Hydrogen Energy Reconversion - 2011

7/25/2019 Hydrogen Energy Reconversion - 2011

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praxis verstehen chancen erkennen zukunft gestalten

understanding reality facing challenges creating future

Hydrogen Reconversion

Course Renewable Energies 2011/12


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understanding reality facing challenges creating futureDipl.-Ing. (FH) Christian Sponholz

Hydrogen Reconversion - Content of the lecture

1. Introduction1.1 The hydrogen energy system overview

1.2 The meaning of the hydrogen energy system

1.3 The Laboratory for Integrated Energy Systems - main parts of the system2. Characteristics of hydrogen3. Thermal properties of ideal gases summary4. Combustion of hydrogen

4.1 Low heating value LHVH2 and high heating value HHVH2 of hydrogen4.2 Energy density of fuels

4.3 Heating value of gas mixtures4.4 Minimal air consumption Lmin4.5 Air fuel ratio

4.6 Low heating value of the air fuel mixture LHVAFM4.7 Volumetric change at the reaction4.8 Methane number of gases

5. Catalytic combustion of hydrogen5.1 Catalytic burners5.2 Use of catalytic burners in boilers

6. Hydrogen as a fuel for internal combustion engines (ICE)7. Hydrogen as a fuel for gas turbines

8. Safe use of hydrogen


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1.1 Hydrogen Energy System - Overview

Hydrogen Energy Reconversion

Hydrogen Storage System

Renewable

Energies

Sun, Wind, Water

Photovoltaic

Installation

Windmill

Water Power Station

ElectrolyseurElectricalEnergy

Hydrogen Reconversion

Mechanical Energy

Thermal Energy

Electrical Energy

Gas Turbine,Combustion Engine

Fuel Cell

Boiler, Cooker,

Burner

Power and Heat

Cogeneraton Plant

Hydrogen prod.from biomass

Hydrogen


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1.2 Hydrogen Energy System - Meaning

unlimited production of hydrogen by electrolysis (electrical energy

only from renewable energies) or biomass

reduction of emissions : CO2, CO, HC, NOX, SOX

substitution of fossil sources of energy - fossil sources of energy are

not unlimited available

high efficiency is possible (e.g. fuel cell, heat and power co-

generation plants)


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safety of a hydrogen system is comparable with a natural gas system

hydrogen infrastructure is actual not presento field tests and projects: ARGEMUC (Munich Airport Project),

CUTE (Clean Urban Transport for Europe), CEP (Clean-Energy-

Partnership)

o hydrogen pipeline systems for chemical industry:Linde (Leuna) 80 km, Air Liquide (Ruhr area) 240 km, also in

Belgium, France, USA, Canda

island systems for not grid connected areas are in developement(wind-hydrogen, PV-hydrogen)

hydrogen storage systems for mobile applications are available


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1.3 Laboratory for Integrated Energy Systems

100 kW windmill

Ventis 20-100

10 kWp photovoltaik

installation


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Electrolysis station with storage tank for compressed gaseous hydrogen


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20 kW alcaline electrolyser (ELWATEC)

350 bar compressor (Hofer) for hydrogen


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450 W experimental fuel cell from ZSW 2 kW power supply system with Ballard NEXA fuel cells


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20 kW catalytic hydrogen burner (FSE) for a heating boiler


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Experimental car with hydrogen engine (31 kW) Cogeneration plant for hydrogen-natural gas

mixtures (30 kW)


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2. Characteristics of hydrogen

38353240kJ/m3heating value of the mixture

(st.)

1,7629,53Vol-%stoichiometric mixture in air

ca. 40ca. 190cm/slaminar burning velocity (st.)

