Emission behaviour and aftertreatment of stationary and transient operated hydrogen engines

As society moves towards climate neutrality, hydrogen fuelled internal combustion engines (H 2 ICEs) should be considered as a prime technology. These engines are valued for their robustness, superior lifetimes, manufacturing techniques and characteristics, which are already known from diesel or gasoline engines. Since an H 2 ICE is run on hydrogen (H 2 ), carbon-based emissions are only released on a very low level from the lube oil. Nitrogen oxides (NO x ) emissions are de facto the only gaseous pollutant that must be processed by the exhaust aftertreatment system (EAS) of such engines. This paper provides an overview of the raw exhaust gas emission behaviour of a 2 l four-cylinder passenger car engine that is run solely on hydrogen. As already mentioned, the main challenge faced by the EAS is to reduce NO x . Thus, the inspected EAS includes a selective catalytic reduction (SCR) catalyst with ammonia (NH 3 ) as a reductant. The species of NO x was reduced under stationary operation conditions at all of the considered engine load points at an efficiency of at least 98%. Strategies that could be applied to conduct a load change of an H 2 ICE were experimentally investigated. To perform a load change under high performance conditions, H 2 ICEs needed to be run on a richer air-fuel mixture than under stationary operation conditions in order to provide enough exhaust enthalpy for the turbocharger. If a richer air-fuel mixture was used, higher NO x emissions were detected, increasing the necessity of an EAS containing an SCR catalyst for H 2 ICEs. A WLTC and two RDE cycles were investigated to determine their raw and tailpipe exhaust gas emissions. By applying a simple AdBlue ® dosing strategy, the raw NO x exhaust gas emissions from the WLTC could be reduced from 79.9 mg/km to as low as 7.3 mg/km. Carbon-based and secondary emissions such as NH 3 and nitrous oxides (N 2 O) were measured at levels well below 5 mg/km.