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Exergy analysis of hydrogen/diesel combustion in

a dual fuel engine using three-dimensional model

S. Jafarmadar*
Department of Mechanical Engineering, Urmia University, Urmia, West Azerbaijan 57561-15311, Iran

article info abstract

Article history: In the present study, the energy and exergy analysis were carried out for a Deutz dual fuel
Received 8 January 2014 (diesel þ hydrogen) engine at different gas fuel-air ratios (øH2 ¼ 0.3, 0.4, 0.5, 0.6, 0.7, and 0.8)
Received in revised form and constant diesel fuel amount (6.48 mg/cycle). The energy analysis was performed
18 March 2014 during a closed cycle by using a three-dimensional CFD code and combustion modeling
Accepted 20 March 2014 was carried out by Extend Coherent Flame Model- Three Zone model (ECFM-3Z). For the
Available online 26 April 2014 exergy analysis, an in-house computational code is developed, which uses the results of
the energy analysis at different fuel-air ratios. The cylinder pressure results for natural gas/
Keywords: diesel fuelled engine are verified with the experimental data in the literature, which shows
Exergy a good agreement. This verification gives confidence in the model prediction for hydrogen-
Dual fuel fuelled case. With crank position at different gas fuel-air ratios, various rate and cumu-
Diesel fuel lative exergy components are identified and calculated separately. It is found that as gas
Hydrogen fuel-air ratio increases from 0.3 to 0.8, the exergy efficiency decreases from 43.7% to 34.5%.
Irreversibly Furthermore, the value of irreversibility decreases from 29.8% to 26.6% of the mixture fuels
Multidimensional modeling chemical exergies. These values are in good agreement with data in the literature for dual
fuel engines.
Copyright ª 2014, Hydrogen Energy Publications, LLC. Published by Elsevier Ltd. All rights
reserved.

without a means of the initiating combustion, as the tem-

Introduction
Owing to the growing price of the oil and its restricted re-
sources, the engine manufacturers use other energy resources
instead of oil fuels. Alternative fuels are very important since
they can be extracted from renewable resources, and their
emissions levels are lower than those of traditional fossil
fuels. The advantage of these fuels is that they emit lesser air
pollutants in comparison to diesel fuel and most of them are
more economical compared to the oil as well as they are
renewable [1e3]. Hydrogen appears to be greener alternatives
for internal combustion engines [4,5]. This fuel has high auto-
ignition temperature, hence cannot be used in CI engines
perature attained at the end of the compression stroke is too
low for the mixture to be auto-ignited. Therefore, dual-fuel-
mode engine operation is required, in which gaseous fuel is
ignited by little amount of diesel fuel. Dual fuel diesel engines
are widely used in automotive applications because of their
high thermal efficiencies. In recent years, some researchers
have already made significant effort on the numerical and
experimental studying of the combustion process and pollu-
tion formation of hydrogen- fuelled engines [6e9].
In a fast-paced, competitive world, the improvement of
these engines performance has become an important issue for
automotive manufacturers. In order to improve engine per-
formance, the combustion process is studied more

* Tel.: þ98 441 2773920; fax: þ98 441 2773591.

