbonless society and 59 To

enable rene*able energy

sources

II. C&M6(-TIAE%&E%TIE-

&"HY'%&

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im!ortant factor in determining

*hat com!ression ratio an

engine can use, since the

tem!erature rise during

com!ression is related to thecom!ression ratio. The

tem!erature rise is sho*n by the

E>uation@

B 2#

T5 T# 8A#?A59

8#9

=here@

A#?A5 the com!ression ratio

T# absolute initial tem!erature

T5 absolute final tem!erature

B ratio of s!ecific heats

The tem!erature may not

e+ceed hydrogenDs auto ignition

tem!erature *ithout causing

!remature ignition. Thus, the

absolute final tem!erature limits

the com!ression ratio. The high

auto ignition tem!erature of

hydrogen allo*s larger

com!ression ratios to be used in

a hydrogen engine than in a

hydrocarbon engine.

C. ig! Flame Speed

Hydrogen has high flame

s!eed at stoichiometric ratios.

(nder these conditions, the

hydrogen flame s!eed is nearly

an order of magnitude higher

8faster9 than that of gasoline.

This means that hydrogen

engines can more closely

a!!roach the

thermodynamically ideal engine

cycle. t leaner mi+tures,ho*e)er, the flame )elocity

decreases significantly.

". ig! "iffusi#ity

Hydrogen has )ery high

diffusi)ity. This ability to

dis!erse in air is considerably

greater than gasoline and is

ad)antageous for t*o mainreasons. "irstly, it facilitates the

forma2tion of a uniform mi+ture

of fuel and air

E. Clean ydrogen Economy

CLEAN HYDROGEN ECONOMY FOR THE FUTURE

Hydrogen production

H2 (ga!

H2 (co"preed! H2 (#i$uid! H (o#id c%e"ica#!

Hydrogen torage

Hydrogen uti#i&ation

E %ig%'preure

cryogenic tan E c%e"ica# reaction

H2)O2 Fue# ce##*C or Hy+rid engine

,ero-e"iion .e%ic#e

III. HY'%&

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A. Engine "esign

The most

effecti)e

means of

controlling !re2ignition and

FnocF is to re2design the engine

for hydrogen

use, s!ecifically the

"igure. Hy2I.C E

combustion chamber

nd the cooling system. disF2

sha!ed combustion chamber

8*ith a flat !iston and chamber

ceiling9 can be used to reduce

turbulence *ithin the chamber.

The disF sha!e hel!s, to

!roduce lo* radial and

tangential )elocity com!onents

and does not am!lify inlet s*irl

during com!ression. -ince

unburned hydrocarbons are not

a concern in hydrogen engines,

a large bore2to2stroFe ratio can

be used *ith this engine. To

accommodate the *ider range

of flame s!eeds that occur o)er

a greater range of e>ui)alence

ratios, t*o s!arF !lugs are

needed. The cooling system

must be de2signed to !ro)ide

uniform flo* to all locations

that need cooling.

B. Fuel "eli#ery system

da!ting or re2designing

the fuel deli)ery system can be

effecti)e in reducing or

eliminating !re2ignition.

Hydrogen fuel deli)ery

system can be broFen do*n into

three main ty!es@ centralinjection 8or Gcarbureted9, !ort

injection and direct injection.

Central and !ort fuel deli)ery

systems injection forms the

fuel2air mi+ture during the

intaFe stroFe. In the case of

central injection or a carburetor,

the injection is at the inlet of the

air intaFe manifold. In the case

of !ort injection, itis injected at

the inlet !ort.

C. Central $n%ection or

Carbureted Systems

The sim!lest method of

deli)ering fuel to a hydrogen

engine is by *ay of a carburetor

or central injection system. This

system has ad)antages for a

hydrogen engine. "irstly,

central injection does not

re>uire the hydrogen su!!ly

!ressure to be as high as for

other methods. -econdly,

central injection or carburetors

are used on gasoline engines,

maFing it easy to con)ert a

standard gasoline engine to

hydrogen or a

gasoline?hydrogen engine.

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"igure0. 'irect Injection -ystem

The disad)antage of central

injection is that it is more

susce!tible to irregular

combustion due to !re2ignition

and bacFfires. The greater

amount of hydrogen?air mi+ture

*ithin the intaFe manifold

com!ounds the effects of !re2

ignition.

". Port $n%ection Systems

The !ort injection fuel deli)ery

system injects fuel directly into

the intaFe manifold at each

intaFe !ort, rather than dra*ing

fuel in at a central !oint.

Ty!ically, the hydrogen is

injected into the manifold after

the beginning of the intaFe

stroFe. t this !oint conditions

are much less se)ere and the

!robability for !remature

ignition is reduced.

In !ort injection, the air is

injected se!arately at the

beginning of the intaFe stroFe to

dilute the hot residual gases and

cool any hot s!ots. -ince less

gas 8hydrogen or air9 is in the

manifold at any one time, any

!re2ignition is less se)ere. The

inlet su!!ly !ressure for !ort

injection tends to be higher than

for carbureted or centralinjection systems, but less than

for direct injection systems.

