www.efficienthydrogenmotors.com

Wilson HagoAndre Morin

705 Anacapa stSanta Barbara-CA -93101

Efficient Hydrogen Motors

All Photographs are copyright of Andre Morin

Efficient Hydrogen Motors

Source: Science et Vie (2009)

Background: why bother? Present automobile technology Hydrogen in Fuel Cell Vehicles Hydrogen in Internal Combustion Engines

(H2ICE) EHM H2ICE engine design features including

CO2 capture EHM business strategy

S. Foucher (2007) Hubbert (1956)

Since 2005 conventional supply has not grown5% of supply is lost every year to depletion

$200/barrel <-> $7/gallon coming in the next few years

Expensive!

Honisch et alScience (2009)

Tripati et al Science (2009)

CO2 levels have been been within 2x of Preindustrial levels for 60M years

CO2 Levels over time

BernerScience (1997)

Milliken

Rising CO2 levels since Industrial revolution

Marland (2006)

How much should we care about CO2levels?

CO2 tipping point: Nonlinear effects take over

What should our target be?

1 gallon gasoline ≈ 20 lbs CO2 for a car with 20 mpg, 1 mile ≈ 1 lb CO2Typical car drives 12k miles/year

450 PPM600 PPM800 PPM1000 PPM5000 PPM

EU stabilization pointSome people will feel air stuffyCA limit for officesASHRAE limitFederal limits for workers

$40/ton

Current CO2 emissions taxes$25/ton

BC $5/ton

$17/ton

Boulder $3/ton $14/ton

www.chevrolet.com/experience/fuel-solutions/fuel-cell/

EHM: the best emissions strategy is a negative emissions strategy.

•Automobiles = mobile windmills!

GRT CO2 capture device

•Take avg automobile speed of 40mph. This is 20 m/sec. Assume it exposes an area of 1 m2. At 390 ppm CO2 it encounters 15 g/sec CO2. •An average driving time in US per day is 40 min. If one installs a device with 20% capture efficiency (150 µmoles/m2 sorbent/sec) one automobile could capture 11.2 kg CO2 /day. •With 200 million vehicles doing this, this represents a capability of removing 8.2 x108 tons CO2 /year worldwide.

•Constitutes -15% of yearly US automobile emissions production and -5% yearly worldwide automobile emissions.

•Should be used with cars running on fuelswith no carbon footprints.

•Assumption: •CO2 removal less ambient CO2

Petroleum

Automobile

Internal CombustionEngine

Coal

BigBattery

Electricity

CH4

Electric Motor

Little Battery

Tesla Roadster

Chevy Volt

Toyota Prius

Carbon Footprints all over

VW Polo

Hydrogen Production

Automobile

Internal CombustionEngine

Fuel Cell

Solar

Wind

Nuclear

Coal with CCS

On-board H2 storage

LittleBattery

Electricity

Biomass

HydroGeothermal

On-board CC

Electric motor

Liquid H2Compressed H2Metal Hydride Complex HydridePhysisorbed H2

CH4 with CCS

CCS = carbon capture and sequestration

BigBattery Electric Motor

CC = carbon capture

On-board CC

source: www.Podtech.net

Range: 120 miles5 kW, 550 lbs, 1000 hrs FCTop speed: 70 mph

1966

Mercedes Hygenius115HP, 258 lb-ft

torque250 mile range66kW PEMFCLi-ion battery

CGH2 4kg@10000psi

Honda FCX Clarity134 HP, 189 lb-ft240 mile range100kW PEMFC

CGH2 4kg@5000 psi

GM HydroGen4100HP, 235 lb-ft

torque200 mile range93kW PEMFC

CGH2 4.2kg@10000psi

Toyota FCHV430 mile range

CGH2 6.3 kg@10000psi

Ford Focus FCV90 HP, 140 lb-ft200 mile range

CGH2 @3600 psi

Fuel Cell Powered Vehicles

Cost is still major obstacle!

