Blended hydrogen–natural gas-fueled internal combustion engines and fueling infrastructure

Anstrom, Joel; Collier, Kirk

doi:10.1016/b978-1-78242-363-8.00008-6

Cited by 12 publications

(8 citation statements)

References 4 publications

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“…After numerous studies, a composite gas fuel called Hythane, which is usually a mixture of 20% hydrogen and 80% natural gas, has been established in world practice as a typical methane-hydrogen fuel [51]. It is believed that, in principle, any methane-hydrogen mixtures containing 8-30% hydrogen can reduce emissions of nitrogen oxides (NOx), greenhouse gases and CO 2 without major changes to the existing natural gas infrastructure.…”

Section: The Practice Of Using Hydrogen In Power Plants and Transportmentioning

confidence: 99%

A Comprehensive Review on the Prospects of Using Hydrogen–Methane Blends: Challenges and Opportunities

et al. 2022

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An analysis of the literature data indicates a wide front of research and development in the field of the use of methane–hydrogen mixtures as a promising environmentally friendly low-carbon fuel. The conclusion of most works shows that the use of methane–hydrogen mixtures in internal combustion engines improves their performance and emission characteristics. The most important aspect is the concentration of hydrogen in the fuel mixture, which affects the combustion process of the fuel and determines the optimal operating conditions of the engine. When using methane–hydrogen mixtures with low hydrogen content, the safety measures and risks are similar to those that exist when working with natural gas. Serious logistical problems are associated with the difficulties of using the existing gas distribution infrastructure for transporting methane–hydrogen mixtures. It is possible that, despite the need for huge investments, it will be necessary to create a new infrastructure for the production, storage and transportation of hydrogen and its mixtures with natural gas. Further research is needed on the compatibility of pipeline materials with hydrogen and methane–hydrogen mixtures, safety conditions for the operation of equipment operating with hydrogen or methane–hydrogen mixtures, as well as the economic and environmental feasibility of using these energy carriers.

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Section: The Practice Of Using Hydrogen In Power Plants and Transportmentioning

confidence: 99%

A Comprehensive Review on the Prospects of Using Hydrogen–Methane Blends: Challenges and Opportunities

et al. 2022

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“…In fact, a mixture of up to 20% hydrogen and at least 80% (fossil) methane by volume has been promoted for use in ICEs as far back as the late 1980s under the trade name "Hythane" [56]. It appears that the optimal mix of hydrogen and methane in an ICE is in the range of 15% to 20% by volume, the lower percentage being applicable to heavy duty vehicle engines and the higher to light duty vehicle engines [57,58]. The mixture of hydrogen and methane (both in their gaseous forms) improves the combustion of methane by expanding the narrow flammability range, increasing the burning speed and lowering the ignition temperature of pure methane, thereby improving fuel efficiency [59,60].…”

Section: The Rhyme Fuel Characteristicsmentioning

confidence: 99%

“…The mixture of hydrogen and methane (both in their gaseous forms) improves the combustion of methane by expanding the narrow flammability range, increasing the burning speed and lowering the ignition temperature of pure methane, thereby improving fuel efficiency [59,60]. The hydrogen and methane mixture reduces also the emissions of nitrous oxide by as much as a factor of two from the already lower such emissions of a natural-gas-fueled vehicle by allowing an even leaner air-fuel mixture that is supported by the high flammability of hydrogen [58,60]. It should be also noted that the high-octane number of methane and the even higher one for hydrogen support the use of high compression-spark-ignited ICEs approaching that of compression-ignited ICEs for increased fuel efficiency.…”

Section: The Rhyme Fuel Characteristicsmentioning

confidence: 99%

“…Thus, the oil-derived portion of the gasoline usage was about 385 billion liters in 2020 and the bioethanol amounted to 43 billion liters. The use of PHEV technology across the board may increase the average fuel efficiency by a conservative 50%, thereby bringing it to 0.56 kWh/km [58]. For example, the 2022 PHEV sport utility vehicle models for sale in the USA range in fuel efficiency from a high of 0.20 kWh/km (electric) and 0.46 kWh/km (gasoline) to a low of 0.26 kWh/km (electric) and 0.60 kWh/km (gasoline).…”