E-mail addresses: s.jafarmadar@urmia.ac.ir, s_jafarmadar@yahoo.com.
http://dx.doi.org/10.1016/j.ijhydene.2014.03.152
0360-3199/Copyright ª 2014, Hydrogen Energy Publications, LLC. Published by Elsevier Ltd. All rights reserved.
 Author's personal copy
9506 i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y 3 9 ( 2 0 1 4 ) 9 5 0 5 e9 5 1 4
comprehensively nowadays via using simultaneous applica-
tion of the first and second laws of thermodynamics. Exergy is
the key concept in the second law analysis; it is a special case
of the more fundamental concept, the available energy, which
has been introduced in Ref. [10]. Previous studies show that
traditional energy balance theory often fails to give a good
insight into the engine’s operation [11e13]. Over the years,
many reports have been published on the detailed use of the
second law of thermodynamics with respect to internal
combustion engines [11e15]. A summary of dynamic field of
interest on this subject has been provided as given below.
Rakopoulos et al. [16] carried out a numerical analysis on
the exergy balance during combustion of hydrogen enriched
natural and landfill gases by using a zero-dimensional model.
Results of this study revealed monotonic decrease in com-
bustion irreversibility by increasing hydrogen component of
CH4eH2 mixture in an engine chamber. Nieminen and Dincer
[17] developed comparative exergy models for the naturally
aspirated gasoline and hydrogen fuelled spark ignition en-
gines, based on the second law of thermodynamics. It was
found that the exergy efficiency of hydrogen- fuelled engine is
higher than that of gasoline- fuelled engine. Bibhuti et al. [18]
tested exergy analysis in diesel engine fuelled with a syngas
under varying load conditions from the second law point of
Fig. 1 e (a) Mesh of the combustion chamber at TDC (b) zones in ECFM-3Z model.
view. They showed that increasing the hydrogen quantity of
syngas increases the cumulative work availability and reduces
the destroyed availability. Amjad et al. [19] used a single-zone
model to perform a numerical availability analysis of the
combustion of n-heptane and natural gas blends in HCCI en-
gines. They showed that with increase of the mass percentage
of natural gas in the fuel blend, irreversibility decreases, and
the second-law efficiency increases. Adding the EGR to the
intake charge of the dual-fuel HCCI engine, up to an optimum
value, enhances the exergy efficiency. EGR values over this
optimum point could deteriorate engine performance. Hos-
seinzadeh et al. [20] carried out a numerical exergy analysis
regarding comparison of the thermal, radical, and chemical
effects of EGR gases using a single-zone model in dual-fuel
engines operating at 50% loads. Jafarmadar and Javani [21]
investigated an HCCI engine, fuelled with the mixture of
dimethyl ether (DME) and natural gas (NG) in terms of exergy.
They showed that when the excess air ratios of DME increases
at constant air ratio of NG, exergy efficiency increases by
30.2% while irreversibility decreases by 15.4%. Moreover, the
initial temperature increase brings about the irreversibility
reduction and increases the heat loss exergy.
As can be seen in relevant literature, no attempt has been
made so far to determine 3-dimensionally the effect of the gas
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fuel-air ratio on various exergy terms in dual fuel
(diesel þ hydrogen) engines from the second-law viewpoint.
In the present work, a CFD code along with an in-house code
have been used to predict the various exergy terms at various
gas fuel-air ratios in a Deutz dual fuel engine operating at
constant engine speed of 2600 rpm under constant amount of
diesel fuel.
Initial and boundary conditions
Calculations are carried out for the closed system from the
Intake Valve Closure (IVC) at 119 CA BTDC to the Exhaust
Valve Open (EVO) at 110 CA ATDC. The numerical grid for
modeling the geometry of the engine includes a maximum of
44730 cells at 119 CA BTDC. The present resolution is found to
provide adequate domain cells for grid-independent results.
Fig. 1(a) shows the numerical grid, which is designed to model
the geometry of combustion chamber and contains 29610 cells
at TDC. The initial pressure in the combustion chamber, is set
to 1.09 bar and the initial temperatures are calculated ac-
cording to the initial fuel-air ratio and the ideal gas law.
Furthermore, the initial values for turbulence kinetic energy,
turbulence length scale, turbulence dissipation rate, and swirl
are acquired as 25 m2/s2, 0.0045 m, 4564 m2/s3, and 2500 1/min,
respectively. The Present work is performed for six gas fuel-air
ratios (øH2 ¼ 0.3, 0.4, 0.5, 0.6, 0.7 and 0.8) and at constant diesel
fuel amount under specified engine speed of 2600 rpm.
Combustion modeling and energy analysis
the RNG kε turbulence model [22]. Furthermore, the standard
WAVE model was employed for the primary and secondary
atomization modeling of the resulting droplets. The Dukowicz
model, described in Ref. [23], was applied to handle the heat-
ing up and evaporation of the droplets. A Stochastic disper-
sion model was employed to take into consideration of the
interaction between the particles and the turbulent eddies as
affected by adding a fluctuating velocity to the mean gas ve-
locity [24]. This model assumes that the fluctuating velocity
has a randomly Gaussian distribution. The Extend Coherent
Flame Model- Three Zone (ECFM-3Z Model) based on the tur-
bulent mixing was used for modeling the combustion in
domain of the combustion chamber [25,26]. Different zones of
this model are shown in Fig. 1(b). This model is based on a
flame surface density transport equation and a mixing model
that can describe inhomogeneous turbulent premixed and
diffusion combustion. In this model, it is possible to consider
the fuel as consisting of more than one chemical species
(combined fuel). The effects like auto-ignition and flame
propagation are handled for this combined fuel within the
combustion model. The rate of reaction for each fuel compo-
nent is finally split up. By doing this, it is possible to calculate
the consumption of each component separately. The devel-
opment of the combustion products is based on the con-
sumption of the single components.
In the present work, AVL Fire U. 8.3 software [26] is used
for numerical simulation of the combustion and precise
modeling of spraying fuel jet and injecting droplets. Exergy
analysis is implemented by using this numerical simulation
results.

