Effect of variable compression ratio and equivalence ratio on performance, combustion and emission of hydrogen port injection SI engine

Pandey, Jayashish Kumar; Narayanappa, Kumar Gottigere

doi:10.1016/j.energy.2021.122468

Cited by 40 publications

(9 citation statements)

References 56 publications

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“…The engine torque increases almost linearly with both the mixture richness (as reported in [19]) and the boost pressure (as in [17]).…”

Section: Load Control Strategymentioning

confidence: 74%

“…At each operating point, the spark timing has been tuned to obtain the maximum engine torque according to the constraints mentioned above. The engine torque increases almost linearly with both the mixture richness (as reported in [19]) and the boost pressure (as in [17]).…”

Section: Load Control Strategymentioning

confidence: 74%

“…The effects of both equivalence ratio and compression ratio was experimentally investigated by Pandey and Kumar [19]. They analyzed the performance of a PFI naturally aspirated engine, varying the compression ratio (CR) from 10 to 15 and the equivalence ratio (ϕ) from 0.4 to 1.…”

Section: Hydrogen Gasolinementioning

confidence: 99%

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Performance Estimation of a Downsized SI Engine Running with Hydrogen

et al. 2022

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Hydrogen is a carbon-free fuel that can be produced in many ways starting from different sources. Its use as a fuel in internal combustion engines could be a method of significantly reducing their environmental impact. In spark-ignition (SI) engines, lean hydrogen–air mixtures can be burnt. When a gaseous fuel like hydrogen is port-injected in an SI engine, working with lean mixtures, supercharging becomes very useful in order not to excessively penalize the engine performance. In this work, the performance of a turbocharged PFI spark-ignition engine fueled by hydrogen has been investigated by means of 1-D numerical simulations. The analysis focused on the engine behavior both at full and partial load considering low and medium engine speeds (1500 and 3000 rpm). Equivalence ratios higher than 0.35 have been considered in order to ensure acceptable cycle-to-cycle variations. The constraints that ensure the safety of engine components have also been respected. The results of the analysis provide a guideline able to set up the load control strategy of a SI hydrogen engine based on the variation of the air to fuel ratio, boost pressure, and throttle opening. Furthermore, performance and efficiency of the hydrogen engine have been compared to those of the base gasoline engine. At 1500 and 3000 rpm, except for very low loads, the hydrogen engine load can be regulated by properly combining the equivalence ratio and the boost pressure. At 3000 rpm, the gasoline engine maximum power is not reached but, for each engine load, lean burning allows the hydrogen engine achieving much higher efficiencies than those of the gasoline engine. At full load, the maximum power output decreases from 120 kW to about 97 kW, but the engine efficiency of the hydrogen engine is higher than that of the gasoline one for each full load operating point.

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“…The engine torque increases almost linearly with both the mixture richness (as reported in [19]) and the boost pressure (as in [17]).…”

Section: Load Control Strategymentioning

confidence: 74%

Section: Load Control Strategymentioning

confidence: 74%

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Performance Estimation of a Downsized SI Engine Running with Hydrogen

et al. 2022

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“…The increasing flame speed promotes fast flame propagation, but the increased intake mass at high compression compresses the flame. 55 It results in hurdles to flame propagation leads to increased CA10-90. However, the wide flammability limits of alcohols help to overcome the drawbacks.…”

Section: Resultsmentioning

confidence: 99%

Consequences of varying compression ratio and ignition timing on engine fueled with E-MEBANOL

Pandey

2022

International Journal of Engine Research

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Alcohols are oxygenated renewable fuels responsible for low carbon emission and high H/C ratio. In the present study, a blend of methanol, ethanol, and n-butanol in equal proportion by volume (E-MEBANOL) is tested as a sustainable fuel for SI engines under variable compression ratio (CR) and ignition timing (SOI). The performance of the engine is found to improve by increasing CR as well as advancing the SOI, as the brake power (BP), brake thermal efficiency (BTE), and volumetric efficiency are found to increase by increasing CR to 15 from 11 at an advanced SOI of 24°CA before top dead center (BTDC) from 16°CA BTDC by 17.54%, 17.47%, and 10.53% respectively. Similarly, combustion is also enhanced with increasing CR and advancing SOI as the peak cylinder pressure (Pmax), and maximum net heat release rate (NHRmax) are found to increase by 60% and 27.64%, respectively, while positions of these peaks are advanced by 17°CA and 18°CA respectively by increasing CR from 11 to 15 and SOI advanced to 24°CA BTDC. The flame development period (CA10) increases with advancing SOI and decreases with increasing CR, while the flame development period (CA10-90) and total combustion duration decrease with both increasing CR and advancing SOI. The CO & HC emissions improve with increasing CR and advancing SOI, while NOx increases drastically, but EGT decreases continuously.

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“…High CR has multiple benefits for high latent heat fuels [ 27 ]. It increases the MGT, cylinder wall, and manifold temperature, which diminishes the cold start issues of methanol due to high latent heat [ 28 ].…”

Section: Introductionmentioning

confidence: 99%