Phase I 2010 technology development and cost reductionPhase II 2010-2015 make fuel cell competitive to internal combustion

Phase III 2015+ full scale commercialization

OEM Strategy to FC commercialization

-Fuel cell efficiency 55% avg on dyno, 35% avg on road-Fuel cell durability <1000 hrs

-Refueling time 4.2 min (target 3 min)-Most filling with 5000 psi tanks (some 10000 psi and LH2)

Source : NREL

Compressed and liquid H2 tanks

Where the Hydrogen is coming from

Source: NREL 2007 report

Design an air cooled H2 ICE that reacts CO2 from aspirated air during its operation.

Have the CO2 capture energy come from normal operation and waste heat.

Build a prototype engine.

Patent idea and license it or sell it to an OEM.

Advantages of radials:Air cooled (gives room for CO2 capture)Good heat dissipation on all cylindersGood torqueLess parts

Rotec R2800 engine running on Mogas2.8L110 HP @3600 rpm (ungeared)230 lb-ft torque 220 lbs weightFuel consumption 200 g/kWh@80% powerNot optimized for fuel consumption!

Comparison:2010 Prius 2ZR-FXE Engine

230 g/kWh @80% power

Disadvantages:Lots of stress on crankshaftNeed Care in vibration control

1935 Monaco Trossi Racing Car

BMW 7 series dual fuel10 kg Liquid H2 tank

V12 260HP

Ford 6.8L supercharged V-10235 hp, 310 lb-ft torque

Runs on CGH2@ 5000 psi

Mazda RX8Dual fuelH2 mode:110 HP

103 lb-ft torqueCGH2@5000 psi

Good link: www.hydrogencarsnow.com

Hydrogen(25°C, 1 atm)

Gasoline

Density (g/ml) 0.0000824 0.73FlammabilityLimits

(% in air) 4-75 1.4-7.6

Auto ignitionTemp.

(°C) 250 550

MinimumIgnition Energy

(mJ at stoich)

0.02 0.24

Flame velocity (m/sec at stoich)

2.8 0.40

Lower Heating Value

(MJ/kg) 120 43

Heat of Combustion

(MJ/kgair)

3.4 2.8

Diffusion in air cm2/sec .61 .05

C.M white (2006) int. j. h2 energy

Pre ignition a problemFor H2 internal combustion

Engines

H2-air

CH4-air

C7H16-air

Other issues:Lubrication

EmbittermentCrankcase ventilation

No infrastructureToo expensive

DangerousCH4 is more abundant

It’s not really a fuel; it’s a storage mediumHard to store

No experienceElectric vehicles are better

For long range applications and fast fuel replenishment there are no easy

alternatives!

PEMFC needs expensive materials (Pt, membrane) needs high purity H2 higher efficiency than ICE

H2ICE can build on years of experience with petroleum ICE tolerant of H2 impurities possibility of NO X emissions

Plug-Ins some still use gasoline as back-up (Chevy Volt) take a relatively long time to charge low energy density, low range

Spark ignition

Matthieu MORICE

Compression Ignition

Realistic Otto cycle

Ideal Otto cycle

γ=Cp/Cv=1.4 for H2

Theoretical 60% efficient

COOLING PHASE

POWER STROKE

Piston

sleeve

Fresh air Turbo conduit

Turbo conduit

cylinder

Cylinder components for EHM engine

Designed for 200 HP, 450 lb-ft torque (2000 rpm) 150 kg

5.0L EHM Engine Design

45 cm radius entire engine50 cm thickness (w/out turbo)

Exhaust portsConnected to turbo

Crankshaft

Intake port

Valve

Fresh air

Intake manifold

Exhaust entry

Exhaust exit

Engine with supercharger/Turbo generator

Some traditional turbines

Traditional turbo charger

Capstonemicro turbine

Centrifugal supercharger

Gasoline Diesel EHM DesignH2ICE

Peak AdiabaticFlame Temp (°C)

2000 2050 2100

Piston Crown Temp. (°C)

300 450 200

Exhaust Temp (°C)

500 400 300

Compression Pressure (bar)

10 35 25

Direct Injection Pressure (bar)

140 2000 300

Auto ignition 250 210 550Peak Cylinder Pressure (bar)

35 85 75

Efficiency (Best BTE, %)