The numerical model was established for a Deutz dual fuel Exergy analysis
(diesel þ hydrogen) engine with the specifications listed in
Table 1. The exergy of a system is defined as the maximum amount of
The governing equations for unsteady, compressible, work that can be obtained from that system when it reaches
turbulent-based reacting multi-component gas mixture flows thermal, mechanical, and chemical equilibrium with its
and thermal fields were solved from IVC to EVO. The turbulent environment. This state of equilibrium is defined as the dead
flows within the combustion chamber were simulated using state of the system and it is dependent on the pressure,
temperature, and composition of the environment. When
there is no heat, work, and reaction exchange between the
system and environment, the equilibrium is achieved. At the
Table 1 e Specifications of Deutz dual fuel engine. present work, this means that in the dead state, all the species
Model F6L912Q of the working medium have been either oxidized or reduced
Cycle type Four stroke to N2, O2, CO2, and H2O. According to [27,28], the total exergy
Number of cylinders 6 in line (i.e., thermo-mechanical plus chemical exergies) of a system
Injection type DI
is equal to:
Cylinder bore*stroke 100*120 (mm^2)
L/R 4
X
kk
Displacement volume 5.65 (liters) Ex ¼ Exch þ Extm ¼ E  P0 V  T0 S  m0i mi (1)
Compression ratio 17:1 i¼1
Injected mass 3.89 g/cycle
Where is the chemical potential of species i at the true dead
Injection duration 10 (CA)
Start injection timing 89 BTDC state, and mi is the mass of species i.
Nuzzle hole diameter 0.003 m The exergy balance equation for the closed cycle of the
Number of nuzzle holes 4 engine, on crank angle basis, is expressed as follows [27,28]:
Nuzzle outer diameter 0.285 mm
Piston shape u dEx dExw dExq dI dExf
Valve timing IVO ¼ 32 BTDC ¼   þ (2)
dq dq dq dq dq
IVC ¼ 60 ABDC
EVO ¼ 70 BBDC Exw denotes the exergy associated with work done by the
EVC ¼ 32 ATDC
system in the chamber and it is defined as:
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efficiency can be defined as the ratio of indicated work over

total input chemical exergy. For the closed part of the cycle in
a dual-fuel engine, the exergy efficiency is defined as:

