Roberto Cipollone

The transportation sector, a major source of urban air pollution and CO₂ emissions, is the focus of extensive research aimed at developing cleaner and more efficient technologies. In this context, hydrogen–methane blends (HCNG) represent a promising alternative fuel, combining the zero-carbon combustion potential of hydrogen with the availability and cleaner profile of methane. This solution can be implemented in existing internal combustion engines, enabling a technically and economically feasible transition toward more sustainable mobility. This work investigates the use of an HCNG blend in a bus originally powered by natural gas, focusing on pollutant emissions under real driving conditions representative of typical urban operation. Measurements were performed using a Portable Emission Measurement System installed on-board. Two test campaigns were carried out: the first using methane, and the second using an HCNG blend (15% H₂, 85% CH₄ by volume), over identical urban and extra-urban routes with varying drivers and traffic conditions. Results show a reduction in CO₂ emissions with HCNG, along with a more significant decrease in CO, HC, and PN emissions, while NOx exhibited a slight increase due to unchanged engine calibration. The analysis also includes the RPA index, which is related to fuel energy release characteristics, indicating improved vehicle responsiveness and torque delivery with HCNG.

Electrified powertrains in the transportation sector have increased significantly in recent years, thanks to the need for decarbonization of the on-the-road transport means. However, management of powertrains still deserves particular attention to assess necessary improvements for reducing electric consumption and increasing the mileage of the vehicles. In this regard, electric motor cooling is essential for maintaining optimal performance and longevity. In fact, as electric motors operate, they generate heat due to electric and magnetic phenomena as well as mechanical friction. If not properly managed, this heat can lead to decreased efficiency, accelerated wear, or even failure of critical components. Effective cooling systems ensure that the motor runs within its ideal temperature range, reducing the occurrence of the mentioned concerns. This improves operational reliability and, at the same time, contributes to energy savings and reduced maintenance costs over the components’ life. In this study, the cooling of the rotor of a 130-kW electric motor via refrigerating fluid circulating inside the shaft has been investigated. Two configurations of fluid passages have been considered: a direct-through flow crossing the shaft along its axis and a hollow shaft with recirculating flow, with three types of rotating helical configurations at different pitches. The benefits when using nanofluids as a cooling medium have also been evaluated to enhance the heat transfer coefficient and decrease temperature values. Compared with the baseline configuration using standard fluids (water), the proposed solution employing nanofluids demonstrates effectiveness in terms of heat transfer coefficients (up to 28% higher than pure water), with limited impact on pressure losses, thus reducing rotor temperature by up to 30 K with respect to the baseline. This study opens the possibility of integrating the cooling of the rotor with whole electric motor cooling for electric and hybrid powertrains.

Hydrogen Internal Combustion Engines (H₂ICEs) offer significant potential in reducing the CO₂ emissions of the heavy-duty transport sector in the pursuit of the European Green Deal targets. However, the challenges associated with hydrogen energy density require advanced technologies for fuel efficiency enhancement. Hybrid powertrains, equipped with innovative energy recovery systems, allow optimizing the engine working point while recovering otherwise wasted energy. In particular, Turbocompound (TCo) systems allow recovering the energy content in the exhaust gases, improving the overall efficiency of the powertrain. Optimizing both engine operation and TCo recovery presents a significant challenge, as it requires balancing the dynamic interaction between the engine’s combustion process and TCo (which increases backpressure). This paper presents a novel approach aimed at optimizing the performance of a hybrid hydrogen-fueled internal combustion engine by integrating a TCo system. The TCo allows extracting a 9 kW extra power peak with respect to the baseline configuration. The performance assessment of the optimized working point for series hybrid powertrains underscores the capability of the strategy to reduce hydrogen consumption up to 6.8%.

Waste heat recovery is one of the most investigated solutions for increasing the efficiency of powertrains in the transportation sector. A major portion of thermal energy is wasted via exhaust gases. Almost one third of fuel energy is lost, and its recovery as propulsion energy is a promising goal. Moreover, this enables the increased electrification or hybridization of powertrains, assuming the energy recovered is converted into electrical form and used to fulfill different vehicles’ needs. The present study focuses on a dual-stage energy recovery system designed to enhance the efficiency of internal combustion engines (ICEs) in heavy-duty vehicles (HDVs). The system combines a turbocompound unit for direct heat recovery (DHR) and an organic Rankine cycle (ORC) for indirect heat recovery (IHR). These technologies aim to exploit waste heat from exhaust gases, converting it into electrical energy. In this regard, electrical energy can be stored in a battery for it to be available for the energy needs of powertrains that use hybrid propulsion and for driving pumps and compressors on board, following recent technologies of auxiliaries on demand. The proposed setup was modeled and analyzed under off-design conditions to evaluate energy recovery potential and engine performance impacts. From this point of view, in fact, any device that operates on exhaust gas introduces a pressure loss, increasing engine backpressure, whose effect is an increase in specific fuel consumption. An estimate of this negative effect is presented in this paper based on experimental data measured in a F1C IVECO™ engine. An average net recovery of 5–6% of engine power has been demonstrated, with an important prevalence of the turbocompound with respect to the ORC section. The results demonstrate the viability of integrating DHR and IHR stages, with implications for advancing sustainable transportation technologies.