1 84 - 75Vol-%ignition limits in air

0,240,02mJmin. ignition energy in air

petrolhydrogen


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Flame temperatures of hydrogen-air mixtures

Source: Winter, Nietsch: Hydrogen as

an energy carrier, Springer Verlag 1988


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Source:

Winter, Nietsch: Hydrogen

as an energy carrier,

Springer Verlag 1988

Ignition limits of

hydrogen and methane

and there mixtures


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Minimal ignition energy for H2-air and CH4-air mixtures


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Laminar burning velocity of hydrogen


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Laminar flame velocity of different combustible gases


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3. Thermal properties of ideal gases

standardstandardstandardstandard conditionsconditionsconditionsconditions ofofofof gasesgasesgasesgases

two standard conditions (Normal Temperature and Pressure) :

PhysicalPhysicalPhysicalPhysical standard conditions (DIN 1343)

p = 1,0133 bar T = 0C = 273,15 K

TechnicalTechnicalTechnicalTechnical standard conditions (DIN 1945)

p = 0,981 bar T = 20C = 293,15 K

Other standard conditions are possible e.g.p = 1,013 bar T = 0C = 273,15 K

Ideal Gas : molar volume Vm = 22,414 m3/kmol


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4.2 Energy density of fuels

Source : VDI Berichte 1201:

W.Strobl, E.Heck;

Wasserstoff und mgliche

Zwischenschritte


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4.2 Energy density of fuels

state of

aggregation : gas

volume : 2 x 60 dm3

max. pressure : 200 barmax. capacity : 24 m3 NTP

material : steel wrapped

with fibres

(Aramid)

Storage unit for hydrogen in an experimental car


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4.3 Low Heating Value LHV and High Heating

Value HHV of gas mixtures

Low Heating Value : used heat from the combustion, if the exhaust

gases have the the same temperature like the fuel and air, the water

in the exhaust gas is only vapourHigh Heating Value : used heat from the combustion, if the exhaust

gases have the the same temperature like the fuel and air, the water

vapour in the exhaust gas is completely condensed to liquid water

for gases:

CO + H2 + CHn + CmHm + H2S + O2 + SO2 + H2O = 1 [m3/m3]

LHV = 12600 CO + 10790 H2 + 35800 CH4 + 64300 C2H2 + ... [kJ/m3]

HHV = 12600 CO + 12800 H2 + 39900 CH4 + 70400 C2H2 + ... [kJ/m3

]for solid or liquid fuels:

c + h + s + o + n + w + a = 1 [kg/kg]

LHV = HHV 2500 kJ/kg * (9 h + w)


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4.7 Volumetric change at the reaction for

hydrogen-air-combustion

internal mixture formation

external mixture formation

air-fuel-ratio [-]

mole

-ratio[-]


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5. Catalytic combustion of hydrogen

Catalytic heater at FH Stralsund


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5. Catalytic combustion of hydrogen

Air

Hydrogen

Water vapour

Porous catalyst

Schematic model of a hydrogen burner


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5.1 Catalytic burners

length 8 cm, diameter 1,7 cmBurner stick


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Porous surface of the burner stick


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Characteristics of the catalytic burner for hydrogen:

Simple and robust design

Low combustion temperature (max. 800C) low NOX-emissions

Complete catalytic combustion at temperatures higher then 500C

No pre-mixing of hydrogen and air no explosive mixture

Gap of the pores : 10 m (extinguishing distance of H2 : 64 m, no

backfiering problems)

Material : mainly Nickel, doped with Platinum


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5.1 Catalytic burners experimental results

Surface temperature of a burner stick at low power Source : T. Panten Labor STL/STM


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Source : T. Panten Labor STL/STMTemperature in the surroundings of a burner stick


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Airflow around the (single) burner stick Source : T. Panten Labor STL/STM


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Airflow around the (single) burner stick Source : T. Panten Labor STL/STM


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5.2 Use of catalytic burners in boilers

Catalytic burner for hydrogen in operation outside of the combustion chamber


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Schematic model of the condensing boiler for hydrogen


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Condensing boiler

Manufacturer : Buderus Heiztechnik GmbH

Type : SB 305 U-39

Year of production : 1995Heat power output : 39 kW (using natural gas)

Catalytic Burner

Manufacturer : Fraunhofer Institut for Solar Energy Systems

Heat power output : 21 kW

H2-quality : > 99,0 %

H2-consumption : 120 l/min (standard conditions)

Device inlet pressure : 3 - 5 bar

Burner inlet pressure : 18 - 20 mbar

O2-concentration

in dry exhaust gas : 13 - 15 Vol-%

Max. temperature : ca. 800C (at the surface of the burner)


