Our CEO, Paul Dowman-Tucker, reflects on the highlights after attending this important industry conference, and how well-placed Bowman is with its unique technology.
I was delighted to be able to attend the 12th Gas Engine Conference, hosted by WTZ in Dessau-Roßlau 5th & 6th May. From a personal perspective, this was the first in-person conference I have been able to attend since the beginning of the Covid-19 pandemic – it was certainly a pleasure to be able to indirectly interact with other people in the industry again.
OEMs addressing the climate change challenge
It was a very interesting conference indeed. It was attended by a good number of engine OEMs (Original Equipment Manufacturers), many of whom develop and manufacture the large engines that are the focus for Bowman’s products, and it gave excellent insight into their advanced engineering development, particularly in respect to addressing the climate change challenge. There were also attendees from a number of prestigious academic instructions, consultancies, and also manufacturers of engine components.
Transitioning from fossil fuels
It was of no surprise that approximately 80% of the presentations focussed on utilising hydrogen or other non-fossil fuels with internal combustion engines (ICEs). Emphasis was given to meeting the requirements for transition scenarios, e.g. blended hydrogen and natural gas (NG) from the grid, as well as a 100% hydrogen future. In addition to hydrogen, there was some discussion on alternative non-fossil fuels including bio-derived fuels and ammonia. Of course, lots of discussion centred on Germany’s plans for blending hydrogen into the existing natural gas grid infrastructure, which can achieve a hydrogen proportion of up to 25%, but which will result in a variable fuel composition for consumer assets to have to accommodate.
Addressing the challenges of hydrogen
Looking across the various OEM presentations, it was clear that the first challenges being addressed relate to the combustion challenges that arise with hydrogen. Various techniques are being evaluated for fuel injection and ignition timing to help control the very fast flame propagation hydrogen exhibits, along with other issues such as auto-ignition of the lubricating oil when compression ratio is increased. Having said this, the problems don’t end once combustion strategies are resolved – as Keith Douglas has discussed in prior blogs, hydrogen also presents OEMs with difficulty in terms of reaching the power density of today’s NG-fuelled engines as a result of the need for considerably more air (perhaps more than 2x) for the efficient combustion of hydrogen, and the lower exhaust gas heat energy available. All the OEMs mentioned that innovative turbocharging will be needed to really achieve the full performance potential of hydrogen in ICEs, and it was exciting to discuss the potential of the electric turbocharging technology that Bowman is developing to be the solution.
Bowman’s eTurbo Systems provide the solution
Overall, there was very much a sense that hydrogen ICEs represent a very strong alternative to fuel cells, particularly in applications where direct mechanical output can be utilised. This is particularly the case when considering just how mature ICE technology is, its ubiquitous use, and that existing global infrastructure and supply chains can support them. Today’s NG engines can burn up to 25% hydrogen blend without significant modification. Through optimisation with Bowman eTurbo Systems they will deliver performance every bit as robust, power dense, and responsive as today’s fossil-fuel solution but with potentially 100% hydrogen and thus no CO2 emissions.
Now, all we need is green hydrogen in sufficient quantity to fuel them, but that’s another topic altogether…….
Our CEO, Paul Dowman-Tucker, reflects on the highlights after attending this important industry conference, and how well-placed Bowman is with its unique technology.
I was delighted to be able to attend the 12th Gas Engine Conference, hosted by WTZ in Dessau-Roßlau 5th & 6th May. From a personal perspective, this was the first in-person conference I have been able to attend since the beginning of the Covid-19 pandemic – it was certainly a pleasure to be able to indirectly interact with other people in the industry again.
OEMs addressing the climate change challenge
It was a very interesting conference indeed. It was attended by a good number of engine OEMs (Original Equipment Manufacturers), many of whom develop and manufacture the large engines that are the focus for Bowman’s products, and it gave excellent insight into their advanced engineering development, particularly in respect to addressing the climate change challenge. There were also attendees from a number of prestigious academic instructions, consultancies, and also manufacturers of engine components.
Transitioning from fossil fuels
It was of no surprise that approximately 80% of the presentations focussed on utilising hydrogen or other non-fossil fuels with internal combustion engines (ICEs). Emphasis was given to meeting the requirements for transition scenarios, e.g. blended hydrogen and natural gas (NG) from the grid, as well as a 100% hydrogen future. In addition to hydrogen, there was some discussion on alternative non-fossil fuels including bio-derived fuels and ammonia. Of course, lots of discussion centred on Germany’s plans for blending hydrogen into the existing natural gas grid infrastructure, which can achieve a hydrogen proportion of up to 25%, but which will result in a variable fuel composition for consumer assets to have to accommodate.
