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01. Hydrogen cylinder 05. Wet type flame trap 09. PC interfaced to engine 13. Proximity sensor
02. Rotameter 06. Dry flame arrester 10. Exhaust gas analyzer 14. Diesel tank
03. Gas flow meter 07. Diesel Engine 11. Smoke meter 15.Biodiesel tank
04. Inline flame trap 08. Eddy current dynamo meter 12. Air box
Fig. 1. Experimental setup for dual fuel arrangement of current investigation. [11]
Assumption for this calculation was considering cylinder gas to behave as an ideal gas (air) with specific heats being dependent on
temperature. The specific heat was found using the equation (2).
2.2 For 4 cylinder Diesel Engine: program. A FP-2015, an FP-AO-210, an FP-DO-403, an FP-AI-102, an
FP-AI-112 and three FP-TC-120 modules of National
Gregory K. Lilik [12] et al done experiment for 4 cylinder engine. The
engine used for Steady-state combustion and emissions testing was
DDC/VM Motor 2.5L, 4-cylinder, turbocharged, common rail, direct
3. Engine Properties [12]
injection light-duty diesel engine. Engine specifications are given
below in Table 3. Load was generated using a 250HP Eaton eddy Engine DDC 2.5L TD DI-4V automotive
current dynamometer which was water-cooled and coupled to the diesel engine
2.5L DDC engine. The Dialog Test mate control unit was used for Displacement 2.5L
controlling the engine and dynamometer. Program used for time- Bore 92 mm
based data acquisition was a custom National Instruments Lab View
Stroke 94 mm Valve train 4 valves/cylinder
Compression ratio 17.5
Connecting rod length 159 mm Instruments Field Point modules were used to read analog signals
Rated power 103 kW @ 4000 rpm from pressure transducers, thermocouples, mass flow meters, and
Peak torque 340 Nm @ 1800 rpm emissions analyzers. The data collected by the Field Point modules
was saved every 10 s during 15 min of sampling per test.
Injection system Electronically controlled
common rail injection system
Fig.6 Performance map of indicated thermal efficiency under IMEP of 0.3, 0.7 and 0.9 MP [14]
Fig.7 Equivalence map of indicated thermal efficiency under IMEP of 0.3, 0.7 and 0.9 MP [14]
high amount of unburnt hydrogen is present in exhaust. At low loads, However, as hydrogen fraction exceeds around 80% regardless of
increase in hydrogen fraction and engine speed decreases indicated engine speed conditions, abnormal combustion takes place, thus
thermal efficiency. Because only small amount of fuel is needed at limiting fraction of hydrogen.
low loads which causes unstable burning of fuel mixture. Also
increasing engine speed decreases time available for both hydrogen 3.4 Gaseous emissions- other gaseous emissions
and diesel to burn. So at low loads, only diesel fuel engine is better measurements with constant injection timing:
than DDF (Diesel Dual Fuel) engine.
CO2 emission decreases with increase in hydrogen fraction as
In the cases under IMEP of 0.7 and 0.9 MPa, abnormal combustion expected. In general with 15% hydrogen substitution, CO2 emissions
occurs as hydrogen fraction is high. In case under IMEP of 0.7 MPa, reduced by roughly 12%. The variation in carbon monoxide (CO) and
abnormal combustion occurs when engine speed is below 1000 rpm. unburnt hydrocarbon (HC) depends on equivalence ratio. In general,
And as engine speed becomes faster, hydrogen fraction can be HC emissions were observed to decrease roughly 10% compared to
increased, and better indicated thermal efficiency can be achieved. the diesel baseline and CO emissions reduced by roughly 20% at 15%
When hydrogen fraction exceeds about 50% at engine speed of over hydrogen substitution. However, amount of decrease in HC and CO is
1000 rpm, more than 40% of indicated thermal efficiency is obtained. not very significant. Furthermore, a compression ignition engine
This trend is unlike one obtained in the case under IMEP of 0.3 MPa. typically operates at globally fuel lean equivalence ratio and produces
In the case under IMEP of 0.9 MPa, indicated thermal efficiency is
less engine-out HC and CO emissions than spark ignited engines.
improved more. Therefore, it is expected that the more hydrogen
fraction becomes, the high thermal efficiency can be achieved.
