Combustion characteristics of a turbocharged direct-injection hydrogen engine

The direct injection hydrogen internal combustion engines avoid backfires and have a higher power density, especially when coupled with a turbocharger. However, while previous researches have focused on specific aspects of direct injection hydrogen internal combustion engines, their whole combustion characteristics remain largely unclear. Therefore, this study aims to comprehensively investigate the combustion characteristics of turbocharged direct injection hydrogen internal combustion engines across the entire operating map in order to optimize their performance. The combustion characteristics are hypothesized to be significantly influenced by operating parameters, including the equivalence ratio, spark timing, start of injection, and other relevant factors. To achieve this, the experiments were conducted on a 2.0 L turbocharged direct injection hydrogen internal combustion engine, covering a wide range of operating conditions. Specifically, the engine speeds varied from 1000 to 4000 rpm, loads ranged from 3.7 to 10.6 bar, equivalence ratios spanned from 0.33 to 0.71, spark timing was adjusted within a range of 21 degrees of crank angle, and start of injection varied within a range of 80 degrees of crank angle. The experimental results reveal notable findings regarding the turbocharged direct injection hydrogen internal combustion engine. For instance, the maximum pressure rise rate of the turbocharged direct injection hydrogen internal combustion engine (3.85 bar/°CA at 1500 rpm) at various engine speeds at wide open throttle are greater than those of a turbocharged port fuel injection hydrogen internal combustion engine and a gasoline engine. Furthermore, variations in equivalence ratio and spark timing cause significant increases in pressure rise rate by 328.4% and 233.3%, respectively. The peak pressure rise rate characteristics provide valuable insights for optimizing the noise, vibration and harshness of turbocharged direct injection hydrogen internal combustion engines. Additionally, the burning duration demonstrates an initial increase and subsequent decrease with changes in the start of injection, aiding in the determination of the optimal start of injection for achieving high brake thermal efficiency. Overall, this research provides valuable insights into the macroscopic combustion characteristics of a turbocharged direct injection hydrogen internal combustion engine across different operating conditions. These findings not only can be directly applied to hydrogen internal combustion engines of the same displacement and type, but also can be applied to the design and development of hydrogen internal combustion engines with different displacements and types.