Wnet
hII ¼ (9)
Exfuels

Results and discussion

The calculations of exergy terms are conducted for the

chamber of a Deutz dual fuel (hydrogen þ diesel) engine
operating at different gas fuel-air ratios (øH2 ¼ 0.3, 0.4, 0.5, 0.6,
0.7 and 0.8), at a constant speed of 2600 rpm.
Fig. 2 shows the computed and measured [28] mean in-
cylinder pressures for the dual fuel (natural gas þ diesel) en-
gine. The results presented in this Figure are global (cylinder-
averaged) quantities and are shown as a function of time
(crank angle). The parameters of fuel injection timing, the
amount of liquid fuel injected mass, and the initial natural gas
fuel-air ratio are adjusted according to the experimental data.
Fig. 2 e Comparison of measured [30] and calculated The Figure shows that the computational and experimental
pressure for natural gas fuelled with øNG [ 0.3 and engine pressures are obtained during the compression, combustion
speed of 2600 rpm. and expansion strokes are in excellent agreement. The
discrepancy between the peak pressures obtained via experi-
ment and computation is less than 0.2%.
Fig. 3 depicts the variation of pressure with crank angle at
dExw dV various gas fuel-air ratios. The peak pressure values in the
¼ ðP  P0 Þ (3)
dq dq
chamber are 84.8, 92.6, 99.3, 105.1, 110.1, and 111.7 bar at 0.3,
Exq represents the exergy associated with heat transfer across 0.4, 0.5, 0.6, 0.7, and 0.8 gas fuel-air ratios, respectively. The
the chamber boundary. Its variation with crank angle is: main reason for lower peak pressures at lower gas fuel-air
  ratio, however, is the reduction of the total fuel-air ratio and
dExq T0 dQ
¼ 1 (4) the overall lean burn operation engine. At higher gas fuel-air
dq T dq
ratio, the in-cylinder pressure increases considerably during
I is the destruction exergy associated due to combustion the combustion and power strokes, due to the advancing of
process and it can be defined as: the combustion process. The amount of the peak pressure,

dI T0 Xkk
dmi
¼ m (5)
dq T i¼1 i dq

Where index i includes all the reactants and products. For

perfect gases, mi ¼ gi.
The exergy of liquid fuels (CzHy) and gaseous fuels CaHbOg,
which are used in dual fuel engines, are approximated by Ref.
[29]:
 
y 0:042
af ;diesel ¼ LHV 1:04224  0:011925 þ (6)
z z

 
b b g 0
af ;H2 ¼hf  T0 Sf  ag0CO2  g0H2 O þ a þ  g
2 4 2 O2
aa bb εε (7)
 RT0 ln  ðaþb4g2Þ
a þ b4  g2 hh

 
b a þ b2  g2
h ¼ 0:79ε þ a þ ; ε ¼
2 0:21

dExfuels dmf ;diesel dmf ;H2

¼ af ;diesel þ af ;H2 (8)
dq dq dq
The values of dmf,diesel/dq and dmf,H2/dq are calculated by Fig. 3 e Variation of the in cylinder pressure with crank
combustion modeling and energy analysis. The exergy angle position for various gas fuel-air ratios at 2600 rpm.
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however, increases by 31.86%, when the gas fuel-air ratio in-

