Hydrogen Combustion Engines

By: Liam Leonard & Ahmad Abugamea

- Enjoy!

[أسامةالشهري-غد]

شكرا لك يا ليام و شكرا لك يا أحمد على هذا المقطع مقطع جميل و مختصر و أسأل الله أن يزيد في علمك يا أحمد وأن ينفعك بما علمك والله يوفقك لكل خير

[mattevans]

I presume this was for a school project. Even so, I'm pretty certain there are ways to reduce NOX emissions, since diesel cars also produce NOX, and to meet regulations, they have some kind of filter.

[ukirfan]

Hi Liam,
why is it easy to get distracted with NOx emissions. when HHO electrolysis based fuel generator provides nitrogen free fuel. with the advantages of hydrogen is that the IC engine needs to be redesigned, it should not be air breathing . your video and explanation is perfect of removing NOx
1. you can remove the hydrogen storage tank as HHO mixture already contains proportionate hydrogen and oxygen mixture 2:1 provided through fuel injectors or carburetors (whichever is efficient for ignition)
2. on demand HHO generation at the last stage of fuel injection will have no ill effects of flash backs or fire hazards .
3. for lean or rich fuel mixture ratios - the HHO generator using electronically calculated ratios with a minimal buffer storage of oxygen in isolated chambers.
( probably modifying fuel injectors to create HHO truly at the last mile or truly on-demand)
this kind of atomization of liquid is available in inkjet print head technology where piezo electric effect creates ink droplets of very small size. using platinum or graphene micro electrode honeycomb structure the HHO will be quick and non corrosive. what is required is a miniature HHO electronically controlled generator right near the engine combustion chambers


do you have any combustion engine mind that is already tested with a single exhaust valve and last last last minute generation of HHO before ?

[saltydogg]

In 2021 a Toyota Mirai set a distance record of 845 miles on 5.6 kg of hydrogen, 845 ÷ 5.6 equals 150.89 miles per kilogram. If hydrogen is only 60% efficient (only 60% is actually doing work) that means only 3.6 kilograms of hydrogen moved the vehicle, 845 ÷ (5.6 * 60%) equals 251.49 miles per kilogram of hydrogen.

[mantisdfx]

Where did you get your statistics and figures from for your fuel and engine efficiencies?  Because it seems that you neglected to factor in the results of altering the internal combustion engine and its operating parameters, to take proper advantage of hydrogen as its fuel. 

Every fuel that can be used in an internal combustion engine has a specific ignition advance curve that works best for it, along with an octane "rating" which ultimately determines the maximum allowable compression ratio and camshaft profile combinations for the engine utilising it. These also, differ slightly from engine to engine and are further refined via proper tuning to suit the engine in question. 

More often than not, just as the case was for early LPG conversions years ago, the figures given for performance and efficiencies were often obtained directly after bolting on an LPG fuel system, then running it with no other alterations or retuning to suit the fuel.  So most LPG converted vehicles were still running Ignition Advance curves suited to petrol. This meant that the efficiencies and power outputs for LPG converted vehicles were often much lower than they would have been, if they'd been returned with corrected ignition advance curves, and also had hot engine coolant prevented from flowing through the heat risers surrounding the intake manifold runners.  These "Heat Risers" were factory fitted, specifically to cause liquid fuels (such as petrol), to gassify easily at ambient temperatures, ensuring cleaner and more efficient burning during cold start and running conditions.  This is not required for fuels which are already gaseous.  Unlike petrol, they already mix thoroughly with air from the intake stream, regardless of operating temperatures, such that they mostly didn't require cold start enrichment systems, such as "chokes" ether, because they're already thoroughly atomised at Standard Temperatures and Pressures (STP) so they don't need to be pre-warmed or enriched to aid the process.  As such, greater power outputs were robbed from these engines at normal operating temperatures, through unrequired heating of the LPG fuel & air mixture, once the engine's at normal operating temperature. This power loss was because, unlike petrol (which is liquid at ambient temperatures), LPG (gas) loses its octane rating quite dramatically the warmer it gets.  This causes pre detonation in the combustion chamber, which if allowed to become severe enough can also damage engine components, such that ignition timing often needs to be backed off to prevent it;  ...Which further limits full tuning potentials, thereby curtailing higher outputs and fuel efficiencies...



However, when these relatively simple and cheap alterations were made at the time of conversion, only minor performance and efficiency losses were reported, if any at all!  So it became a far more viable and acceptable option to make these changes. 

As such, the efficiencies and power outputs of Internal Combustion Engine's, when altered and tuned correctly per  alternative fuel source, often even exceed their petrol fueled counterparts.   This has especially been the case where Hydrogen is concerned!  Its not a new phenomenon either.  Its not something that's been made up, just to counter the battery car revolution.  It's been a well demonstrated and established fact now, for the last 100 odd years.  But until now there's never been a reason to pursue easier ways to produce, distribute and store it, when petrol stations were often already on neatly every street corner, with cheap and easy petrol on tap!   So only some engines, with dedicated reasons for running hydrogen that were ever tested.   But it just wasn't important enough to generate mainstream interest back then - Unless you moved within Automotive Engineering and car racing circles, but thats about where it stayed.  Yet, the info is all still out there.  Many reputable automotive engineers and engineering publications have written about these engines, their specs, and the statistically collected data that resulted.  There's been many special purpose engines set up over the years, such as within car and boat racing environments, So none of these ideas and concepts are really new.  They just weren't important enough to bother persuing commercially. 

