W I S S E N
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T E C H N I K
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L E I D E N S C H A F T
1
Development of a
Hydrogen/Gasoline V12 Engine
for the 24h Nürburgring Race
Institute for Internal Combustion Engines and Thermodynamics
04.10.2013
Christof Hepp, Reinhard Luef, Phillip Heher, Prof. Helmut Eichlseder
 www.ivt.tugraz.at
Development of a Hydrogen/Gasoline V12 Engine for the 24h Nürburgring Race
2
Content
1. H2-ICE research at IVT
2. Fuel properties and base engine
3. Rules & Restrictions
4. Challenges
5. Modifications
6. Turbocharging and operating characteristics
7. Hydrogen vehicles and summary
Christof Hepp
04.10.2013
Hydrogen ICE
3
H2-ICE Research at TU Graz
High-performance experiments
(100 kW/l)
Starting up
optical engine
Preliminary
studies
Optimisation
of nozzle
geometry
Preliminary
investigations
auto-ignition
Heat flux and
fibre optic
measurements
Start with
Starting up complete
engine test stand
H2 PFI
in cooperation with
2001
Starting up H2
Diesel engine
2002
A3-Project „H2BVplus“
EU-Project „H y I C E“
2003
2004
2005
2006
2007
Start
H2 direct
injection
Simulation
models
Start LIF
measurement
LIF combustion
analysis
Christof Hepp
04.10.2013
Heat flux
measurement (new
geometry)
Ramanspectroscopy
Bowl
pistons
2009
2008
High Pressure Direct Injection
Starting up
research engine
A3-Project „H2CPI“
2010
Cryo
Diesel-like H2
combustion
Cryogenic
mixture formation
Fuel Properties
4
Properties of H2 and Gasoline
Property
Gasoline
Hydrogen
Stoichiometric AF Ratio[kgL/kgBr]
14,0
34,3
Octane Number [-]
100
-
-
0
41.4
120
3.76
3.19
1.4 ÷ 0.4
10 ÷ 0.13
Ignition energy [mJ] (=1)
0.24
0.017
Laminar flame speed [cm/s] (=1)
≈ 40
≈ 230
c [%]
85.6
0
h [%]
12.2
100
o [%]
2.2
0
Methane Number [-]
Calorific heat value Hu [MJ/kg]
Mixture heating value
formation) [MJ/m3] (=1)
(external
Ignition limits [λ range]
mixture
Mass fractions
Christof Hepp
04.10.2013
Fuel Properties
5
Mixture heating value
Boundary Conditions:
 =1
a = const.
e = const.
n = const.
VH = const.
Fuel
Gasoline
Mixture preparation
external
Mixture temperature [K]
293
3
Mixture heating value [MJ/m ] 3.76
100
Spec. Poweroutput [%]
Hydrogen
external
293
3.19
83
„State of the art“
Christof Hepp
04.10.2013
Hydrogen
External cryo
210
4.14
115
Hydrogen
internal
293
4.21
117
„Advanced/Research“
Engine Data
6
Aston Martin AM11 – Serial application
Parameter
Data
Nr. of cylinders
V12
Displacement
5935 cm³
Max. torque
Max. power
620 Nm @ 5500 min-1
410 kW @ 6750 min-1
Bore
89 mm
Stroke
79,5 mm
Injection-System
Multi-Point-Injection
Mixture Formation
external
Compression Ratio
10.9
Valve timing
hydraulic cam phaser
Range: 50°KW
Duration of opening
Intake: 284°KW
Exhaust: 288°KW
Christof Hepp
04.10.2013
Modification
7
Rules & Restrictions
•
The car was the only car to compete in the „Experimental
Vehicle“ class
• The maximum power of the engine had to be limited
to 410kW
• The use of an air restrictor is obligatory
• The air restrictor is mounted directly to the
compressor housing of the turbocharger
•
Normally the displacement for turbocharged engines
is limited to 4.0dm³
Christof Hepp
04.10.2013
Modification
8
Task Definition & Challenges
•
Challenges
•
Our Solutions
•
Mixture formation
•
•
Increasing power output in
hydrogen mode
Avoidance of knocking
•
•
•
•
•
•
Avoidance of irregular
combustion using hydrogen
Engine management
•
•
Operating modes
•
Christof Hepp
04.10.2013
External for both fuels
(reliability)
Turbocharging
Lowering the compression
ratio, Reduce residual gas
Mainly using lean operation
for hydrogen mode,
Reduce residual gas
Development of a engine
control unit, sensors and
harness
H2 Pure
H2 Boost/Fuel mixing