creases from 0.3 to 0.8.
The mean in-cylinder temperature histories for various gas
fuel-air ratios are presented in Fig. 4. The first stage increase of
temperature is associated with low temperature combustion
and the second and much stronger one (main combustion) is
attributed to the high temperature oxidation. As this figure
shows, with the increase of the gas fuel-air ratio, the in-
cylinder temperature at second stage also increases during
the combustion and expansion strokes. The peak temperature
values for the gas fuel-air ratio from 0.3 to 0.8 (in 0.1 in-
crements) are 2130.7, 2360.9, 2565.8, 2748.7, 2908.7, and
3031.3 K, respectively. For the same amount of diesel fuel, as
the amount of hydrogen in the mixture increases, ignition
occurs earlier due to the rich fuel-air mixture. The first stage
increase of the in-cylinder temperature in this Figure is due to
the burning of the premixed mixture whereas the second
stage increase is concerned to the flame propagation and the
burning of fuel mixture in diffusion phase. At higher gas fuel-
air ratio, the in-cylinder temperature increases noticeably
during the combustion and power strokes, due to the
advancing of the combustion process and lower combustion Fig. 5 e Variation of the rate of work exergy with crank
duration. The amount of peak in-cylinder temperature in- angle position for various gas fuel-air ratios at 2600 rpm.
creases by 42.3%, when the gas fuel-air ratio increases from
0.3 to 0.8.
Figs. 5 and 6 illustrate the trends of rate and cumulative
758 J, respectively. These values are 43.7%, 41.0%, 38.6%, 37.1%,
work exergies in the chamber at various fuel-air ratios, during
35.6%, and 34.5% of the mixture fuel’s chemical exergies. It
the closed cycle of engine, respectively. At the crank positions
can be seen that with increase of the gas fuel-air ratio, the
after top dead center, the rate of the work exergy increases
percentage of cumulative work exergy decreases by 21.1%.
with the increase of gas fuel-air ratio. Higher rates of work
These results demonstrate good agreement with the corre-
exergy can be observed at higher gas fuel-air ratio because of
sponding data in Ref. [17]. They showed that the percentage of
faster combustion and higher cylinder pressure gradients. It
work exergy for hydrogen- fuelled engines is 41.4% of the
can be seen that when the gas fuel-air ratio increases from 0.3
chemical fuel exergy. Also, the results of references [19,20]
to 0.8, the maximum rate of work exergy increases by 37.2%.
showed that the percentage of work exergy of dual fuel
As shown in Fig. 6, the accumulative work exergies for various
gas fuel-air ratios from o.3 to 0.8 are 485, 557, 617, 675, 719, and

Fig. 6 e Variation of the accumulative work exergy with

Fig. 4 e Variation of the in cylinder temperature with crank crank angle position for various gas fuel-air ratios at
angle position for various gas fuel-air ratios at 2600 rpm. 2600 rpm.
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engine decreases with augmentation of the gas fuel-air ratio.

The corresponding value at 50% load and 1400 rpm opera-
tional condition with as little amount of EGR employment is
34.5%. The increase of work exergy at the present work is due
to engine run at rich mixtures, higher engine speed, and
improvement of combustion process.
Figs. 7 and 8 show the trends of rate and cumulative heat
loss exergies in the chamber at various gas fuel-air ratios
during the closed cycle of the engine. At crank angles after the
start of combustion, the rates of heat loss exergies for the lean
mixtures are lower than that of the rich mixtures, because
during the rich operations, the combustion process improves
and a higher pressure and temperature exists in the chamber.
The peaks rate of heat loss exergies are 4.60, 5.7, 6.90, 7.9, 9.4,
and 10.7 J/deg for gas fuel-air ratio from 0.3 to 0.8, respectively.
It is clear that when the gas fuel-air ratio increases from 0.3 to
0.8, the heat loss exergy rate increases by 132.2%. In addition,
as shown in Fig. 8, the amounts of cumulative heat loss exergy
for gas fuel-air ratio from 0.3 to 0.8 are 128, 173, 217, 253, 304,
and 347 J, respectively. These values are 11.5%, 12.7%, 13.6%,
13.9%, 15%, and 15.8% of the fuel mixture exergies. The results
are in good agreement with data in Ref. [17]. They showed that Fig. 8 e Variation of the accumulative heat loss exergy with
the accumulative heat loss exergy of hydrogen- fuelled en- crank angle position for various gas fuel-air ratios at
2600 rpm.
gines is 19.37% of the chemical fuel exergy. Lower heat loss
exergy in the present work is due to the operation of the en-
gine in higher engine revolution and less time available for
heat losses. These results are also in good agreement with shown in Fig. 10, with the gas fuel-air ratio increase, the in-
other data in the literature for dual fuel engine [19,20,31]. creases of the initial chemical exergy is remarkable at intake
Figs. 9e11 show the changes of thermo-mechanical, valve closing time. The increase of the initial chemical exergy
chemical and total exergies in the cylinder with crank angle for the gas fuel-air ratio of 0.8 is 125.4% in comparison to gas
positions at different gas fuel-air ratios, respectively. In the fuel-air ratio of 0.3. The linear increase of the chemical exergy
compression stroke, and before the combustion initiation, the in this figure is concerned to the injection of diesel fuel. The
thermo-mechanical exergy in the chamber increases due to values of the total chemical exergy for the gas fuel-air ratios
the work produced by the piston and increase of in-cylinder from 0.3 to 0.8 are 906.32, 1165.42, 1406.9, 1632.37, 1843.38, and
temperature associated with the compression process. As 2041.34 J, respectively. With the start of the combustion, the

