Explore the vast range of titles available.

In this study, a Pt/anodized aluminum oxide (AAO) catalyst was prepared by the anodization of an Al alloy (Al6082, 97.5% Al), followed by the incorporation of Pt via an incipient wet impregnation method. Then, the Pt/AAO catalyst was evaluated for autocatalytic hydrogen recombination. The Pt/AAO catalyst’s morphological characteristics were determined by scanning electron microscopy (SEM) and transmission electron microscopy (TEM). The average Pt particle size was determined to be 3.0 ± 0.6 nm. This Pt/AAO catalyst was tested for the combustion of lean hydrogen (0.5–4 vol% H2 in the air) in a recombiner section testing station. The thermal distribution throughout the catalytic surface was investigated at 3 vol% hydrogen (H2) using an infrared camera. The Al/AAO system had a high thermal conductivity, which prevents the formation of hotspots (areas where localized surface temperature is higher than an average temperature across the entire catalyst surface). In turn, the Pt stability was enhanced during catalytic hydrogen combustion (CHC). A temperature gradient over 70 mm of the Pt/AAO catalyst was 23 °C and 42 °C for catalysts with uniform and nonuniform (worst-case scenario) Pt distributions. The commercial computational fluid dynamics (CFD) code STAR-CCM+ was used to compare the experimentally observed and numerically simulated thermal distribution of the Pt/AAO catalyst. The effect of the initial H2 volume fraction on the combustion temperature and conversion of H2 was investigated. The activation energy for CHC on the Pt/AAO catalyst was 19.2 kJ/mol. Prolonged CHC was performed to assess the durability (reactive metal stability and catalytic activity) of the Pt/AAO catalyst. A stable combustion temperature of 162.8 ± 8.0 °C was maintained over 530 h of CHC. To confirm that Pt aggregation was avoided, the Pt particle size and distribution were determined by TEM before and after prolonged CHC.

Pure hydrogen combustion is a critical pathway to achieving zero-carbon emissions for the gas turbine industry. Micro-mixing combustion is one of the most widely attractive hydrogen combustion methods in gas turbines. This study investigates pure hydrogen flame in a 3 × 3 matrix micro-mix combustor. The setup includes nine micro-mix injectors, each equipped with a bluff body and a hydrogen injection tube. The OH* chemiluminescence imaging and PIV (Particle Image Velocimetry) techniques were employed to visualize the single- and triple-flame morphology and flow field under various operating conditions. The results show that equivalence ratio, flow rate, and air injector exit angle can influence the flame structure and combustion characteristics, providing an insightful understanding of micro-mix pure hydrogen combustion.

Nowadays hydrogen, especially if derived from biomass or produced by renewable power, is rising as a key energy solution to shift the mobility of the future toward a low-emission scenario. It is well known that hydrogen can be used with both internal combustion engines (ICEs) and fuel cells (FCs); however, hydrogen-fuelled ICE represents a robust and cost-efficient option to be quickly implemented under the current production infrastructure. In this framework, this article focuses on the conversion of a state-of-the-art 3.0L diesel engine in a hydrogen-fuelled Spark Ignition (SI) one. To preliminarily evaluate the potential of the converted ICE, a proper simulation methodology was defined combining zero-, one-, and three-dimensional (0D/1D/3D) Computational Fluid Dynamics (CFD) approaches. First of all, a detailed kinetic scheme was selected for both hydrogen combustion and Nitrogen Oxides (NOx) emission predictions in a 3D-CFD environment. Afterward, to bring the analysis to a system-level approach, a 1D-CFD predictive combustion model was firstly optimized by implementing a specific laminar flame speed correlation and, secondly, calibrated against the 3D-CFD combustion results. The combustion model was then integrated into a complete engine model to assess the potential benefit derived from the wide range of flammability and the high flame speed of hydrogen on a complete engine map, considering NOx formation and knock avoidance as priority parameters to control. Without a specific modification of turbocharger and combustion systems, a power density of 34 kW/L and a maximum brake thermal efficiency (BTE) of about 42% were achieved, thus paving the way for further hardware optimization (e.g., compression ratio reduction, turbocharger optimization, direct injection [DI]) to fully exploit the advantages enabled by hydrogen combustion.