Pure Gasoline
Modification
9
Hydrogen Supply
Gasoline-Rail
H2-Injector
Gasoline-Injector
Christof Hepp
04.10.2013
H2-Rail
Modification
10
Engine Setup
•
•
•
•
•
•
Bi-turbo configuration
Ball bearing turbochargers,
because of the fast response
and the lower oil
consumption
External wastegate
Race piston from highly heat
resistant aluminum alloy with
lower compression ratio
Exhaust valves from inconel
(nickel based alloy) due to
the higher thermal stress
Other replaced parts:
Ignition coils, harness,
conrods, …
Christof Hepp
04.10.2013
Turbocharging
Exhaust Gas Enthalpy
Challenges for turbocharger
selection
• Differences in the operating
modes are caused by:
•
Total mass flow is different due
to high different fuel densities
• Provided exhaust gas enthalpy
shows fluctuation up to 50%
• Different mixture heating value
 Basically for hydrogen a
smaller turbocharger is needed
than for gasoline
Christof Hepp
04.10.2013
3500
Exhaust Gas Enthalpy [J/Cycle]
11
Gasoline
H2Boost/Mix
H2Pure
Full Load
3000
~25%
2500
~50%
2000
1500
1000
500
1000
2000
3000
4000
Engine Speed [min-1]
5000
6000
Turbocharging
Compressor Map @ Full load
Gasoline Mode
H2Pure Mode
H2Boost/Mix Mode
Compressor Map
Full load in different operating modes
3.0
Challenges for turbocharger
selection
• Higher boost pressure is
required for hydrogen
• Fuel mix is a possibility to
realize a higher boost
pressure
 Basically for hydrogen a
smaller turbocharger is needed
than for gasoline
Speed Limit
2.8
2.6
2.4
Surge Limit
2.2
0.72
0.76
2.0
0.74
140000
1.8
124000
1.6
Choke Line
108000
1.4
91000
1.2
1.0
0.00
Christof Hepp
04.10.2013
157000
0.64
0.68
Pressure Ratio [-]
12
75000
0.05
0.10
0.15
0.20
Massflow [kg/s]
0.25
0.30
Gasoline mode:
400kW/544PS
795Nm
2600
2200
1800
1400
500
Hydrogen mode:
303kW/412PS
610Nm
1000
Gasoline
H2 Pure
H2 Boost / Fuel Mix
400
300
Bosst Pressure [mbarabs
Technical Data
Power [kW]
200
100
0
800
700
600
H2 Boost / Fuel mix mode:
361kW/491PS
756Nm
Christof Hepp
04.10.2013
500
400
300
1000
2000
3000
4000
Speed [min-1]
5000
6000
200
Torque [Nm]
13
H2 Pure
•
•
•
Higher efficiency
Very low NOx emissions
Lower full load potential
30
1100
25
1000
20
900
15
800
10
700
5
600
0
500
Boost Pressure
NOx
Efficiency
Throttle Pos.
25
24
 Useful to reduce NOx emissions
in part load
 Hydrogen operation offers zero
CO2 emissions
23
60
22
50
21
40
20
30
19
20
18
10
17
0
1.00
Christof Hepp
04.10.2013
1.40
1.80
2.20
 [-]
2.60
3.00
3.40
Throttle Pos. [%]
Lean operation offers:
NOx [g/kWh]
Operating point 1500/2bar
Boost Pressure [mbarabs]
H2 Pure Operating Characteristics
efficiency [%]
14
Summary
15
Hydrogen vehicles
Car
Aston Martin
Rapide S
Mitsubishi
Lancer EVO
IX
Mercedes
E200NGT
Hydrogen
BMW
Hydrogen 7
Fuels
bivalent
bivalent
multivalent
bivalent
V12
R4
R4
V12
Charging System
Turbo
Turbo
Supercharged
Naturally
Mixture formation
external
external
external
external
Operating strategy
Lean till =1
Lean till =1
lean
Lean and =1
Displacement [cm³]
5935
1997
1796
5972
Power [kW]
303
115
68
191
at Speed [min-1]
6000
6500
5000
5100
Spec. Power [kW/l]
51,1
57,6
37,9
32
Torque [Nm]
609
223
147
390
at Speed [min-1]
4500
4000
3000
4300
Mean Eff. Pressure [bar]
12,8
14
10,3
8,2
Cylinders
Christof Hepp
04.10.2013
16
Summary
•
Three operating modes were sucessfully established
•
•
Gasoline Mode
H2 Pure

•
Leads to higher efficiency because of short combustion
and a lean operating mode
H2 Boost / Mix Mode



Christof Hepp
04.10.2013
Shows nearly similiar performance than gasoline
Part load can be realized by hydrogen only (H2 Pure)
Shows high potential for CO2 reduction in real driving
cycles
First hydrogen car to race the 24h of Nürburgring
17
Thank you for your attention
Christof Hepp
04.10.2013