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5.2 Use of catalytic burners in boilers parts of

the burner system

1 - Ignition coil

2 - Air inlet control3 - Gas valves

4 - Cables for thermocouples

5 - Pressure control unit

6 - Air deficiency switch

7 - Pressure control unit with safety valve

8 - Fan (radial)

9 - Air filter cover

10 - Automatic starter unit


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5.2 Use of catalytic burners in boilers operating

behaviour

Start behaviour of a catalytic hydrogen burner


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behaviour

Long time measurement on a catalytic hydrogen burner


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behaviour

Long time measurement on a catalytic hydrogen burner calculation example


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5.2 Use of catalytic burners in boilers safety system

1. Monitoring the combustion

Measuring of the temperature in the combustion chamber (3 points)

Measuring of a sudden temperature changes

2. Hydrogen sensor in the exhaust gas channel detects unburnt

hydrogen

3. Hydrogen sensor over the boiler detects leakages of hydrogen

4. Solenoid valves closes the hydrogen supply immediatly if a failureappeares


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5.2 Use of catalytic burners in boilers (cookers)

Autarchic cooker with catalytic hydrogen burner


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6. Hydrogen as a fuel for internal combustion

engines (ICE)

Contents:

Introduction

External mixture formation for hydrogen operated engines

Project : Experimental hydrogen car Ford Escort

Project : External hydrogen mixture formation for diesel engines

Internal mixture formation for hydrogen

Project : Internal mixture formation for hydrogen in a combustion

chamber

Summary


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6. Hydrogen as a fuel for internal combustion engines

(ICE)

production of hydrogen by electrolysis (electrical energy only from

renewable energies)

substitution of fossil sources of energy reduction of emissions : CO2, CO, HC

spark ignition and self ignition is possible

external and internal mixture formation ist possible

high laminar burning velocity wide ignition limits (in air)

specific mixture formation and combustion for hydrogen

safety systems are necessary


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38353240kJ/m3heating value of the mixture (st.)

1,7629,53Vol-%stoichiometric mixture in air

ca. 40ca. 190cm/slaminar burning velocity (st.)

1 84 - 75Vol-%ignition limits in air

0,240,02mJmin. ignition energy in air

petrolhydrogenunitcharacteristics of hydrogen


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(ICE)

status up until now is the use of gaseous hydrogen in engines

liquid hydrogen only for storage - low temperatures cause problems

with the material of valves, pipes, pumps

internal mixture formation is in developement (until now only in

laboratory experiments) spark ignition of hydrogen is without big problems, only water

deposits on spark plugs during cold start are problematic

self ignition until now only in laboratory experiments

external mixture formation is ready for serial production


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(ICE)

Hydrogen operated Otto-engines - state of development -

intensive research and developement for hydrogen operated Otto-

engines started in germany in the 1970s

most important german automobile manufacturers with self-

developed engines are :

BMW (750hL, 12-cylinder Otto-engine, VH=5,4 dm3, P=150 kW)

Daimler-Benz 1985-1988 (MB310 Truck, 4-cylinder Otto-engine,

VH=2,3 dm3, P=75 kW) MAN (SL202 Bus, 6-cylinder Otto-engine, VH=12 dm

3, P=140

kW)


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(ICE)

Fig. : BMW 750 hL (Photo : BMW AG) Fig. : 6-cylinder Otto-engine for Hydrogen

on the testbed (Photo : BMW AG)

Fig. : MAN-Bus with H2-Otto engine (Photo : MAN AG)


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(ICE)

BMW Hydrogen 7 (12 Cylinder), year 2006

Displacement: 6 dm3

Power: 191 kW

Torque: 390 Nm at 4300 rpm

Range: 200 km with H2 + 500 km with petrol

External mixture formation with:

> 2 at partial load (for Hydrogen)

= 1 at full load (for Hydrogen)

Photos : BMW AG


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(ICE)

External mixture formation for combustion engines

single point mixture formation multi point mixture formation

external mixture formation

single point injection

naturally aspirated enginenaturally aspirated engine mixture-charged engine air-charged engine

sequential multipoint injectiongas mixer


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(ICE)

self-ignition of the mixture during the intake stroke by :

hot spots in the cylinder head

hot exhaust gases

glowing oil particles in the combustion chamber backfiering into the intake pipes during the intake stroke abnormal combustion (knocking problems)

