Articles
Hydrogen in liquid form can be used much as petrol and diesel are in combustion engines. This removes the inefficiency of using hydrogen to create electricity through a fuel-cell system.
Toyota took the technology back to the track with its liquid-hydrogen-powered Corolla at the Super Taikyu Fuji 24 Hours Race in Japan in May. It was the first time in the world that a vehicle had been raced with liquid hydrogen fuel.
Efficiencies sought
Toyota has also commissioned Yamaha to develop a 5-litre V8 engine fuelled entirely by hydrogen. In Japan, Toyota and other automotive-related firms are collaborating to expand the range of fuel options for internal combustion engines.
And suppliers such as BorgWarner and Mahle Powertrain are continuing to develop systems that can improve the efficiency of hydrogen-burning engines.
But there are issues that need to be rectified before hydrogen can play a part in future mobility. Liquid hydrogen needs to be stored at -253°C, and that means engine components also need to be able to function at those temperatures. Another issue is the fuel’s density, so technologies need to be developed to feed the combustion engine. Ironing out those issues could mean that the fuelling technology may well head off-road before landing in passenger vehicles.
BorgWarner has been awarded its first hydrogen injection system production programme for an off-road application by a European construction equipment manufacturer. For the Tier One supplier, hydrogen’s advantage over electric vehicles is that it’s a quick-to-market system that requires only slight adjustments to the traditional internal combustion engine.
And, although hydrogen has a lower density than gasoline and diesel, the engine’s injection system can be redeveloped to meet fuelling and packaging requirements, whether that’s low-, medium- or high-pressure environments, including port fuel injection and direct-injection solutions.
BorgWarner’s portfolio already includes low-pressure H2 injectors for port fuel configurations. For medium pressure port fuel and direct injection in hydrogen applications, it provides the Direct Injector-Compressed Hydrogen Gas injectors that can meet the needs of powertrains with high flow capacity.
As an example, the firm’s DI-CHG10 system is package compatible with current production 7.5mm tip GDi injectors and suitable for power ranges up to 60kW/cylinder, while the larger 9.8mm tip DI-CHG15 injector extends the potential power to 90kW/cylinder for heavy-duty commercial vehicle applications.
BorgWarner isn’t the only firm hoping to take hydrogen more mainstream. Supplier Mahle Powertrain recently signed a memorandum of understanding with Clean Air Power, a manufacturer and licensor of injector and valve technology, to develop better control of the injector technology when used with alternative fuels such as hydrogen. The move was pushed by incoming government legislation.
Pressure of timescales
“The UK was the first country to commit to phasing-out new, non-zero-emission heavy goods vehicles under 26 tonnes by 2035, with all new trucks to be zero emission by 2040,” said Dr Mike Bassett, engineering director at Mahle Powertrain. “These legislative demands and their aggressive timescales mean there is strong industry interest in developing engines for heavy-duty applications that can operate efficiently on zero-carbon fuels.”
Toyota’s liquid-hydrogen-powered Corolla finished the Super Taikyu Fuji 24 Hours Race in 47th place with Toyota chairman Akio Toyoda at the wheel. If he has faith in the technology, why shouldn’t the rest of us?
Are you up to date on the latest advances in decarbonisation and net zero? To make sure you are, attend the Sustainability in Engineering webinar series from Professional Engineering and IMechE (25-29 September). Register for free now.
Content published by Professional Engineering does not necessarily represent the views of the Institution of Mechanical Engineers.