BMW cranks up the efficiency of hydrogen internal combustion engines

by Sam Abuelsamid (RSS feed) on Mar 12th 2009 at 3:48PM BMW has been active in the development of hydrogen as an automotive fuel for many years but they have taken a distinctly different path from virtually every other automaker. Instead of fuel cells, BMW has stuck to internal combustion engines and, rather than compressed gas, it has used liquified hydrogen. The problem with the former is that gasoline and hydrogen have very different combustion characteristics and engines designed primarily for gasoline operation lose a lot of power and efficiency when running on hydrogen. Researchers from BMW have collaborated with colleagues from HOERBIGER, the Graz University of Technology, and HyCentA to develop an engine optimized for hydrogen operation. The cylinder head is based on one from a diesel engine using similar geometry. The injection system has been replaced with a high pressure direct injection setup. The engine uses a combination of spark ignition and compression ignition to match the 42 percent efficiency of the best current turbodiesel engines. BMW plans to further improve the overall efficiency of future iterations, by utilizing the waste heat from the exhaust. Engines based on this technology will likely appear in future hydrogen-fueled vehicles from BMW. [Source: BMW]

PRESS RELEASE: BMW HYDROGEN ENGINE REACHES TOP LEVEL EFFICIENCY 03/12/2009 Specialists from BMW, HOERBIGER, the Graz University of Technology, and HyCentA develop a hydrogen combustion process which achieves remarkable efficiency for internal combustion engines for passenger cars. Munich. The BMW Group Forschung und Technik, in cooperation with researchers in Graz and Vienna, Austria, has succeeded in developing a dedicated hydrogen combustion engine with diesel-like geometry and progressive H2 high-pressure direct injection technology. The result is an efficiency level of up to 42 percent,

on par with that of the best turbodiesel engines. Partners in the "H2BVplus" project, which is sponsored by Austria's Federal Ministry for Transportation, Innovation and Technology (BMVIT), are the Institute for Internal Combustion Engines and Thermodynamics at Graz University of Technology, HyCentA Research GmbH in Graz, as well as HOERBIGER ValveTec GmbH in Vienna. "In light of the limited availability of fossil fuels and the rising environmental impact from harmful emissions, we are convinced that the H2 combustion engine will assume an important position in the product portfolio of future alternative drive concepts. It will crucially contribute to safeguarding our individual mobility at the high level the customer expects," said Professor Dr. Raymond Freymann, Managing Director of BMW Forschung und Technik GmbH. The newly developed combustion system combines the strengths of spark-ignition and diesel concepts, while utilizing the favorable combustion properties of hydrogen, and thereby achieves efficiency values that easily bear comparison with even those of state-of-the-art turbodiesel engines. In the process, the engineers based their work on the joint EU "HylCE" project, during which maximum specific powers of up to 100 kilowatt per liter of displacement were demonstrated for a spark-ignition hydrogen combustion process. Engineers from the BMW Group Forschung und Technik developed a new cylinder head for hydrogen operation based on a production diesel engine. The combustion chamber of the engine was configured jointly by BMW and the Graz University of Technology using numerical flow simulation. HOERBIGER ValveTec GmbH designed high-pressure injectors for direct injection of hydrogen into the combustion chamber with pressures of up to 300 bar, nearly 4500 psi. These injectors were tested and calibrated at the Hydrogen Center Austria, which also provided the hydrogen infrastructure. Extensive test runs on the test benches of the Institute for Internal Combustion Engines and Thermodynamics of the Graz University of Technology have shown that a combination of spark-ignition and diesel combustion systems using surface ignition subsequently followed by a diffusion type of combustion is the ideal solution with respect to engine efficiency. As a result, the entire characteristic engine map range of a typical passenger car engine can be covered and top level efficiency values are achieved. Attendant benefits are the increase in specific power and reduction of fuel consumption. Thus, even in an early concept phase this combustion system matches the efficiency values of the currently best turbodiesel engines at a maximum of 42 percent. As the exhaust gas heat of internal combustion engines can be used well due to the high temperature levels, further increases in overall efficiency will be possible in the future as a result of waste heat utilization. BMW Forschung und Technik GmbH is a 100% subsidiary of BMW AG and has been responsible for research within the BMW Group since 2003. Its subject areas cover Vehicle Technology, CleanEnergy (hydrogen technology), EfficientDynamics (intelligent energy management/alternative drive systems), ConnectedDrive (driver assistance/active safety) and ITDrive (IT and communications technology). Its legal independence as a limited company guarantees creative freedom and maximum flexibility. Global access to new trends and technologies is ensured by an internationally established network with branches in the USA (Palo Alto, CA and Clemson, SC), Japan (Tokyo) as well as liaison offices in France with Eurcom (Sophia Antipolis) and in Germany (Saarbrcken) with the German Research Centre for Artificial Intelligence (DFKI GmbH). HOERBIGER ValveTec GmbH is a company of the HOERBIGER Group. HOERBIGER is active throughout the world as a leading player in the fields of compression technology, automation technology and drive technology. The focal points of its business activities include key components and services for compressors, gas-powered engines, and turbomachinery, hydraulic systems and piezo technology for vehicles and machine tools, as well as components and systems for shift and clutch operations in vehicle drive trains of all kinds. The core objective of the Institute for Internal Combustion Engines and Thermodynamics at the Graz University of Technology is to carry out innovative and internationally recognized teaching and research within the interrelated fields of energy, engine, transport and environment, and in particular to contribute to solving