Hydrogen presents a promising opportunity for the reduction of CO 2 emissions in combustion processes. Due to its wide ignition limits, operation in lean mode is possible, which significantly reduces NO x emissions. However, this lean operation also leads to a reduction in the resulting torque. In contrast, stoichiometric operation increases maximum power output but leads to increased NO x emissions. In particular, a cost-effective three-way catalyst can be used in stoichiometric operation, enabling effective emission control. This investigation proposes an innovative approach that involves lean-burn operation at part load conditions and switching to stoichiometric operation at full load. The transition between these two modes has a considerable impact on overall NO x emissions. To optimize this process, new functions were developed that implement countermeasures such as lambda control, ignition timing adjustment, catalyst purging, and shortening the switching range through the use of variable valve timing and variable turbine geometry. The results show that nitrogen oxide (NO x ) emissions downstream of the three-way catalyst are kept below in the lean operating range and below in the stoichiometric operating range. By optimizing the transition between the two operating modes and using advanced emission control technologies, it is possible to reduce NO x emissions by 84% while maintaining power efficiency under different load conditions. In addition, the almost torque-neutral switching between the two operational modes ensures that the vehicle’s drivability is not impaired. By incorporating additional dosing of a urea-water solution in an active SCR system, a significant improvment in NO x reduction is attained, achieving levels comparable to those of diesel internal combustion engines. This dual-mode operation strategy improves the feasibility of hydrogen as a viable fuel alternative in future energy systems.

In this work, two palladium-based catalysts with either ZSM-5 or Zeolite Y as support material are tested for their performance in selective catalytic reduction of NOx with hydrogen (H 2 -SCR). The ligh-toff measurements in synthetic exhaust gas mixtures typical for hydrogen combustion engines are supplemented by detailed catalyst characterization comprising N 2 physisorption, X-ray powder diffraction (XRD), hydrogen temperature programmed reduction (H 2 -TPR) and ammonia temperature programmed desorption (NH 3 -TPD). Introducing 10% or 20% TiO 2 into the catalyst formulations reduced the surface area and the number of acidic sites for both catalysts, however, more severely for the Zeolite Y-supported catalysts. The higher reducibility of the Pd particles that was uncovered by H 2 -TPR resulted in an improved catalytic performance during the light-off measurements and substantially boosted NO conversion. Upon exposition to humid exhaust gas, the ZSM-5-supported catalysts showed a significant drop in performance, whereas the Zeolite Y-supported catalyst kept the high levels of conversion while shifting the selectivity from N 2 O more toward NH 3 and N 2 . The 1%Pd/20%TiO 2 /HY catalyst subject to this work outperforms one of the most active and selective benchmark catalyst formulations, 1%Pd/5%V 2 O 5 /20%TiO 2 -Al 2 O 3 , making Zeolite Y a promising support material for H 2 -SCR catalyst formulations that allow efficient and selective NOx-removal from exhaust gases originating from hydrogen-fueled engines.

The environmental resistance of pure iron was evaluated by an oxygen and hydrogen sensor installed after an oxidation furnace. The amount of introduced oxygen was precisely controlled by the oxygen pump sensor at the front stage of the oxidation furnace, and the reaction with hydrogen was analyzed. Thus, when oxygen was supplied, a reaction between hydrogen and oxygen occurred; however, when the supplied oxygen was not sufficient, a hydrogen-vapor environment was created, and oxidation was not accelerated. Conversely, when the amount of supplied oxygen was excessive, the environment became an oxygen–steam environment, and oxidation was accelerated. Therefore, this explained how the oxidation caused by oxygen was dominant under the oxygen–water vapor environment, and the oxidation weight gain increased. In addition, the border of the region dominated by oxygen oxidation and steam oxygen was clarified by precisely controlling the amount of oxygen supplied by the oxygen pump sensor.