NOX-emissions

lower power output by comparison to petrol

Hydrogen as fuel for Otto-engines - problems of mixture formation -


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(ICE)

Measures for the elimination of the problems

use of lean mixtures (1,8)

decreasing of the combustion temperatures (prevent

NOX-emission and self ignition)

cooling of hot spots in the cylinder head (prevent selfignition)

increasing of the ignition energy (prevent self ignition and

abnormal combustion )

but it decreases the power output

avoidance of hydrogen accumulation in the intake manifold

(prevent backfiering)


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(ICE)

Requirements to the mixture formation unit

supply to the engine with lean mixtures at 1,8

sequential multipoint injection for each cylinder only at the

intake stroke prevention of leakages in the injectors


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(ICE)

Fig.:

cross-section through the

cylinder head of a BMW bi-

fuel engine with intake

manifold (left); gasolineinjection valve (top); hydrogen

injection valve (bottom)

Picture: BMW

External mixture formation for hydrogen


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(ICE)

Fig.:

cross-section of the hydrogen

engine with fuel injection valve

MAN H2866 UH

6-cylinde-4-stroke cycle

12 litres, 140 kW

Picture: MAN

External mixture formation for hydrogen


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(ICE)

Project : Experimental hydrogen car Ford Escort


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(ICE)

Storage unit for hydrogen

state of

Aggregation : gas

volume : 2 x 60 dm3

max. pressure : 200 bar

max. capacity : 24 m3 NTP

material : steel wrapped with

fibres (Aramid)

f f


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(ICE)

Safety system

two solenoid valves close the main hydrogen pipe in case :

- if one of three gas sensors detects hydrogen

- if a mechanical shock is detected by a special sensor- if voltage is not present

- if the crankshaft not turns

6 H d f l f i t l b ti i


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(ICE)

Gas detection system

Fig.: sensor for H2 over the driver seat Fig.: sensor for H2 over the storage unit

6 H d f l f i t l b ti i


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(ICE)

Hydrogen gas system in the experimental car

6 Hydrogen as a fuel for internal combustion engines


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(ICE)

Mixture formation unit for the experimental engine at FH Stralsund

Fig.: mixtur formation unit for hydrogen Fig.: hydrogen injector



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(ICE)

Fig.: hydrogen injector Fig.: H2-control valve




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(ICE)

Fig.: H2-experimental engine Fig.: inlet pressure switch




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(ICE)

Experimental engine at FH Stralsund

Project : Experimental hydrogen car Ford Escort 1996/1997

Engine

manufacturer : Ford

type : 4 cylinder - 4 stroke Otto engine dispacement : 1400 cm3

compression ratio : 9,5 : 1

ignition timing : 10 BTDC

used air / fuel ratio : 1,8 - 3,0

max. power : 18 kW (n = 3900 min-1);

(previously 55 kW with petrol)



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(ICE)

Project : Experimental hydrogen car Ford Escort 2001/2002/2003

- new free progammable engine control unit MOTEC M4

- adaptation of new and additional sensors : engine temperatur, intakeair temperatur, camshaft position

- adaption of wide band lambda sensor Bosch LSM 11

- engine fine tuning (dynamometer Bosch FLA 206)

- emission-analysis (Horiba EXSA 1500)

- combustion pressure indication and work process of the engine




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(ICE)

Project : Experimental hydrogen car Ford Escort 2001/2002/2003

Results after optimization

max. power : 31 kW (n = 5000 min-1);

(previously 55 kW with petrol)

efficiencye : max. 0,39

ignition timing : 0 - 18 BTDC

used air / fuel ratio : 1,8 - 2,0




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y g g

(ICE)

Engine Control Unit



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y g g

(ICE)

Sensors for combustion pressure indication and work process of the

engine

Fig.: crank angle sensor

Fig.:cylinder pressure sensor CPS with spark plug adaptor and

thermocouples TC for intake air and exhaust gas temperature

TC

TC

CPS



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y g g

(ICE)

Pressure cycle in cylinder

pZ(VZ) at different ignition timings, n=2000 min-1, TP=40%, =1,8 (ZZP=IT) (TP=throttle position)



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(ICE)

Knocking problems

pZ(VZ) at different ignition timings, n=2000 min-1, TP=40%, =1,8 (ZZP=IT) (TP=throttle position)