"igure . Electronic "uel Injector

E. "irect $n%ection Systems

More so!histicated

hydrogen engines use direct

injection into the combustion

cylinder during the com!ression

stroFe. In direct injection, the

intaFe )al)e is closed *hen the

fuel is injected, com!letely

a)oiding !remature ignition

during the intaFe stroFe.

Conse>uently the engine cannot

bacFfire into the intaFe

manifold. The !o*er out!ut of a

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direct injected hydrogen engine

is 5/J more than for a gasoline

engine and 5J more than a

hydrogen engine using a

carburetor.=hile direct injection sol)es the

!roblem of !re2ignition in the

intaFe manifold, it does not

necessarily !re)ent !re2ignition

*ithin the combustion chamber.

In addition, due to the reduced

mi+ing time of the air and fuel

in a direct inject2tion engine, the

air?fuel mi+ture can be non2

homogenous. -tudies ha)e

suggested this can lead to

higher $&+ emissions than the

non2direct injection systems.

'irect injection systems re>uire

a higher fuel rail !ressure than

the other methods.

"igure 1. Cryogenic !ortInjection

F. Cran&case 'entilation

CranFcase )entilation is e)en

more im!ortant for hydrogen

engines than for gasoline

engines.

s *ith gasoline engines,unburnt fuel can see! by the

!iston rings and enter the

cranFcase. -ince hydrogen has a

lo*er energy ignition limit than

gasoline, any unburnt hydrogen

entering the cranFcase has a

greater chance of igniting.

Hydrogen should be !re)ented

from accumulating through

)entilation.

Ignition *ithin the

cranFcase can be just a startling

noise or result in engine fire.

=hen hydrogen ignites *ithin

the cranFcase, a sudden

!ressure rise occurs. To relie)e

this !ressure, a !ressure relief

)al)e must be installed on the

)al)e co)er. ty!ical !ressure

relief )al)e installation is sho*n

in "igure 3

"igure 3. ressure %elief Aal)e on

engine CranFcase

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E+haust gases can also see!

by the !iston rings into the

cranFcase. -ince hydrogen

e+haust is *ater )a!or, *ater

can condense in the cranFcase*hen !ro!er )entilation is not

!ro)ided. The mi+ing of *ater

into the cranFcase oil reduces

its lubrication ability, resulting

in a higher degree of engine

*ear.

G.T!ermal Efficiency

The theoretical

thermodynamic efficiency of an

&tto cycle engine is based on

the com!ression ratio of the

engine and the s!ecific2heat

ratio of the fuel as sho*n in the

e>uation@

th#2#?8A#?A59LB2#

859

=here@

A#?A5 the com!ression ratio

B ratio of s!ecific heats

th theoretical thermodynamic

efficiency The

higher the com!ression ratio

and?or the s!ecific2heat ratio,

the higher the indicated

thermodynamic efficiency of

the engine. The com!ression

ratio limit of an engine is based

on the fuelDs resistance to

FnocF. lean hydrogen mi+ture

is less susce!tible to FnocF than

con)entional gasoline and

therefore can tolerate higher

com!ression ratios. The

s!ecific2heat ratio is related to

the fuelDs molecular structure.

The less com!le+ the molecularstructure, the higher the

s!ecific2heat ratio. Hydrogen 8B

#.9 has a much sim!ler

molecular structure than

gasoline and therefore its

s!ecific2heat ratio is higher than

that of con)entional gasoline 8B

#.#9.

E. Emissions

The combustion of

hydrogen *ith o+ygen

!roduces *ater as its only

!roduct@

5H5 &5 5H5& 849

The combustion of hydrogen

*ith air ho*e)er cans also !ro2

duce nitrogen o+ides 8$&+9

H5 &5 $5 H5& $5 $&+89

The o+ides of nitrogen are

created due to the high

tem!eratures generated *ithin

the combustion chamber during

combustion. This high

tem!erature causes some of the

nitrogen in the air to combine

*ith the o+ygen in the air. The

amount of $&+ formed de!ends

on@

The air?fuel ratio

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The engine com!ression ratio

The engine s!eed

The ignition timing

III. C-E -T('Y&"6M=

HY'%&

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"igure##. Emission from uicFly arise due to

the nature of the hydrogen ICE

technology that differentiates it

from fuel cell and gasoline

)ehicles.

This !a!er has indicated

the ad)antages of hydrogen as a

fuel for s!arF ignited internal

combustion engines and has

sho*n that the hydrogen engine

is gro*ing u!. n o)er)ie* is

gi)en of the de)elo!ment by car

manufacturers and also of the

research at the laboratory of

Trans!ort Technology

A. %E"E%E$CE-

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:#; 6M= Hydrogen 1@ the first

!remium saloon *ith a bi)alent

IC engine.

:5; ce)es -.M. and -mith R.%.@Hybrid and con)entional

hydrogen engine )ehicles

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