| dc.contributor | René Antonio Sepúlveda Riquelme | |
| dc.contributor | Acciona | |
| dc.contributor | Alset Ingenieria Spa | |
| dc.contributor | Anglo American Sur S. A. | |
| dc.contributor | Bhp Chile Inc. | |
| dc.contributor | Compañía Minera del Pacífico S. A. | |
| dc.contributor | Engie Chile S. A. | |
| dc.contributor | Ntt Data Institute Of Management Consulting,inc. | |
| dc.contributor | Pontificia Universidad Católica de Chile | |
| dc.contributor | Universidad de Santiago de Chile | |
| dc.date | 2018-01-10 | |
| dc.date | 2021-08-13T10:50:19Z | |
| dc.date.accessioned | 2022-12-22T21:10:26Z | |
| dc.date.available | 2022-12-22T21:10:26Z | |
| dc.identifier | 18PTECHD-89484 | |
| dc.identifier | 2018-89484-INNOVA_PRODUCCION | |
| dc.identifier | http://repositoriodigital.corfo.cl:80/xmlui/handle/11373/565352 | |
| dc.identifier.uri | https://repositorioslatinoamericanos.uchile.cl/handle/2250/5627618 | |
| dc.description | Adapt Known Ch2 Storage Technology For Use In Mining Trucks | |
| dc.description | The General Objective Of the Program is To Create a Technology Consortium For the Industrialization Oftechnological Solutions Through the Adoption Adaptation And/or Development Of Technology To Transforma Conventional Operation Of High Tonnage Mining Trucks Based On Diesel To An Operation Based On Dualfuel Hydrogen-diesel Internal Combustion Engines With Special Attention To the Development Oftechnological Capacities In Chile. In Specific Terms the General Objective Of This Program is To Condition a Heavy Mining Haul Truck To Build Aprototype To Perform On-site Testing Using Hydrogen As Fuel Replacing Significant Volumes Of Diesel Andto Evaluate Results To Define the Developments Needed For the Fuel Replacement Implementation. In Particular the Aim is To Use a Conventional Diesel Engine Do Some Specific Changes And Substitute Muchof the Diesel Fuel With Hydrogen As Hydrogen Has Been Known For a Long Time As a Possible Fuel Forinternal Combustion Engines. This Replacement Will Reduce the Fossil Fuel Needs For the Mining Industryand Better the Co2 Footprint Of Mining Products. | |
| dc.description | To Develop a New Dual Fuel Ecu For Using Hydrogen As a Substitution Fuel In Diesel Engines | |
| dc.description | To Develop An H2 Safety Control Ecu To Ensure Proper And Safe Operation Of a Heavy Mining Truckrunning With H2/diesel Dual Fuel | |
| dc.description | To Develop Plans Defining the Strategy And Tasks For Technology Transfer And Local Value Creation | |
| dc.description | To Reach Dynamic Engine Operation On the Truck And Ensure the Approval To Switch From Hydrogen Todiesel On a Safety And Operational Level. | |
| dc.description | To Retrofit An Engine To Operate With a Unique Combustion Strategy Using Hydrogen And Diesel Fuelsimultaneously To Substitute As Much Diesel Fuel As Possible With Hydrogen. | |
| dc.description | Present Technological Program is Focused On the Development Of a Mining Truck Prototype Powered By a Dual Fuel Hydrogen/diesel Engine Including a Reduced Hydrogen Storage System On the Truck To Test the Operation Of Such a Powertrain On a Truck In a Mine. Alsets Idea For a New Approach is To Use a Conventional Diesel Engine Do Some Minor Changes And Substitute Most Of the Diesel Fuel With Hydrogen As Hydrogen Has Been Known For a Long Time As a Possible Fuel For Internal Combustion Engines. This Will Reduce the Fossil Fuel Needs For the Mining Industry And the Co2 Footprint Of Mining Products. Previous Experimental Developments With Diesel Engines Running Dual Fuel On Hydrogen And Diesel Have Shown That At Idle And Part Load Up To 97% Of the Diesel Could Be Substituted By Hydrogen And At Full Load 40-70% Of the Diesel Could Be Substituted By Hydrogen (depending On the Power Level Of the Engine). The Advantage Of This Solution Compared To a Battery Electric Drivetrain Or a Drivetrain With Fuel Cell is Thatthe Alset Solution Uses the Same Engine Used Today To Power These Trucks Resulting In Relatively Less Effortand Changes To the Diesel Engine Truck Operations And Its Logistics Allowing a Significant Reduction Of Conventional Fuel Consumption And Fuel Cost Associated To Hydrogen. Also the Dual Fuel Operation Guarantees High Operational Reliability Standards. The Effort Has To Do With Changes In the Control Of Injection Of Fuels And Combustion Controls Along With Ahydrogen Storage System Which is the Case For Every New Powering Technology. Today the Daily Use Of Diesel Fuel In a Haul Truck In a Relevant Mine In Chile is 3200 Liters Which In Energy Isthe Equivalent To 941 Kg Of Hydrogen. If the Truck Runs In Dual Fuel Operation With a Substitution Rate Of 60% the Daily Need Of Hydrogen is Then 564 Kg Substituting 1917 Liters Of Diesel. Having a Buffer And Giving the Freedom To Increase the Diesel Substitution Rate To 75% Would Require Storage Of 700 Kg Of Hydrogen That Should Be Subsequently Installed On the Haul