The residential sector is one of the main sectors responsible for the atmospheric emission of CO₂. Hence, a significant effort is required to develop technological solutions to enable decarbonization. The integration of Organic Rankine Cycle (ORC)-based units with renewable sources at a micro-scale of cogeneration units is commonly believed to be one of the most important technological alternatives. Indeed, an ORC-based unit allows the exploitation of low-temperature heat sources in the production of electricity. The low power scale of this application (1–5 kW) and the severe operating conditions call for the reliable and proper design of components. Particularly critical is the pump, as the experimental analyses available in the literature show its efficiency rarely exceeds values of 0.3. The most suitable technology is volumetric, and among those available, the sliding vane types are interesting candidates. However, low efficiency leads to a significant erosion of the power produced by the expander, limiting the achievement of high-efficiency values. What is more, in the literature, there is a lack of development of optimization strategies to improve the performance of this machine. To fill this knowledge gap, in this present paper an optimized sliding vane rotary pump was designed. Thanks to a comprehensive experimentally validated model, the pump performance was assessed for a wide range of operating conditions. Results confirmed that a disk-shaped configuration also ensures the best efficiency is achieved for small-scale pumps. Moreover, the model allowed for a detailed analysis of efficiency, evaluating the volumetric, fluid dynamic and mechanical behaviors. Results demonstrated that the weakest point was the mechanical efficiency, which was between 0.45 and 0.55. The best configuration was that involving four blades, the adoption of graphite and a clearance gap between the rotor face and casing of 10 μm. These design solutions improved efficiency by up to 25%, with a maximum value equal to 0.50, which is close to double with respect to the usual values. A final remark concerns the operating robustness of the machine, as the efficiency demonstrated weak variations even when wide operating conditions were considered.

The ORC-based micro-cogeneration systems exploiting a solar source to generate electricity and domestic hot water (DHW) simultaneously are a promising solution to reduce CO₂ emissions in the residential sector. In recent years, a huge amount of attention was focused on the development of a technological solution allowing improved performance of solar ORC-based systems frequently working under off-design conditions due to the intermittence of the solar source availability and to the variability in domestic hot water demand. The optimization efforts are focused on the improvement of component technology and plant architecture. The expander is retained as the key component of such micro-cogeneration units. Generally, volumetric machines are adopted thanks to their better capability to deal with severe off-design conditions. Among the volumetric expanders, scroll machines are one of the best candidates thanks to their reliability and to their flexibility in managing two-phase working fluid. Their good efficiency adds further interest to place them among the best candidate machines to be considered. Nevertheless, similarly to other volumetric expanders, an additional research effort is needed toward efficiency improvement. The fixed built-in volume ratio, in fact, could produce an unsteady under- or over-expansion during vane filling and emptying, mainly when the operating conditions depart from the designed ones. To overcome this phenomenon, a dual intake port (DIP) technology was also introduced for the scroll expander. Such technology allows widening the angular extension of the intake phase, thus adapting the ratio between the intake and exhaust volume (so called built-in volume ratio) to the operating condition. Moreover, DIP technology allows increasing the permeability of the machine, ensuring a resulting higher mass flow rate for a given pressure difference at the expander side. On the other hand, for a given mass flow rate, the expander intake pressure diminishes with a positive benefit on scroll efficiency. DIP benefits were already proven experimentally and theoretically in previous works by the authors for Sliding Rotary Vane Expanders (SVRE). In the present paper, the impact of the DIP technology was assessed in a solar-assisted ORC-based micro-cogeneration system operating with scroll expanders and being characterized by reduced power (hundreds of W). It was found that the DIP Scroll allows elaboration of a 32% higher mass flow rate for a given pressure difference between intake and expander sides for the application at hand. This leads to an average power increase of 10% and to an improvement of up to 5% of the expander mechanical efficiency. Such results are particularly interesting for micro-cogeneration ORC-based units that are solar-assisted. Indeed, the high variability of hot source and DHW demand makes the operation of the DIP expander at a wide range of operating conditions. The experimental activity conducted confirms the suitability of the DIP expander to exploit as much as possible the thermal power available from a hot source even when at variable temperatures during operation.

The H2-ICE project aims at developing, through numerical simulation, a new generation of hybrid powertrains featuring a hydrogen-fueled Internal Combustion Engine (ICE) suitable for 12 m urban buses in order to provide a reliable and cost-effective solution for the abatement of both CO₂ and criteria pollutant emissions. The full exploitation of the potential of such a traction system requires a substantial enhancement of the state of the art since several issues have to be addressed. In particular, the choice of a more suitable fuel injection system and the control of the combustion process are extremely challenging. Firstly, a high-fidelity 3D-CFD model will be exploited to analyze the in-cylinder H2 fuel injection through supersonic flows. Then, after the optimization of the injection and combustion process, a 1D model of the whole engine system will be built and calibrated, allowing the identification of a “sweet spot” in the ultra-lean combustion region, characterized by extremely low NOx emissions and, at the same time, high combustion efficiencies. Moreover, to further enhance the engine efficiency well above 40%, different Waste Heat Recovery (WHR) systems will be carefully scrutinized, including both Organic Rankine Cycle (ORC)-based recovery units as well as electric turbo-compounding. A Selective Catalytic Reduction (SCR) aftertreatment system will be developed to further reduce NOx emissions to near-zero levels. Finally, a dedicated torque-based control strategy for the ICE coupled with the Energy Management Systems (EMSs) of the hybrid powertrain, both optimized by exploiting Vehicle-To-Everything (V2X) connection, allows targeting H2 consumption of 0.1 kg/km. Technologies developed in the H2-ICE project will enhance the know-how necessary to design and build engines and aftertreatment systems for the efficient exploitation of H2 as a fuel, as well as for their integration into hybrid powertrains.