Hydrogen Combustion
Paul Turner
Who are ULEMCo?
• Spin out from Revolve Technologies – UK leader in engineering
services for automotive OEMs
• Part funded by North West Equity Fund – an ERDF backed fund for
innovation and low carbon SME’s
• Led by Amanda Lyne & Paul Turner experts in hydrogen, fuel cells
and low carbon energy technologies
“Where did we start”
“Where did we start”
• But whats the Market, is there a Market
• Passenger cars, Electric Vehicles or Fuel Cell
• Commercial Vehicles where EV or the Fuel Cell is impractical or cost
prohibitive. Here’s a market for the H2ICE
• Commercial vehicles are all Diesel due to the high torque demand
and Hydrogen needs a spark, doesn’t it?
• Or could we use a small amount of diesel to ignite the hydrogen?
• Good idea, lets give it a go!!!
“Where are we today with H2ICED”
“Where are we today with H2ICED”
•
•
•
•
•
•
•
•
•
5 gasoline based Ford Transits – H2ICE
27 Diesel based Ford Transits
2 Ford Ranger Pick-ups
2 Refuse collection vehicles
1 13m Catamaran work boat – H2ICE
1 Dutch sight seeing barge –
1 Overseas Heavy haulage truck with a contract for a further 100 post trial
1 stationary generator
Confirmed orders for a further 12 vehicles/vessels including a road sweeper
and 3 further RCV’s
How does it work
ISO15550 Power & Torque
388
Approx. 45% H2
115
120
380
110
360
100
340
90
320
80
Approx. 70% H2
300
70
Torque
280
60
Ford Torque
260
50
Power
240
Ford Power
40
220
Approx. 95% H2
30
200
1000
1500
2000
2500
3000
Engine Speed (RPM)
3500
4000
20
4500
Power (kW)
Torque (Nm)
400
Fuel Consumption data based on real world use with fully operational
Ford Transit Vehicles
• 59 g/km CO2 and fully emissions compliant
• Actual Diesel Only fuel economy seen in the vehicles is on average
24.8mpg (ranging from 20.1mpg to 30.6mpg)
When driven in equivalent performance mode using dual fuel:
52.2m/kg H2 (ranging from 43.4m/kg to 58.5m/kg)
and Diesel use at 60 mpg (44.8mpg to 93.3mpg)
When driven in ECO mode with performance restriction:
48.1 m/kg H2 (ranging from 31m/kg to 58.6m/kg)
and Diesel use at 86 mpg (51.6mpg to 126.5mpg)
The vehicle range
Understanding customer requirements for any
diesel vehicle
• Determine options for amount of hydrogen on board storage
• Assess duty cycle; identify key emission reduction requirement; determine
weight and space limitations
• Estimate on board hydrogen storage capacity
• Determine budget versus results requirement
• Design specific, safely engineered solution
• One off design for vehicle type
• One off engine calibration exercise
• Install “optimised for use” hydrogen system
• Full ECU controlled system or supervisory
approach
• Supply appropriate vehicle for use documentation (e.g: VSO)
System Efficiencies: Is the ICE really worse than the Fuel Cell
• Data taken directly from LHNE
• The Fuel Cell ix35 fuel consumption varied from 69km/kg in October to
91km/kg in August. Taking the best fuel efficiency we get 1.1kg/100km
or 132,860 kJ/100km
• A diesel ix35 has a published fuel economy of 5.4l/100km or
199,200kJ/100km.
• This is a direct drive Diesel whereas the FC is a Hybrid. Hybrids give 33%
fuel economy savings with re-gen and engine operating efficiencies.
Apply this factor and we get an energy use of 132,804kJ/100km
• In the winter the ICE is an extremely good CHP, with efficiency levels
closer to the 60% mark
In summary
• Hydrogen combustion Dual Fuel:
• Deliver SIGNFICANT carbon dioxide emission reduction
• Meets or exceed Air Quality emissions
•
•
•
•
Proven technology
Diesel is always available if H2 is not
H2ICED has a high thermal efficiency circa 40%
Operational benefits
• LEZ enabled
• Reduction of DPF issues in stop/start urban drive cycles
• No reduction of payload capacity needed
• Other Benefits, we can use a lot of hydrogen with a low
cost of entry, an ideal technology to support the
Hydrogen infrastructure during the seeding process