environmental problems. Within the section "Innovative Combustion Systems" new combustion processes are developed not only for conventional fuels, but also for alternative fuels (e.g. natural gas) and energy carriers (e.g. hydrogen), which are becoming more and more important. In general, these research activities focus on all relevant targets such as maximum efficiency and power density as well as minimum emissions. The HyCentA (Hydrogen Center Austria) promotes the use of hydrogen as a regenerative energy carrier. With its hydrogen test center and the first hydrogen delivery station in Austria, the HyCentA acts as a focal point and information platform for hydrogen-oriented research and development activities.

Reader Comments (Page 1 of 1)

paulwesterberg 5:29PM (3/12/2009) Yawn. Wake me up when they get to 85% efficiency.

DasBoese 7:02PM (3/12/2009) They can't.

Chris M 6:13PM (3/12/2009) Great, so instead of a huge tank filling up all the trunk space and getting just 130 miles, it will have a huge tank filling up the trunk and getting 260 miles. Still going to cost more per mile and per fill-up than petrol, even without any taxes added on. Also, that tank will still boil away the entire 30 gallons of expensive liquid H2 in less than 2 weeks, so don't let it sit idle, and it will cost more than the average plug-in hybrid. Sorry, BMW, you're wasting that government grant money and your time and effort - unless you can apply that technology to improving petrol fuel economy, instead. andrichrose 6:51PM (3/12/2009) what a total waste of time and money , how about bringing the mini E into full scale production the I might be interested ! DasBoese 7:16PM (3/12/2009) Wow, how... useless.

EVdriver 8:07PM (3/12/2009) Oh yeah, hydrogen BS over and over again. "Hydrogen is the fuel of the future and always will be!" ;) matthew slinn 6:27AM (3/19/2009) Hydrogen is a waste of time. if they are researching waste heat recovery (the only useful part of this project) why don't they just do that on a normal engine?

-M.Dub 3:19PM (3/13/2009) I don't even want to think about the millions of dollars wasted just getting the efficiency of this machine to 47%!!!!!!!! Burn it if ya have it, I guess... -M.Dub 3:21PM (3/13/2009) Oops, 42%, my bad...

techno 10:52AM (4/02/2009) sorry guys.........but i think u people dont have any idea about gasoline or diesel engine efficiencies.........they get max efficiency of about 40-42%.......so this hydrogen combustion engine is perhaps one of the best engines in the world.......i think if u ppl could reach 85% efficiency in gasoline engines then theres a nobel prize waiting for you...........start thinking about your future.......hydrogen may seem unrealistic now but if you ppl could help instead of criticising then it would make a very positive difference to the world......... George Popov 4:02PM (5/08/2009) INTELLIGENT ADVANCED COMBUSTION TECHNOLOGY, RELIABLE DESIGN, HIGH POWER AND DOWNSIZING, ENVIRONMENTAL FRIENDLY CONCEPTION ---------------------------------------------------------------------------------------------------Dear Colleagues, In the present letter, I am presenting a preliminary information and a proposal for joint activity regarding an environmental friendly MULTI-FUELED ENGINE CONCEPTION, which is capable of running with maximum thermal efficiency realization, regardless of what type of fuel is used (combustion of liquified and gaseous fuels with wide fractional content, as well as the alternative biofuels and natural vegetable oils) due to the application of INTELLIGENT ADVANCED THERMO-PREMIXED FUEL KERNEL COMBUSTION TECHNOLOGY. The construction provides for a great potential for improvement in fuel consumption and the volumetric power increase accompanied by substantial reduction in dimensions and weight of the engines, by the application of high level of inlet air charging with simultaneous reduction of exhaust emissions amount. The technical solution proposed, may be characterized as an original, flexible hardware, providing the installation and overbuilding of complex adaptive (Closed Loop Control) engine control systems and the application of high-effective combustion technologies. I shall be grateful to receive your reply indicating your conditions concerning your co-operation in the development of an experimental prototype and the international patents protection of the proposed conception, keeping correctly to your requirements regarding any co-operation and joint activity, including Your participation as ASSIGNEE of future invention. The advantages of the proposed multi- fueled engine conception are described in the attached text. Attached: MULTI-FUEL ENGINE CONCEPTION advantages presentation