Fig. 7 e Variation of the rate of heat loss exergy with crank Fig. 9 e Variation of the rate of burn fuel exergy with crank
angle position for various gas fuel-air ratios at 2600 rpm. angle position for various gas fuel-air ratios at 2600 rpm.
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Fig. 10 e Variation of the accumulative burn fuel exergy
with crank angle position for various gas fuel-air ratios at
2600 rpm.
thermo-mechanical exergy in the chamber increases due to
the rise of temperature and pressure and the concentration of
complete combustion products. Note that the chemical exergy
decreases in the combustion period due to the burning of the
fuel mixtures. The peak values of thermo-mechanical exer-
gies for the gas fuel-air ratios from 0.3 to 0.8 are 1050.63,
1211.10, 1358.32, 1488.33, 1602.02, and 1685.37 J, respectively. It
is clear that the increase of thermo-mechanical exergy with
gas fuel-air ratio is considerable at higher gas fuel-air ratios
Fig. 11 e Variation of thermo-mechanical exergy with
crank angle position for various gas fuel-air ratios at
2600 rpm.
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because of higher pressure and temperature in the cylinder.
At the end of the combustion duration, the amount of chem-
ical exergy reaches to the minimum value because of the
complete combustion, while the thermo-mechanical exergy
diminishes due to the decrease of gas temperature during the
expansion stroke. As Fig. 11 illustrates, the values of exhaust
loss exergy for the gas fuel-air ratio from 0.3 to 0.8 are 169.78,
237.37, 304.54, 377.82, 443.43, and 510.52 J. These values are
15.3%, 17.5%, 19.1%, 20.8%, 22%, and 22.3% of the total chem-
ical exergies. Higher exhaust loss exergy in higher gas fuel-air
ratio is due to higher pressure and temperature at the exhaust
valve opening time (as shown in Fig. 4). These results are in
good agreement with the corresponding data in Ref. [17]. They
showed that the accumulative exhaust loss exergy of
hydrogen- fuelled engines is 19.61% of chemical fuel exergy.
These results are in good agreement with other data in the
literature for dual fuel engine, as mentioned in Refs. [19,20].
Figs. 12 and 13, in the same manner, show the variations of
rate and cumulative burned fuel exergies with crank angle
position in the chamber under four cases during the closed
cycle of the engine, respectively. As shown in Fig. 12, the first
peaks concern to the combustion of the prepared mixture in
ignition delay duration whereas the second peaks concern to
the combustion of fuel mixture at diffusion phase due to the
flame propagation. The values of the first peaks for the various
fuel-air ratios from 0.3 to 0.8 are 34.46, 43.68, 52.29, 54.49,
65.59, and 101.58 J/deg. Lower first peak in lower gas fuel-air
ratio is originated from less gas fuel entrainment in diesel
fuel jet at ignition delay period. Also, low temperature com-
bustion of prepared fuel mixture is advanced by increasing the
gas fuel-air ratio. The other peaks are due to the combustion
of fuel mixtures in the near diesel fuel droplets and due to the
flame propagation in the fuel mixture at other regions,
respectively. According to this figure, duration of the com-
bustion in lower gas fuel-air ratio is considerably higher than
Fig. 12 e Variation of chemical exergy with crank angle
position for various gas fuel-air ratios at 2600 rpm.
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Fig. 13 e Variation of total exergy with crank angle position
for various gas fuel-air ratios at 2600 rpm.
that of higher gas fuel-air ratio. This mainly pertains to higher
flame speed propagation in rich mixture and the fast com-