Truck. Concerning Critical Parameters And Factors For the Performance Of the Solution As the Former Tests Weredone At a Test Bench At Sea Level Only Its Not Possible To Predict the Behavior Of the Dual Fuel Hydrogendiesel Combustion Concept At High Altitude. If a Pure Diesel Operation is Running Out Of Air Due To Boostpressure Limitation At High Altitude the Engine Starts To Smoke. How the Hydrogen Diesel Dual Fuel Enginewill React Isnt Clear Today. To Compensate For the Loss Of Power In a Dual Fuel Operation the Use Of Anengine With Higher Capacity is Mandatory. The Use Of a 78 Liter Engine Instead Of a 60 Liter Engine Will Givethe Possibility To Run the 78 Lt Engine At a Hydrogen Percentage Of 60% With the Same Power As the 60 Ltengine Running On Pure Diesel When Operating In a Mine As Deep As Chuquicamata. The Chosen Diesel/hydrogen Dual Fuel System For the Application Described Herein Operates With Injectionsof Hydrogen In the Ports Located In Front Of the Intake Valves Of Every Cylinder. The Pressure Of Hydrogen Infront Of the Injector Will Be Of 3-8 Bar Depending On the Specifications Of the Injector the Hydrogen Storagesystem And the Boundary Conditions Of the Internal Combustion Engine. Investigations Have Been Made Onthis Method And Have Found That the Diesel Injection Equipment Can Be Kept And That There Could Be a Littleimprovement In Increasing the Hydrogen Percentage When Using An Optimized Injector (optimized For Dualfuel Operation). On Modern Diesel Engines the Electronic Injection is Controlled By An Electronic Controlunit (ecu). Some Parameters Regarding the Injection Must Be Changed To Have An Appropriate Dual Fueloperation But the Ecu Can Also Be Kept. For the Injection Of Hydrogen An Additional Ecu Must Be Installed. This Ecu Must Communicate Bi-directionally With the Diesel Injection Ecu To Affect the Diesel Injection Andcontrol the Hydrogen Injection. As For the Storage Of Hydrogen Compressed Gas Tanks Will Be Used In This First Prototype. The Parts For Anh2 Storage System Are Available On the Market And Are In Series Use For Passenger Cars (fuel Cell Cars). Thetanks For These Cars Are Approved By Un/ece Safety Regulation To Use Hydrogen Onboard Vehicles And Arerelatively Inexpensive As They Are In Series Production. However Because Cars Have Limited Space And Verylow Daily Consumption the Tanks Have a Small Capacity Of Up To ~104 Liters (net Volume - ~120 Lt Grossvolume). These Well-known Ch2 ( Compressed Hydrogen) Tanks Are Designed For a Nominal Pressure Of 700bar But Could Also Use 350 Bar. With 700 Bar You Can Store 4 Kg Of Hydrogen In a 104 Liters Vessel. Besidesthese In-series Produced Tanks There Are Tanks Available With Bigger Capacities Of Up To 300 Liters Butlimited To a Nominal Pressure Of 350 Bar. For the First Prototype a Tanking System Of 200 Kg Of Hydrogenwill Be Sufficient To Test the Engine Operation At High Altitude And To Test the Truck Operation In the Mine. The Endurance Behavior And Also the Behavior In Terms Of Maintenance Cannot Be Predicted Today. Regarding Our Previous Investigations the Used Engine (6 Cylinders 7. 8 Liters For Medium Truck) Wasoperated For 200 Hours With Dual-fuel Hydrogen Diesel. After This Operation No Negative Impact Could Bediscovered. However the Engine Of a Mining Truck Should Have a Lifetime Of 15000-20000 Operating Hoursbetween Significant Overhauls. Such Endurance Must Be Checked. All This Job Will Be Done In Conjunction With the Technology University Of Graz (tug) With Whom Alset Has Astrategic Cooperation Agreement Since 2007. Tug Has the Most Advanced Research Center In Hydrogeninternal Combustion Engines (h2ices) In Europe And Has Been Researching H2ice For More Than 30 Years. The Technologies Developed By Alset In Conjunction With Tug Have Been Part Of Multiple Doctoralprograms Research And Development Work That Has Resulted In Patents Owned By Alset. Some Work Done With Tug Includes: 2007: Study For An Ideal Way To Retrofit a Passenger Car To Hydrogen Operation Independent From Anoem. 2009: Realization Of 1st Prototype Based On Mitsubishi Evo Ix 2012: Contract With Aston Martin For Retrofitting An Aston Martin Car To Take Part In 24 Hours Race Atnürburgring. 2013: Full Development Of the First Aston Martin Hydrogen Vehicle Including the Five Alset´s Modulesdevelopment: Fuel Injection System Safety System Storage System Fuel Supply System And the Electronicsystem. 2014-2016: Development Of Dual Fuel H2/diesel Operation On Diesel Engines With the Support Of the Austrian Government-funded Program Using a Deutz Engine With the Idea To Power City Buses. In Parallelwe Have Worked On the Development Of Dual Fuel Ecu Functionalities For a H2 Control And Safety Ecu. The Present Alset Consortium Program Shall Be Divided | |
| dc.description | Corporación de Fomento de la Producción | |
| dc.title | Dual Fuel Hydrogen-diesel Combustion System For Mining Haul Trucks | |
| dc.type | proyecto | |
