Particularly at low engine speeds, however, further improvements to the turbocharging system are required in order to be able to increase the excess air ratio for operation with lowest engine-out NOx emissions via increased air mass flow. H2 ICE for Future Passenger Cars and Light Commercial Vehicles. Aktuelle Artikel. In some European countries, as well as in several important markets, e.g. Von Helmut Eichlseder, Peter Grabner, Klaus Schaffer. These achievements need modest expenditure in research and development (R&D) most for the H2 injection system and storage. For mobility applications hydrogen has the potential to make an important contribution towards well-to-wheel and life-cycle CO2 neutral mobility solutions. In addition to advantages in efficiency and driving range, this results in attractive functional synergies and additional degrees of freedom for design and operating strategy which has to be taken into account. is head of the Institute of Internal Combustion Engines and Thermodynamics. Figure 1: H2 internal combustion system chart for passenger cars and light commercial vehicles [1]. Note, the hydrogen was produced by an external source and placed no additional load on the engine under test. A focus for further research is the systematic design and optimisation of the systems and components for the H2 internal combustion engines that differ from the respective baseline powertrain. Klaus Schaffer is senior researcher at the Forschungsgesellschaft für Verbrennungskraftmaschinen und Thermodynamik mbH, focusing on hydrogen and electronic control of drivetrains, Graz. Dual fuel DI diesel- H2 CI ICEs may deliver extremely low emissions of the regulated pollutants, NOx, unburned hydrocarbons (HC), CO and particulate matter (PM), and CO2 emission. H2 PI ICEs with DI and JI may deliver even lower emissions of the regulated pollutant NOx, and practically zero emissions of PM, and CO2. ABSTRACT An inexpensive hydrogen injection system was designed, constructed and tested in the Mechanical Engineering (ME) laboratory. In simple terms, if 100% of the fuel is already being burned, adding more hydrogen cannot further improve efficiency. Using internal mixture formation (DI), engine operation with high excess air ratios is feasible in an even larger engine map range, since displacement of the intake air by hydrogen can be largely avoided with a corresponding H2 direct injection strategy. Combustion of excessive hydrogen occurs at the wrong time within the engine cycle and competes with the movement of the piston. Figure 2: Torque and Specific power for PFI (Port Fuel Injection) and DI (Direct Injection) 2 litre engine.

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