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(ICE)

Knocking problems



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(ICE)Efficiency and Torque

Md(IT), e(IT) at different ignition timings, n=2000 min-1, TP=40%, =1,8, (ZZP=IT) (TP=throttle position)



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(ICE)

Temperature and NOX-Emissions

Tproc(), Tex(), NOX() at different air-fuel-ratios, n=2000 min-1,Md=30 Nm, IT=5 BTDC



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(ICE)

Torque Throttle Position

Torque Md at different engine speed and throttle position (DK=TP=throttle position)



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(ICE)

Efficiency

Efficiencye at different engine speed and throttle position (DK=TP=throttle position)



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(ICE)

Power Air Fuel Ratio at WOT

Tproc(), Tex(), NOX() at different air-fuel-ratios, n=2000 min-1,Md=30 Nm, IT=5 BTDC, WOT=Wide Open Throttle



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(ICE)

Black: Efficiencye at different engine speed and load (DK=TP=throttle position - load)

Red: Efficiencye at different engine speed and load equivalent (DK* - load equivalent)

Efficiency



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(ICE)

Project : External hydrogen mixture formation for diesel engines

Fischer-Panda AGT 30.000 PMS

Engine: YANMAR 4JH3E

Displacement: 1995 cm

Rated power: 35 kW (at 3000 min-1)



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(ICE)

Mixture formation unit

Air

H2+Air

Exhaust gas

1 gas valve

2 safety valve

3 pressure regulator

4 max. pressure control switch

5 safety valve

6 min. pressure control switch

7 mass flow controller

8 air filter

9 hydrogen sensor

10 mixing chamber

11 pressure control switch backfiering



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(ICE)

Efficiency

Efficiency for Diesel- and Dual-Fuel-Operation depending on diesel fuel mass flow



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(ICE)

NOX-Emissions

NOX-emissions for Diesel- and Dual-Fuel-Operation depending on power output



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(ICE)

Internal mixture formation for combustion engines

naturally aspirated engine charged engine

internal mixture formation

unit injection system

exhaust turbocharger

high pressure injection

mechanical charger

injection pumpcommon-rail



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(ICE)

Project : Internal mixture formation for hydrogen in a combustion chamber

main responsible persons:

Prof. Dr.-Ing. W. Beckmann

Dipl.-Ing. J. Brcker

carried out from 1996 - 2001 at FH Stralsund

engineering and design of a high pressure hydrogen injector

numerical simulation of the injection

testing the injector in a combustion chamber with constant volume



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(ICE)

Testbed: constant volume combustion chamber

A Data acquisition systemMUSYCS

B Servo amplifier

C Exhaust gas analyzer

D Needle lift sensor

E Servo valve

F Hydraulic system

G Injection valve

H Combustion chamber

J Hydrogen system

K Air system and nitrogen purgesystem



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(ICE)Testbed : combustion chamber with constant volume for internal

mixture formation

Research

project at FHStralsund:

Prof. Dr.-Ing. W.

Beckmann,

Dipl.-Ing. J.

Brcker



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(ICE)Combustion chamber with constant volume for internal mixture formation

LHVH2,H2(L),pH2(L),TH2(L)

pu,Tu

SN

V = const. cond. 1

pAir(Bk)T

Air(Bk)Air(Bk)mAir(Bk)

cond. 2

p(Bk)=f(t)

T(Bk)

=f(t)

m(Bk)=f(t)

mEx-gas(Bk)

Indices :

(u) - ambient conditions

(L) - conditions in the gas pipe

(Bk) - cond. in the comb. chamber

conditions 1 = intake air conditions

conditions 2 = process conditions

Research


Prof. Dr.-Ing. W.

Beckmann,

Dipl.-Ing. J.

Brcker


(ICE)


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(ICE)

Behaviour of the high pressure injector

Research


Prof. Dr.-Ing. W.

Beckmann,

Dipl.-Ing. J.

Brcker


(ICE)


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(ICE)

Research


Prof. Dr.-Ing. W.

Beckmann,

Dipl.-Ing. J.