Section: The Implementation Of the Rhyme Fuelmentioning

confidence: 99%

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The Renewable Hydrogen–Methane (RHYME) Transportation Fuel: A Practical First Step in the Realization of the Hydrogen Economy

Ingersoll¹

2022

Hydrogen

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The permanent introduction of green hydrogen into the energy economy would require that a discriminating selection be made of its use in the sectors where its value is optimal in terms of relative cost and life cycle reduction in carbon dioxide emissions. Consequently, hydrogen can be used as an energy storage medium when intermittent wind and solar power exceed certain penetration in the grid, likely above 40%, and in road transportation right away, to begin displacing gasoline and diesel fuels. To this end, the proposed approach is to utilize current technologies represented by PHEV in light-duty and HEV in heavy-duty vehicles, where a high-performance internal combustion engine is used with a fuel comprised of 15–20% green hydrogen and 85–89% green methane depending on vehicle type. This fuel, designated as RHYME, takes advantage of the best attributes of hydrogen and methane, results in lower life cycle carbon dioxide emissions than BEVs or FCEVs and offers a cost-effective and pragmatic approach, both locally as well as globally, in establishing hydrogen as part of the energy economy over the next ten to thirty years.

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“…In general, hythane with hydrogen concentrations ranging from 0% to 20% by volume can be run in IC engines without significant modification to engine hardware [29]. The majority of previous works have been mainly focused on the impact of hythane composition mixture on the combustion process and NOx concentration, with very limited research and discussion on the potential of high hythane energy fraction (HEF) on carbon emission reduction, such as CO2 and CH4.…”

Section: Introductionmentioning

confidence: 99%

Impact of diesel-hythane dual-fuel combustion on engine performance and emissions in a heavy-duty engine at low-load condition

Longo

Wang

Zhao

2023

International Journal of Engine Research

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Heavy-duty diesel vehicles are currently a significant part of the transportation sector, as well as one of the major sources of carbon dioxide (CO2) emissions. International commitments to reduce greenhouse gas (GHG) emissions, particularly CO2 and methane (CH4) highlight the need to diversify towards cleaner and more sustainable fuels. Hythane, a 20% hydrogen and 80% methane mixture, can be a potential solution to this problem in the near future. This research was focused on an experimental evaluation of partially replacing diesel with hythane fuel in a single-cylinder 2.0 L heavy-duty diesel engine operating in the diesel-gas dual fuel combustion mode. The study investigated different gas substitution fractions (0%, 38% and 76%) of hythane provided by port fuel injections at 0.6 MPa indicated mean effective pressure (IMEP) and a fixed engine speed of 1200 rpm. Various engine control strategies, such as diesel injection timing optimisation, intake air pressure and exhaust gas recirculation (EGR) were investigated in order to optimise the dual-fuel combustion mode. The results indicated that by using hythane energy fraction (HEF) of 76% combined with 125 kPa intake air boost and 25% EGR dilution, CO2 emissions could be decreased by up to 23%, while indicated thermal efficiency (ITE) was compromised by 1.5 percentage points, equivalent to a 3% reduction. Furthermore, soot was maintained below Euro VI limit and nitrogen oxides (NOx) level was held below the Euro VI regulation limit of 8.5 g/kWh assuming a NOx conversion efficiency of 95% in a selective catalyst reduction (SCR) system. Nevertheless, carbon monoxide (CO), unburned hydrocarbon (HC) and methane slip levels were considerably higher, compared to the diesel-only baseline. The use of a pre-injection prior to the diesel main injection was essential to control the heat release and pressure rise rates under such conditions.

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Blended hydrogen–natural gas-fueled internal combustion engines and fueling infrastructure

Cited by 12 publications

References 4 publications

A Comprehensive Review on the Prospects of Using Hydrogen–Methane Blends: Challenges and Opportunities

A Comprehensive Review on the Prospects of Using Hydrogen–Methane Blends: Challenges and Opportunities

The Renewable Hydrogen–Methane (RHYME) Transportation Fuel: A Practical First Step in the Realization of the Hydrogen Economy

Impact of diesel-hythane dual-fuel combustion on engine performance and emissions in a heavy-duty engine at low-load condition

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