Hydrogen-fueled internal combustion engines present a promising pathway for reducing carbon emissions in urban transportation by allowing for the reuse of existing vehicle platforms while eliminating carbon dioxide emissions from the exhaust. However, operating these engines with lean air–fuel mixtures—necessary to reduce nitrogen oxide emissions and improve thermal efficiency—leads to significant reductions in power output due to the low energy content of hydrogen per unit volume and slower flame propagation. This study investigates whether integrating a mild hybrid electric system, operating at 48 volts, can mitigate the performance losses associated with lean hydrogen combustion in a small passenger vehicle. A complete simulation was carried out using a validated one-dimensional engine model and a full zero-dimensional vehicle model. A Design of Experiments approach was employed to vary the electric motor size (from 1 to 15 kW) and battery capacity (0.5 to 5 kWh) while maintaining a fixed system voltage, optimizing both the component sizing and control strategy. Results showed that the best lean hydrogen hybrid configuration achieved reductions of 18.6% in energy consumption in the New European Driving Cycle and 5.5% in the Worldwide Harmonized Light Vehicles Test Cycle, putting its performance on par with the gasoline hybrid benchmark. On average, the lean H2 hybrid consumed 41.2 kWh/100 km, nearly matching the 41.0 kWh/100 km of the gasoline P0 configuration. Engine usage analysis demonstrated that the mild hybrid system kept the hydrogen engine operating predominantly within its high-efficiency region. These findings confirm that lean hydrogen combustion, when supported by appropriately scaled mild hybridization, is a viable near-zero-emission solution for urban mobility—delivering competitive efficiency while avoiding tailpipe CO2 and significantly reducing NOx emissions, all with reduced reliance on large battery packs.

Detailed hydrogen–air chemical reaction mechanisms were coupled with the three-dimensional grids of an experimental hydrogen internal combustion engine (HICE) to establish a computational fluid dynamics (CFD) combustion model based on the CONVERGE software. The effects of different combustion modes on the combustion and emission characteristics of HICE under low load were studied. The simulation results showed that, with the increase in excess hydrogen, the equivalent combustion and excessive hydrogen combustion modes with medium-cooled exhaust gas recirculation (EGR) dilution could improve the intensity of the in-cylinder combustion of HICE, increase the peak values of pressure and temperature in the cylinder, and then improve the indicated thermal efficiency of HICE under low load. However, larger excessive hydrogen combustion could weaken the improvement in performance; therefore, the performance of HICE could be comprehensively improved by the adoption of excessive hydrogen combustion with a fuel–air ratio below 1.2 under low load. The obtained conclusions indicate the research disadvantages in the power and emission performances of HICE under low load, and they are of great significance for the performance optimization of HICE. Furthermore, a control strategy was proposed to improve the stability of HICE under low load.

The paper is concerned with the problem of the development of high-temperature steam turbine power plants with ultra-supercritical (USC) initial parameters. One of the main disadvantages of the USC power unit’s creation is high price due to the application of expensive heat-resistant materials for boiler, live and reheat steam pipelines in turbines. To solve this problem, the following technical improvements to reduce the application of the heat-resistant materials and equipment metal consumption are proposed: horizontal boiler layout, high temperature steam turbine with a cooling system, oxy-hydrogen combustion chambers, and two-tier low-pressure turbine. The influence of the above-mentioned solutions on the high-temperature steam turbine power plant efficiency was estimated using thermodynamic analysis. The promising equipment design was developed based on the results of numerical and experimental research. The analysis of the proposed solutions’ influence upon the economic parameters of a high-temperature power facility was investigated based on the developed cost analysis model, which included the equipment metal and manufacturing expenses. The introduction of all the mentioned cost reduction methods led to a decrease in the facility’s price by RUB 10.5 billion or 15%. The discounted payback period was reduced from 27.5 to 10 years and the net present value increased by RUB 9.6 billion or 16 times.

Hydrogen offers a high-energy, carbon-free fuel alternative; however, conventional flame-based hydrogen combustion poses challenges, including NOx emissions and the risk of flame flashback. Catalytic combustion provides a safer, low-temperature approach to hydrogen utilization, but realizing it within compact, integrated systems have remained a significant challenge. This study introduces an innovative approach to hydrogen catalytic combustion by directly integrating noble metal single quantum-crystallites of Pt and Ru within a porous silica aerogel matrix embedded in a silicon chip. This configuration enables deep nanoparticle (np) penetration throughout the aerogel network, maximizing the catalytic surface area and providing efficient on-chip hydrogen combustion. The np@aerogel systems are systematically synthesized and incorporated within silicon chips equipped with a polyimide membrane and Pt thermal structures. This unique setup allows for direct, real-time characterization of hydrogen catalytic combustion by measuring resistance changes in an embedded thermistor. The Pt@SiO₂ system demonstrates a rapid and substantial temperature increase of up to 40 K upon hydrogen exposure, independent of both preheating and Pt concentration, underscoring its robustness and adaptability for micro-scale hydrogen combustion. This on-chip integration of np@aerogel catalysts marks a significant advancement for hydrogen-based energy applications, offering a compact, scalable platform for efficient catalytic combustion. This approach opens pathways for applications in thermoelectric generators and other micro-reactor technologies where controlled, localized energy generation is critical.