3.5 NOx emissions: non-uniform, and formation rates are highest in the close to
stoichiometric regions Fig. 8 depicts the effect of HFFR and BP on the
Conversion of nitrogen and oxygen to NOx occurs when the changes in the engine out NOx emissions of a DF engine. Higher level
temperature in the combustion chamber is very high. NOx is collective of tail pipe NOx was observed with the injected fuels and also it
term used to refer to nitric oxide (NO) and nitrogen dioxide (NO2). NOx increased with the increase in H2 induction at all loads.
emissions form in the high-temperature burned gas region, which is
The possible reason may be higher HRR and high flame front speed of decreases ID (ignition delay) and CD (combustion duration) which
hydrogen. Biodiesel has lower NOx than mineral diesel due to fact that resulted in higher HRR and peak pressure (PP) and engine out NOx
it has inferior combustion compared due mineral diesel. H2 burns at emission. Similar results can be observed in the literature. The DF
higher temperature and very rapidly. The fast burning of hydrogen operation showed about 8-9% higher NOx with BDF fuel at a maximum
permissible HFFR of 0.22 kg/h and at 100% load in comparison with port fuel injection in a diesel engine. Int J Hydrogen Energy 2014;
normal CI engine run on diesel. Specific emissions of NOx were 39(32):18480-9
observed to increase but only when the energy contribution from H2
[9] Wu HW, Wu ZY . Investigation on combustion characteristics and
was increased above the 10% level. This increase in NOx emissions
emissions of diesel/hydrogen mixtures by using energy-share method
was attributed to H2-diesel co-combustion resulting in higher in-
in a diesel engine Appl Therm Eng, 42 (Suppl. C) (2012), 154-162.
cylinder temperatures relative to diesel fuel-only combustion [15].
[10] Morais AM, Justino MAM, Valente OS, Hanriot SM, Sodre JR.
Hydrogen impacts on performance and CO2 emissions from a diesel
power generator Int J Hydrogen Energy, 38 (16) (2013), 6857-6864
Conclusion: [11] Khandal SV, Banapurmath NR, Gaitonde VN. Effect of hydrogen
fuel flow rate, fuel injection timing and exhaust gas recirculation on
The hydrogen up 20% fraction with diesel oil can used safely in the performance of dual fuel engine powered with renewable fuels.
conventional diesel engine without any modification in engine. Fuel Renewable and Sustainable Energy Reviews, 2018, 82(1):1457-1488
consumption and efficiency remain unaffected when H2 is used as
complementary fuel in stationary engine with unmodified injection [12] Lilik GK, Zhang H, Herreros JM, Haworth DC, Boehman AL.
setting. Optimization can increase efficiency and other results. Hydrogen assisted diesel combustion. Int J Hydrogen Energy 2010;
35(9):4382-98
Maximum fuel consumption reduction at 75% of rated power at all
.
hydrogen concentration. The application of H2 reduces CO2 emission [13] Dimitriou P, Kumar M, Tsujimura T, Suzuki Y. Combustion and
by 12%. This indicates the employment of hydrogen as a useful emission characteristics of a hydrogen-diesel dual-fuel engine. Int J
strategy to reduce the global warming impacts of engine exhaust gas. Hydrogen Energy 2018; 43(29): 13605-17.
That will depend on the hydrogen source and the amount of
upstream CO2 associated with hydrogen production. The benefits of [14] Tsujimura T, Suzuki Y. The utilization of hydrogen in
hydrogen/diesel dual fuel engine. Int J Hydrogen Energy 2017;
hydrogen substitution are significant, as results show that
42(19):14019-29
substitution of the diesel fuel with hydrogen can be accomplished
with little or no detrimental effect. Thus, substantial quantities of [15] Talibi M, Hellier P, Ladommatos N. The effect of varying EGR and
diesel fuel can be ‘‘displaced’’ through hydrogen utilization via intake air boost on hydrogen-diesel co-combustion in CI engines. Int J
substitution. The practicality of vehicles utilizing hydrogen Hydrogen Energy 2017; 42(9):6369-83
substitution is limited by economical consideration.
References:
[1] Gomes Antunes JM, Mikalsen R, Roskilly AP. An experimental
study of a direct injection compression ignition hydrogen engine. Int
J Hydrogen Energy 2009; 34(15):6516e22.