H2 Internal Combustion Engine Research*H Internal Combustion Engine Research2
Thomas Wallner Argonne National Laboratory
2008 DOE Merit Review Bethesda, Maryland
February 25th 2008
DOE-Sponsor: Gurpreet Singh * This presentation does not contain any proprietary or confidential information
Purpose of work
� Develop a combustion concept that – Offers excellent fuel conversion efficiencies – Produces virtually zero emissions – Achieves power density levels of modern gasoline engines – Reduces the dependence on foreign oil – Decreases green house gas emissions
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Purpose of work
� Evaluate potential of hydrogen internal combustion engines
– Investigate hydrogen combustion concepts for additional efficiency and emissions improvements • Analyze influence of injector location • Evaluate impact of injector nozzle design
– Apply/develop diagnostic tools that allow deeper understanding of hydrogen combustion enginesunderstanding of hydrogen combustion engines • Develop correlation of chemiluminescence measurement with enggine-out NOx emissions x
– Feed information forward to multi-cylinder hydrogen engine and vehicle level application
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Relevant DOE goals and objectives
� 45% Brake Thermal Efficiency � 0.07 g/mile NOx
� Power density similar to gasoline � $45/kW by 2010 and $30/kW in 2015
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�
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Previous Review Comments and Actions Taken
� ‘…would like to see more analysis of the in-cylinder measurements to understand more details of the combustion.’ – Detailed analysis of in-cylinder pressure measurements Detailed analysis of in cylinder pressure measurements – Correlation between OH* chemiluminescence and engine-out NOx emissions
derived
� ‘…the project should include modeling ’ the project should include modeling. – Meetings with project partners; Simulation at Ford/Sandia – Post-doc candidate with hydrogen engine modeling experience identified
� ‘NOx levels seem very high…what the plan for NOx control was.’ – In-cylinder measures
• Multipple injjection data ppresented at last review • Optimized injector location and nozzle design • Additional measures (EGR, water injection…)
– Lean NO aftertreatment (Ford ORNL) Lean NOx aftertreatment (Ford, ORNL)
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Barriers
� Operation with hydrogen port injection – Combustion anomalies (knock, pre-ignition) prevent
extension of high efficiency regimes towards higher engine loads
– Low power density Low power density � Operation with hydrogen direct injection
Trade off between NO emissions and power density – Trade-off between NOx emissions and power density – Trade-off between NOx emissions and engine efficiency
at low enggine loads
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Approach (Overview) Ford Hardware
ANL Metal engine EndoscopeEndoscope
ORNL Aftertreatment
SNL Simulation
DOE Targets Efficiency/emissions
SNL Optical engine
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Approach (Project) DOE/Partners
Targets Efficiency/ emissions
H2 enginePartners Ford engine
optimizationTools Concepts - Emissions instrumentation
- Combustion analysis - Endoscopic imaging
Concepts - Combustion strategy - Additional measures
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ProgressHardware upgpgrade
Spark Plug
� New cylinder head installed with Central Location � Central and side injector
location for Direct Injection � Endoscope access
Side Location
Pressure Transducer
EndoscopeEndoscope
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ProgressNovel nozzle desiggns
� SSymmetric 66 hole nozzle ffor central injection
� Asymmetric 5 hole nozzle for side i j iinjection
� 4 configurations tested: – Symmetric 6 hole central – Symmetric 6 hole side – Asymmetric 5 hole side jets up – Asymmetric 5 hole side jetsAsymmetric 5 hole side jets
down
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Experimental resultsSampple imagges ((2000 RPM 8 bar IMEP))
6-hole central 6-hole side 5-hole side up 5-hole side down SOI=80 SOI=80 SOI=80 SOI=80
10 deg CA ATDC10 deg CA ATDC
5000 OH* Intensity [a u ]OH Intensity [a.u.]
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Experimental resultsSampple imagges ((2000 RPM 8 bar IMEP))
6-hole central 6-hole side 5-hole side up 5-hole side down SOI=80 SOI=80 SOI=80 SOI=80
12 deg CA ATDC12 deg CA ATDC
5000 OH* Intensity [a u ]OH Intensity [a.u.]
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Experimental resultsSampple imagges ((2000 RPM 8 bar IMEP))
6-hole central 6-hole side 5-hole side up 5-hole side down SOI=80 SOI=80 SOI=80 SOI=80
14 deg CA ATDC14 deg CA ATDC
5000 OH* Intensity [a u ]OH Intensity [a.u.]
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Experimental resultsSampple imagges ((2000 RPM 8 bar IMEP))
6-hole central 6-hole side 5-hole side up 5-hole side down SOI=80 SOI=80 SOI=80 SOI=80
16 deg CA ATDC16 deg CA ATDC
5000 OH* Intensity [a u ]OH Intensity [a.u.]
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Experimental resultsSampple imagges ((2000 RPM 8 bar IMEP))
6-hole central 6-hole side 5-hole side up 5-hole side down SOI=80 SOI=80 SOI=80 SOI=80
18 deg CA ATDC18 deg CA ATDC
5000 OH* Intensity [a u ]OH Intensity [a.u.]
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Experimental resultsSampple imagges ((2000 RPM 8 bar IMEP))
6-hole central 6-hole side 5-hole side up 5-hole side down SOI=80 SOI=80 SOI=80 SOI=80
20 deg CA ATDC20 deg CA ATDC
5000 OH* Intensity [a u ]OH Intensity [a.u.]
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Experimental resultsSampple imagges ((2000 RPM 8 bar IMEP))
6-hole central 6-hole side 5-hole side up 5-hole side down SOI=80 SOI=80 SOI=80 SOI=80