Often I get the impression that numbers are being purposefully fudged for hydrogen fueled engines, simply because of the massive amount of money that's being invested in batteries and electric vehicles.  Because, it's now at a point where there's serious sums of money being invested - to be made, or to be lost, depending on which technology prevails, regardless of whether it's the better choice or not.   Such has been the case for literally every situation, where competing technologies were involved over the course of the Industrial Revolution.  Think A/C and D/C power distribution systems, where Edison went as far as to publically electrocute a range of animals, in his intentionally misleading attempt to convince people that DC power was somehow actually a safer option than AC power!   Also, think back to the rivaling VHS and BETAMAX Video Recording systems.  VHS became the mainstream, despite BETAMAX always being the better technology, for a range of reasons. But it wasn't given good publicity, so instead, the inferior VHS system, bulldozed on ahead of it...

So you really need to be more complete about these sort of figures, because what you've said in this video conflicts drastically to real world figures acquired by many dedicated and professional engine tuners and automotive engineers over the years who set these conversions up properly and thoroughly, compared to the average Scientist who is awesome with a slide rule and calculator, but never thinks of all the real world conditions he hasn't factored in, only because he's never moved in the same circles as those who build  standard,   performance, or out and out race engines, and specifically know what to address.  So he doesn't think of advance curves and the intake manifold preheat system's effects on different fuels for example.  Not because he's inferior, but predominantly because it's just not his specific field and area if expertise.  He's never been faced with tuning internal combustion engines for best results, on a daily basis.  So his ideas and statistics only centre around perceived Carnot energy cycles and the energy densities of specific fuels, on a strictly "Chemistry Only" basis.  Never with the hands on experience from professionally working on engines designed and tuned to run on petrol, or making the necessary modifications that can raise engine efficiencies elsewhere, such as by raising compression ratios beyond what is acceptable for liquid petrol, yet allow the higher octane ratings of LPG (up to 110%) to be taken advantage of, which then compensates for losses elsewhere...

As for Hydrogen, it burns with an extremely fast flame front and therefore at higher RPM's requires very little if any ignition advance, to compensate for "burn lag", where as petrol requires a lot more ignition advance due to its inherent flame front lag, during higher RPM's, such that it has to be fired in advance, well before the piston reaches the "Top Dead Centre" (TDC) of its travel, otherwise maximum combustion pressure occurs "Well After" the piston begins travelling back down the cylinder and losing most of its useable force in the process.  So you need many fuels, (such as petrol) to be ignited well in advance of the piston reaching TDC, so that by the time it arrives at TDC,   Maximum combustion pressure has been obtained and exerts down on the piston just as it passes TDC, on its way back down the cylinder during this "Power Stroke".  Naturally, the higher the RPM, the more pronounced the lag gets, and the more Ignition Advance will be required... 

However, Hydrogen burns with an extremely fast flame front, such that it requires very little Ignition Advance over the course of the RPM spectrum...  Which means that on an engine without a modified ignition advance curve, it will be being fired with far to much advance, creating maximum Combustion pressure before  piston gets to TDC, so huge amounts of power is lost from trying to force the piston back down in the opposite direction, whilst it's still travelling up towards TDC.

Do you see the inherent problems associated with attempting to obtain (then publish) "Power and Efficiency" data for Hydrogen fueled ICE engines using improperly prepared "Tuned for Petrol" engines, as testbeds now?   ...Not very effective is it!  😎

[dudurosca]

In Romania we have in 1995 a Dacia 1300 with hidrogen combustion but nobody in this world do not want this project. Why now everybodi want this ? I think because in 1995 they want to sell petrol and we are put to pay and polution was not conspiration still work. I hate this very rich people who command us. Sorry for my bad english. Regards from Romania !

[bindiberry]

Why don't we have separated passenger cabin on two wheels and the engine or the motor on another one wheel or two wheels into two different products. Then let the customers to choose and connect them as a three wheels and/or four wheels vehicle. In this way, we can isolate the complexity from each other; and replacement and/or recycling can also be much easier and repeatable.

[newageautotechnology]

Is there a way to use the NOX or filter it?

[truethought]

Why does everyone wont to have Pressured fuel tanks inside the vehicle???
This is because all the money people and governments, wont to stay in control of these utilities, making vast amounts of money!
I believe the way forward is producing Hydrogen as it is needed, with a small unit right next to the engine! It would not need to be
very big. As each vehicle would have a fuel / water tank, which could be fed to the small unit were electrolysis takes place.
The small Hydro plant, would have micro-switch's, to keep the internal pressure's from getting too high or too low.
Yes, there is still work to be done, but I am sure, this could be overcome.

[guitartommo]

Good that this shows NOX produced. Usually this is glossed over when comparing diesel engine with hydrogen engine. NOX is a pollutant, CO2 is not. A major issue is how the hydrogen is produced in the first place. In order to avoid CO2 green hydrogen is needed e.g. electrolysis or methane pyrolysis. Most hydrogen produced today is from steam reformation of methane…byproduct CO2….Blue hydrogen where CO2 is captured has been produced for a long time… the CO2 is used e.g. to carbonate drinks…once opened the CO2 is released into the atmosphere.
3 main practical issues to redress with hydrogen
Green production on scale needed to replace existing energy sourrces.
Transport.
Safety.

[NMWanderings]

Hard to understand speech, confusing diagram. And, what about hydrogen embrittlement or hydrogen-induced cracking?

[Rajupubglover]

Sir pls share this pdf or PPT link 🔗 sir pls I want this pdf sir to study pls sir

[ibrahimal_oudat]

I want to search for this topic, I want to analyze a thermodynamic calculation of the engine

[meassavuth]

I don't like any engine any more, because got sound and getting hot , and need to do more service day by day , ,,

[harshkatiyar]

Oh!!! You people tried your best but this foolish world don't watch scientific fantasy video. So long & you people received only five likes.
Good luck for future.

[nepaliman]

so MUSK was right, hydrogen fuel cell is bad hydrogen combustion is even worse.
now, everyone should think about developing super high density battery.