bustion. The time between the two peaks decreases consid-
erably at higher gas fuel-air ratios due to higher flame speed
propagation. As is shown in Fig. 13, the amounts of cumula-
tive burned fuel exergy for different pilot fuel quantities are
1110, 1360, 1600, 1820, 2020, and 2200 J, respectively. Because
of more gas fuel burning and complete combustion, the value
of accumulative burn fuel exergy increases by 98.20% when
the amount of the gas fuel-air ratio increases from 0.3 to 0.8.
The combustion process makes the highest contribution to
the total in-cylinder irreversibility in internal combustion
diesel engine, which according to the research by Primus and
Flynn [32], is more than 90%. The variation of the combustion
irreversibility is shown in Fig. 14 for various gas fuel-air ratios.
For higher gas fuel-air ratio operations, which results in very
rapid burning rates, combustion starts with higher rates of
pressure rise and higher peaks of temperature and pressure.
Therefore, because of this higher burning rate, the rate of
irreversibility more increases at flame propagation duration
than that of lower ones and then it decreases at the end of the
combustion duration. A decrease in combustion irreversibility
can be noticed at higher gas fuel-air ratio when using lighter
fuel (hydrogen) than diesel fuel. This is due to the combustion
characteristics of this fuel, which involve lower entropy of
mixing in the combustion products than the larger diesel fuel
molecules [13,31]. This behavior is in good agreement with the
results given in Refs. [13,16]. The values of the irreversibility
for gas fuel-air ratio from 0.3 to 0.8 are 331, 395, 463, 516, 554,
and 585 J, respectively. These values are 29.8%, 29%, 28.9%,
28.4%, 27.4%, and 26.6% of the initial mixture fuels exergies,
respectively. This result is confirmed by Primus and Flynn [32],
who discovered that the in-cylinder irreversibility values are
in the range of 20e25% for full-load operations, and that
higher values are expected for lower-load operations. Similar
Fig. 14 e Variation of accumulative irreversibility with
crank angle position for various gas fuel-air ratios at
2600 rpm.
behavior was expressed in Refs. [19,20] for a dual fuel engine
fuelled with the mixture of n-heptane and natural gas. They
showed that the irreversibility decreases with an increase in
gas fuel-air ratio in the mixture [19] and the amount of irre-
versibility in part load condition is 30% of the chemical exergy
fuel mixture [20]. These results are also in good agreement
with the results of the work by Dunbar and Lior [12], who
studied the source of combustion irreversibility in hydrogen
combustion; they highlighted that combustion destroys
approximately 23%e34% of the useful energy of hydrogen
fuel.
Conclusions
In the present work, a three-dimensional CFD code with
appropriate combustion model has been adopted to study the
combustion processes within the chamber of a Deutz dual fuel
(diesel þ hydrogen) engine, from the perspective of the second
law of thermodynamics. The numerical analysis is carried out
for various gas fuel-air ratios (øH2 ¼ 0.3, 0.4, 0.5, 0.6, 0.7 and 0.8)
at engine speed of 2600 rpm and constant diesel fuel amount.
The calculated pressure results for øNG ¼ 0.3 are compared
with the corresponding experimental data in the literature,
representing a good agreement. Such correlations between
the experimental and computed results make the model
reliable for the prediction of exergy terms at others alternative
fuels such as hydrogen. Based on this study, the following
conclusions are made, when the gas fuel-air ratio increases
from 0.3 to 0.8 by 0.1 increments:
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