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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– -

�

–

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

32

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