222 deg CA ATDC2 deg CA ATDC
5000 OH* Intensity [a u ]OH Intensity [a.u.]
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Experimental resultsSampple imagges ((2000 RPM 8 bar IMEP))
6-hole central 6-hole side 5-hole side up 5-hole side down SOI=80 SOI=80 SOI=80 SOI=80
24 deg CA ATDC24 deg CA ATDC
5000 OH* Intensity [a u ]OH Intensity [a.u.]
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Experimental resultsSampple imagges ((2000 RPM 8 bar IMEP))
6-hole central 6-hole side 5-hole side up 5-hole side down SOI=80 SOI=80 SOI=80 SOI=80
26 deg CA ATDC26 deg CA ATDC
5000 OH* Intensity [a u ]OH Intensity [a.u.]
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Experimental resultsSampple imagges ((2000 RPM 8 bar IMEP))
6-hole central 6-hole side 5-hole side up 5-hole side down SOI=80 SOI=80 SOI=80 SOI=80
28 deg CA ATDC28 deg CA ATDC
5000 OH* Intensity [a u ]OH Intensity [a.u.]
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Experimental resultsSampple imagges ((2000 RPM 8 bar IMEP))
6-hole central 6-hole side 5-hole side up 5-hole side down SOI=80 SOI=80 SOI=80 SOI=80
30 deg CA ATDC30 deg CA ATDC
5000 OH* Intensity [a u ]OH Intensity [a.u.]
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980
760
870
650
-3000
-1500
-6000
-4500
Technical accomplishmentsCorrelation between NOxx and endoscoppic imagges
4500
6000
[ppm
] 6 hole central 6 hole side 5 hole side up
3000
4500
NO
x [ 5 hole side up 5 hole side down
0
1500
2000 RPM 8 bar IMEP MBT Spark Timing
� Average Peak OH* Intensity
870 explanationexplanation � Good
correlation
Aver
age
PPeak
OH
* In
teens
ity [a
.u.]
540
430
320
210
100
160 140 120 100 80 60 40Start of Injection [Deg CA BTDC]
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NO
x EEm
issi
ons
[pppm
]
Progress
4000
3500
3000
25002500
2000
1500
1000
500
0 0 1 2 3 4 5 6 7 8 9
IMEP [Bar]
2000 RPM Efficiency Optimized SOI MBT Spark Timing
6 hole central 6 h l id 6 hole side 5 hole side up 5 hole side down
H2 Port Injection
� Emissions levels comparable to comparable to port injection
� High loads – NOx optimization potential
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Progress
� Improvement compared to port injection port injection
� Low loads – efficiency optimization potential
0 1 2 3 4 5 6 7 8 9IMEP [Bar]
38
40
36
38
cien
cy [%
]
34
Ther
mal
Effi
c
H2 Port Injection
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Indi
cate
d T
6 hole central 6 hole side 5 hole side up 5 hole side down
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30 2000 RPM Efficiency optimized SOI MBT Spark Timing
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Technology Transfer
� Multi-cylinder hydrogen direct-injection engine proposalinjection engine proposal
� Vehicle level application – Mobile Advanced Technology
Testbed (MATT) conceptTestbed (MATT) concept studies
– ETEC Silverado durability testing (NETL)testing (NETL)
– Development of test procedures with BMW Hydrogen 7 vehiclesHydrogen 7 vehicles
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Activities for Next Fiscal Year
� Evaluate custom designed injector nozzles � Investigate in-cylinder NOx reduction measures
– Water injection – Cylinder charge motion (swirl)
� Expand operating regime to higher engine speeds � Verify H2-DI findings in a multi-cylinder DI engine
((separate proposal ffor FY08))
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Publications
�Recently published – Lohse-Busch, H.; Wallner, T. ‘Optimized operating strategy for a
supercharged hydrogen powered 4 cylinder engine ’ JSAE/SAEsupercharged hydrogen powered 4-cylinder engine. JSAE/SAE Fuels and Lubricants. 2007.
– Wallner, T.; Lohse-Busch, H.; Shidore, N. ‘Operating Strategy for a Hydrogen Engine for Improved Drive Cycle Efficiency and Emissions Hydrogen Engine for Improved Drive-Cycle Efficiency and Emissions Behavior.’ World Hydrogen Technology Convention. 2007.
�Upcoming events – Wallner, T.; Gurski, S; Lohse-Busch, H.; Duoba, M.; Thiel, W.
‘Challenges in Fuel Efficiency and Emissions Measurements for Hydrogen Vehicles.’ NHA Annual Hydrogen Conference. 2008.
– Wallner, T.; Nande, A.; Naber, J. ‘Evaluation of Injector Location and Nozzle Design in a Direct-Injection Hydrogen Research Engine.’ SAE International Powertrains, Fuels and Lubricants Meeting. 2008.
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t t t
Summary
� Hydrogen direct injection engine research seeks to develop a combustion concept with high engine efficiency and virtually zero emissions while maintainingg the ppower densityy of current ggasoline engines
� Main barriers are combustion anomalies with hydrogen port injection as well as tradewell as trade-offs between NOx emissions and power density and engine offs between NOx emissions and power density and engine efficiency
� Several nozzle designs for hydrogen direct injection with central and side injector location have been testedside injector location have been tested
� 2% increase in engine efficiency with hydrogen direct injection compared to port injection without NOx emissions penalty F h k ill i l d l i f ddi i l NO red ti ductions� Further work will include evaluation of additional NOx measures (water injection, swirl etc.), expansion of operating regime and testing of advanced injection concepts with optimized custom nozzles
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H2 Internal Combustion Engine Research*H Internal Combustion Engine Research2
Thomas Wallner Argonne National Laboratory
2008 DOE Merit Review Bethesda, Maryland
February 25th 2008
DOE-Sponsor: Gurpreet Singh * This presentation does not contain any proprietary or confidential information