Addressing the challenges of hydrogen
Looking across the various OEM presentations, it was clear that the first challenges being addressed relate to the combustion challenges that arise with hydrogen. Various techniques are being evaluated for fuel injection and ignition timing to help control the very fast flame propagation hydrogen exhibits, along with other issues such as auto-ignition of the lubricating oil when compression ratio is increased. Having said this, the problems don’t end once combustion strategies are resolved – as Keith Douglas has discussed in prior blogs, hydrogen also presents OEMs with difficulty in terms of reaching the power density of today’s NG-fuelled engines as a result of the need for considerably more air (perhaps more than 2x) for the efficient combustion of hydrogen, and the lower exhaust gas heat energy available. All the OEMs mentioned that innovative turbocharging will be needed to really achieve the full performance potential of hydrogen in ICEs, and it was exciting to discuss the potential of the electric turbocharging technology that Bowman is developing to be the solution.
Bowman’s eTurbo Systems provide the solution
Overall, there was very much a sense that hydrogen ICEs represent a very strong alternative to fuel cells, particularly in applications where direct mechanical output can be utilised. This is particularly the case when considering just how mature ICE technology is, its ubiquitous use, and that existing global infrastructure and supply chains can support them. Today’s NG engines can burn up to 25% hydrogen blend without significant modification. Through optimisation with Bowman eTurbo Systems they will deliver performance every bit as robust, power dense, and responsive as today’s fossil-fuel solution but with potentially 100% hydrogen and thus no CO2 emissions.
Now, all we need is green hydrogen in sufficient quantity to fuel them, but that’s another topic altogether…….
Our CEO, Paul Dowman-Tucker, reflects on the highlights after attending this important industry conference, and how well-placed Bowman is with its unique technology.
I was delighted to be able to attend the 12th Gas Engine Conference, hosted by WTZ in Dessau-Roßlau 5th & 6th May. From a personal perspective, this was the first in-person conference I have been able to attend since the beginning of the Covid-19 pandemic – it was certainly a pleasure to be able to indirectly interact with other people in the industry again.
OEMs addressing the climate change challenge
It was a very interesting conference indeed. It was attended by a good number of engine OEMs (Original Equipment Manufacturers), many of whom develop and manufacture the large engines that are the focus for Bowman’s products, and it gave excellent insight into their advanced engineering development, particularly in respect to addressing the climate change challenge. There were also attendees from a number of prestigious academic instructions, consultancies, and also manufacturers of engine components.
Transitioning from fossil fuels
It was of no surprise that approximately 80% of the presentations focussed on utilising hydrogen or other non-fossil fuels with internal combustion engines (ICEs). Emphasis was given to meeting the requirements for transition scenarios, e.g. blended hydrogen and natural gas (NG) from the grid, as well as a 100% hydrogen future. In addition to hydrogen, there was some discussion on alternative non-fossil fuels including bio-derived fuels and ammonia. Of course, lots of discussion centred on Germany’s plans for blending hydrogen into the existing natural gas grid infrastructure, which can achieve a hydrogen proportion of up to 25%, but which will result in a variable fuel composition for consumer assets to have to accommodate.
Addressing the challenges of hydrogen
Looking across the various OEM presentations, it was clear that the first challenges being addressed relate to the combustion challenges that arise with hydrogen. Various techniques are being evaluated for fuel injection and ignition timing to help control the very fast flame propagation hydrogen exhibits, along with other issues such as auto-ignition of the lubricating oil when compression ratio is increased. Having said this, the problems don’t end once combustion strategies are resolved – as Keith Douglas has discussed in prior blogs, hydrogen also presents OEMs with difficulty in terms of reaching the power density of today’s NG-fuelled engines as a result of the need for considerably more air (perhaps more than 2x) for the efficient combustion of hydrogen, and the lower exhaust gas heat energy available. All the OEMs mentioned that innovative turbocharging will be needed to really achieve the full performance potential of hydrogen in ICEs, and it was exciting to discuss the potential of the electric turbocharging technology that Bowman is developing to be the solution.
Bowman’s eTurbo Systems provide the solution
Overall, there was very much a sense that hydrogen ICEs represent a very strong alternative to fuel cells, particularly in applications where direct mechanical output can be utilised. This is particularly the case when considering just how mature ICE technology is, its ubiquitous use, and that existing global infrastructure and supply chains can support them. Today’s NG engines can burn up to 25% hydrogen blend without significant modification. Through optimisation with Bowman eTurbo Systems they will deliver performance every bit as robust, power dense, and responsive as today’s fossil-fuel solution but with potentially 100% hydrogen and thus no CO2 emissions.
Now, all we need is green hydrogen in sufficient quantity to fuel them, but that’s another topic altogether…….