Sincerely Yours, Grad. Mech. Eng. George Popov Automotive Management Systems Consultant, Bosch Car Service, Varna, BULGARIA (EUROPE) e-mails: ecomotor_popov@interbild.net gery.concept@abv.bg

MULTI-FUELED , SELF-IGNITION CONCEPT ENGINE WITH ADAPTIVE CONTROLLED THERMO-PREMIXED FUEL KERNEL COMBUSTION PROCESS Grad. Mech. Eng. George I. Popov Automotive Management Systems Consultant, Bosch Car Service, Varna, BULGARIA (EUROPE) E-mails:ecomotor_popov@interbild.net gery.concept@abv.bg

Abstract: The thermo-premixed fuel kernel combustion technology is an advanced combustion technology that may develop as an alternative to diesel and HCCI engines with high efficiency and low NOx and PM emissions and the opportunity to combine the best features of the Compression Autoignition[Diesel] and HCCI [Homogeneous Charge Compression Ignition] engines. Presentation of the advantages of the environmental friendly conception relates to a Multi-fueled engine with adaptive controlled thermo-premixed fuel kernel combustion process. KEYWORDS:MULTI-FUELED ENGINE, ADAPTIVE CONTROLLED THERMO-PREMIXED FUEL KERNEL COMBUSTION PROCESS, ADVANCED COMBUSTION TECHNOLOGY , ENVIRONMENTAL FRIENDLY CONCEPTION

The project relates to a MULTI-FUELED ENGINE with ADAPTIVE CONTROLLED THERMO-PREMIXED FUEL KERNEL COMBUSTION TECHNOLOGY, flexible architecture and capability for overbuilding, subjected to adaptive multi-parameter control, it is compatible with the high level of computer technology development and provides an opportunity to improve the combustion process organization, in regard to effective combustion of fuels with different features and wide range of fraction contents. The technical solution proposed, may be characterized as an original, flexible hardware, providing the installation, overbuilding and research of complex adaptive (Closed Loop Control) engine control systems and the application of high-effective combustion technologies. The advantages of the proposed multi- fueled engine are the following: Maximum thermal efficiency realization, regardless of what type of fuel is used (combustion of liquified and gaseous fuels with wide fractional content, as well as the alternative biofuels and natural vegetable oils). Thermo-adaptive Variable Compression Ratio control realization in regard to effective combustion of fuels with different features and wide range of fraction contents. Wide operating range and stable combustion conditions at all engine speeds and loads due to thermopremixed fuel kernel combustion adaptive control. The values of the piston velocity around the T.D.C. are smaller, which is a circumstance for better utilization of the fuel input heat and a respective increase in the engine thermal efficiency coefficient. Steady cold engine start, regardless of what type of fuel is used. It is possible to reduce the engine overall dimensions and mass (downsizing), due to engine suitability for the application of high charging rates, thus leading to a substantial increase of its volumetric power. There is available an uniform temperature field, simplified configuration and better thermal protection of the

piston, determining the opportunity to minimize the piston-cylinder wall clearance and use hydrogen as an alternative fuel with the application of higher charging rates for the compensation of the power drop at engine operation with poor hydrogen/air mixtures, where the amount of nitrogen oxides (NOx) is dramatically reduced. Due to the opportunity for application of variable compression ratio and higher number parameters adaptive control, determining specific fuel consumption reduction and improvement on engine environmental and power performance, the compatibility of the offered design with the high level of computer technology development is greater. There are existent better circumstances for a drastic reduction in the amount of nitrogen oxides (NOx), particles (PM) and substantial reduction in the amount of carbon oxide (CO) and hydrocarbons (CH) in the exhaust gases, due to the realization of a specific thermo-premixed fuel kernel, fast burn rate, adaptive controlled auto-combustion process. Better fuel consumption benefits and therefore low carbon dioxide (CO2) emissions. The presented adaptive combustion process reduces the noise and mechanical loads of the engine. Due to the engine structure, the electricity consumption of management system actuators is low. The specificic engine design offers a reliable method for the application of water injection and vaporization, and a huge potential for power increase via the application of super high charging rates, thus achieving a volumetric power during exploitation, substantially higher compared with the state of the art internal combustion engines. The presented engine conception is suitable for use in modern electro- hybrid systems. Due to the insignificant side force between the piston and the cylinder wall, the dimensions of the piston directing surfaces are reduced. There is a production engineering method compatibility between the offered engine design and the state of the art for mass production of conventional internal combustion engines. The control of the presented engine conception is based on the existent contemporary electronic management systems and components. It is possible to use a mass production multi-valves cylinder head design, thus reducing the engine manufacturing costs. The presented environmentally friendly new conception is developed on the basis of a thoroughly study of the existent and patented products in the field of internal combustion engines, analysis has been made of the experimental results and conclusions from publications from leading research and development institutes and centers, dealing with activity in the field of research and application of effective and environmental friendly prospective combustion processes, which determine the development trends and the future of the most widely spread energetic sources in the transport the internal combustion engines.