37 51 45

C.M. white (2006) int. j. h2 energy

NO X Emissions

Sandia data

Hyundai data

EGR, TWC benefits

Engine Displacement 5.0L

Horsepower (HP@rpm) 200 @2000

Torque (lb-ft@rpm) 525@2000

Compression ratio 10:1

Bore x stroke (in) 3.0x 8.7

Fuel Delivery Direct Injection of H2

Engine Block Material Forged steel

Cylinder Head Material Coated Aluminum

Fuel H2 and air

H2 burning Radial Engine Supercharged and turbocharged Air ventilated Low weight/power ratio On board CO2 capture On board electrolysis

Source: Turelio

On board CO2 capture

Chlor-alkalin process

2NaCl + 2H2O Cl2 + 2NaOH + H2

CO2 capture:2NaOH + CO2 Na2CO3 + H2OΔH° = -110 kJ/mol

Exchange the carbonate-laden solution at the ‘gas’ station. Treat off-site: Na2CO3 CO2 + Na2ONa2O + H2O 2NaOH

Kraft Process:Ca(OH)2 + Na2CO3 CaCO3 + 2NaOH

Initial Decomposition temp:Na2CO3 860°C

CaCO3 825°C (Kraft)

Baciocchi et al analysis:6GJ/ton CO2 thermalMost due to calcinationCan be $100/ton CO2 if concentrated solar energy is used.

Spray approach (Stolaroff 2008)1M NaOH solution0.4 m/sec CO2 flowReported 300 µmol/m2/sec. Rate goes {OH-}1/2

Falling Film approach (Zanfir 2005)2M NaOH, 0.04 m/sec CO2 flowChannels 300µm x 100 µm x 66mm Reported 11000 µmol/m2/sec

Lackner, Baciocchi (2006)Uses packing tower with Mellapak 500Y 150 µmol/m2/sec for 2M NaOH2 m/sec air speed

Margaria et al (1959) De Almeida (2000)

Ambient Air in

NaOH in

NaOH in

NaOH out

Distributor chamber

Ambient Air out

Absorber Plates

NaOH spray

Raschingrings

Air in

Air out

NaOH reservoir

NaOH return

C=300C= g NaOH/kg solution

NaOH-Na2CO3-H2O system

Na2CO3Solubility(g/kg)

CO2 Sequestration

CaCO3 Decomposition

Illustration of Engine Components

H2 storage tanksTransmission

Battery

Turbo

CO2 removalcolumns

OH-

reserve

H2 circuit

EHM motor

H2O reserve

H2 pump

1) Make a 3d CAD functional prototype 2) Test prototype with finite element analyses

that include vibration, temperature and stress analysis.

3) Produce physical prototype based on tested virtual design

4) Perform real world testing and analysis on prototype

5) Generate OEM interest based on data with physical prototype

Boats Light Air planes Heavy Trucks Stationary Applications

EHM PatentsUS PATENT 7,707,796 US PATENT APPLICATION 20090038561

Wilson HagoAndre Morin

Efficient Hydrogen Motors

Experimental setup

hydroxide

CO2 sensorHoneywell C7232

Air out(CO2 removed)

RaschigRings(scrubbingarea)

Air in 10 m/sec

Hydroxide pump 4” diametertube

CO2 concentration in exiting air diminished by 160 ppm within 5 min.

Estimated capture rate of 40 µmoles CO2/sec/m2

with this setup

Experimental Conditions Air in velocity: 10 m/sec Hydroxide Flow: 200ml/sec/m2

Hydroxide molarity: 2M

Hydroxide reservoirCentrifugal fan

Venturi tubeHydroxide pump(motor driven)OH emptying tank

Electric pump

separatorAir filter

-6000

-4000

-2000

0

2000

4000

6000

8000

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21

Mili

on M

etri

c To

ns

Year

How EHM solution will decrease global CO2 levels

old tech

net co2

EHM co2 capture

years

Assumes a replacement of 50 million cars each year.

Technical or Monetary Support to develop a prototype:

--Mechanical Engineers --Electrical Engineers --Automotive Engineers --Publicity Agents --Angel Investors