Brcker

Combustion process in the constant volume combustion chamber


(ICE)


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praxis verstehen chancen erkennen zukunft gestaltenunderstanding reality facing challenges creating futureDipl.-Ing. (FH) Christian Sponholz

Research


Prof. Dr.-Ing. W.

Beckmann,

Dipl.-Ing. J.

Brcker

Influence of the air-fuel-ratio on the combustion pressure profil


(ICE)


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Research


Prof. Dr.-Ing. W.

Beckmann,

Dipl.-Ing. J.

Brcker

Influence of the ignition timing on the combustion pressure profil


(ICE)


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Summary

internal combustion engines for hydrogen from some manufacturers

are ready for serial production

state of development is the engine with external mixture formation and

spark ignition

lower power output compared to petrol engines is the disadvantage

further developments with internal mixture formation andsupercharged engines for more power output are possible

improved hydrogen storage systems are necessary

to build up a hydrogen infrastructure is necessary

fuel cells with a higher efficiency then combustion engines can be a

alternative for the future


(ICE)


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Emissions of a hydrogen engine

Engine: MAN H 2866 UH

Picture: MAN


(ICE)


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NOX-emissions of different hydrogen engine types

Picture: Hydrogen as an

energy carrier

Winter, Nitsch; 1988

7. Hydrogen as a fuel for gas turbines


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German Russian cooperation project Cryoplane Source: EADS

Hydrogen for aircraft engines (gas turbines)



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German Russian cooperation project Cryoplane participants :

Tupolev Moscow MAN

Kusnetsov Samara Max-Planck-Institut

Daimler Chrysler Messer Griesheim

Allied Signal Aerospace Uhde

Linde Lufthansa

Airport Munich Drger

BAM Fachhochschule Aachen




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Overview :

German Russian cooperation project Cryoplane started 1990

Target : use of cryogenic fuels (LNG, LH2) for aircraft engines

1990 1992 analysis of feasibility

Developement of components for the fuel system and for the aircraft

engines

Main part developemet of low-pollutant combustion chambers for

hydrogen

Latest activities :

Tests with special developed combustion chambers for hydrogen

Operation of gas turbine with hydrogen on a testbed

Planning of a hydrogen operated airplane




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Air-H2-mixing chamber for

gas turbine GTCP 36-300

Source: Fachhochschule

Aachen



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NOX-emissions depending

on load

Source: Fachhochschule

Aachen



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Hydrogen injection nozzles

in the combustion chamber

NK 88

Source: H2-Cryoplane,

Airbus



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Gas turbine P&W 4000

series


Airbus



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NOX-Emissions of gasturbines


Airbus


f i f i ( i )


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Advantage of liquid hydrogen as fuel for airplanes :

Storage of 3 times more fuel is possible or

Increasing 3 times the payload

7. Hydrogen as a fuel for (stationary) gas turbines


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ydrogenE

nergyTechnology


Source: Norm Shilling,

Robert M. Jones

Process Power Plants

GE Power Systems



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Robert M. Jones

Process Power Plants

GE Power Systems



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Source: Michel Moliere

GE Energy



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Source: Michel Moliere

GE Energy

1. Are flammable substances existing ?

Yes

No

2. Is an explosive mixture by dissemination in air possible ? No

No protection against explosion necessary !

No protection against explosion necessary !

8. Safe use of hydrogen - protection against explosion


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praxis verstehen chancen erkennen zukunft gestaltenunderstanding reality facing challenges creating future

p y p

Yes

3. Analysis of quantities and sources of explosive atmosphere necessary !

4. Is a dangerous explosive atmosphere possible ?

Yes

No No protection against explosion necessary !

p g p y

5. Protection against explosion necessary !

6. Restrict the formation of an explosive atmosphere as far as possible !

7. Is the formation of an dangerous explosive atmosphere restricted ?

No

Yes No further protection against explosion necessary !

8. Further protection against explosion necessary !

A dangerous explosive atmosphere is existing by gases and vapours:

permanent, long-term : Zone 0 at times : Zone 1 rarely, short-term : Zone 2

9. Prevention of ignition sources :

at failure-free operation

at often failures

at rarely failures


at often failures


10. Precautions by design, which limits the effects of an explosion to a safe degree.

Hydrogen Energy Reconversion - 2011

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Transcript of Hydrogen Energy Reconversion - 2011