REFERENCES 1.Onishi, S., S. J. Hong, K. Shoda, P. Do Jo, and S Kato, 1979, Active Thermo Atmospheric Combustion (ATAC) A New Combustion Process for Internal Combustion Engines, SAE Pape 790501, 1979. 2. J.Yang, T.Culp, T.Kenney, Development of a Gasoline Engine System Using HCCI Technology- The concept and test Results, SAE 2002-01-2832. 3. Ekenberg, M. In-Cylinder Fluid Flow, Fuel Preparation and Combustion in SI Engines- Aplication of Optical Diagnostics, Doctoral Thesis, Department of Heat and Power Engineering, Lund Institute of Technology, Lund, Sweden 2002. ISBN 91-7874-178-5. 4. Hultqvist, A., Christensen, M., Johansson, B., Richter, M., Nygren, J., Hult, J. and Alden, M. Characterization

of the HCCI Combustion Process in a Heavy Duty Engine by High- Speed Fuel Tracer LIF and Chemiluminescence Imaging, SAE 2002 Transaction, Journal of Engines, SAE Technical Paper 2002-010424, 2002. 5.Hultqvist, A., Characterization of the Homogeneous Charge Compression Ignition Combustion Process, Doctoral Thesis, Department of Heat and Power Engineering, Lund Institute of Technology, Lund, Sweden 2002. ISBN. 6. Kusaka, J., T. Yamamoto, Y. Daisho, R. Kihara, T.Saito, and O. Shinjuku, Predicting Homogeneous Charge Compression Ignition Characteristics of Various Hydrocarbons, Proceedings of the 15th Internal Combustion Engine Symposium (International), Seoul, Korea, 1999. 7. Christensen, M., HCCI Combustion- Engine Operation and Emission Characteristics, Doctoral Thesis, Department of Heat and Power Engineering, Lund Institute of Technology, Lund, Sweden 2002. ISBN 91-6285424-0. 8.Olsson, J-O, Tunestal, P. and Johansson, B. Closed-Loop Control of an HCCI Engine. SAE Technical Paper 2001-01-1031,2001. 9.Babajimopoulos, A., Lavoie, G. A. and Assanis, D. N. (2003). Modeling hcci combustion with high levels of residual gas fraction - a comparison of two vva strategies,SAE Paper 2003-01-3220. 10.Babajimopoulos, A., Assanis, D. N. and Fiveland, S. (2002). Controlled combustion in an ic engine with a fully variable valve train, SAE Paper 2002-01-2829. 11.Bhave, A. N., Balthasar, M., Mauss, F. and Kraft, M. (2004a). Analysis of a natural gas fuelled hcci engine with exhaust gas recirculation using a stochastic reactormodel, Int. J. Engine Res. 12.P. L. Kelly-Zion, et al., A Computational Study of the Effect of Fuel -Type on Ignition Time in HCCI Engines, The 2000 Symposium International on Combustion 4E11. 13.M. J. Pilling, et al., Low-Temperature Combustion and Autoignition, Vol.35, Comprehensive Chemical Kinetics. 14.Hyvnen, J., Haraldsson, G. and Johansson, B.Supercharging HCCI to Extend the Operating Range in a Multi-Cylinder Vcr-Hcci Engine, 2003-01-3214. 15.Ryan, T.W., and T. Callahan, Homogeneous Charge Compression Ignition of Diesel Fuel, SAE Paper 961160, 1996. 16.Gray, A.W., and T.W. Ryan, Homogeneous Charge Compression Ignition of Diesel Fuel, SAE Pape 971676, 1997. 17.Maxwell T.T. and J.C. Jones, Alternative Fuels:Emissions, Economics, and Performance, Society ,Automotive Engineers, Inc., Warrendale, PA, 1990. selvan 1:18AM (1/18/2010) whether any chance for on board hydrogen production.

selvan 5:21AM (8/04/2009) Which kind of approach is needed for 60% efficience by H2 DI

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