Hydrogen supplemented natural gas effect on a DI diesel engine operating under dual fuel mode with a biodiesel pilot fuel

Tarabet, Lyes; Lounici, Mohand Said; Loubar, Khaled; Khiari, Karim; Bouguessa, Rekia; Tazerout, Mohand

doi:10.1016/j.ijhydene.2017.09.045

Cited by 70 publications

(19 citation statements)

References 27 publications

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“…Better air-fuel Effects of hydrogen flow rate mixture led to better combustion, which could also be the reason for the higher HRR. Similar results were reported in literature (Dhole et al, 2016;Tarabet et al, 2018).…”

Section: Combustion Duration (Cd)supporting

confidence: 92%

“…CRDi engine operation with diesel-H 2 showed slightly higher NOx as compared to BCPO-H 2 due to better combustion qualities. Similar trends were reported in literature (Kumar et al, 2018;Tarabet et al, 2018).…”

Section: Effects Of Hydrogen Flow Ratesupporting

confidence: 92%

“…However, CD was little more with BPCO due to its higher viscosity. Similar results were reported in literature (Dhole et al, 2016;Tarabet et al, 2018). 3.3.5 Peak pressure (PP) and heat release rate (HRR).…”

Section: Combustion Duration (Cd)supporting

confidence: 89%

“…An increase in heat release rate (HRR) was observed along with increase in peak pressure (PP) when the engine was enriched with NG and H 2. The shorter ID was attributed for increased HRR and PP (Tarabet et al, 2018). H 2 , producer gas and mixture of both are used along with diesel as pilot fuel in a DF mode of operation.…”

Section: Introductionmentioning

confidence: 99%

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Effects of hydrogen flow rate, injection pressure and EGR on performance of common rail direct injection (CRDi) engine in dual fuel mode

Khandal

Kamangar

Baig

et al. 2021

FEBE

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PurposeThe different performance tests were conducted on diesel engine compression ignition (CI) mode and CRDi engine.Design/methodology/approachThe CI engine was suitably modified to CRDi engine with Toroidal re-entrant combustion chamber (TRCC) and was run in dual-fuel (DF) mode. Hydrogen (H2) was supplied at different flow rates during the suction stroke, and 0.22 Kg/h of hydrogen fuel flow rate (HFFR) was found to be optimum. Diesel and biodiesel were used as pilot fuels. The CRDi engine with DF mode was run at various injection pressures, and 900 bar was found to be optimum injection pressure (IP) with 10o before top dead center (bTDC) as fuel injection timing (IT).FindingsThese operating engine conditions increased formation of oxides of nitrogen (NOx), which were reduced by exhaust gas recycle (EGR). With EGR of 15%, CRDi engine resulted in 12.6% lower brake thermal efficiency (BTE), 5.5% lower hydrocarbon (HC), 7.7% lower carbon monoxide (CO), 26% lower NOx at 80% load as compared to the unmodified diesel engine (CI mode).Originality/valueThe current research is an effort to study and evaluate the performance of CRDi engine in DF mode with diesel-H2 and BCPO-H2 fuel combinations with TRCC.

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Section: Combustion Duration (Cd)supporting

confidence: 92%

Section: Effects Of Hydrogen Flow Ratesupporting

confidence: 92%

Section: Combustion Duration (Cd)supporting

confidence: 89%

Section: Introductionmentioning

confidence: 99%

See 2 more Smart Citations

Effects of hydrogen flow rate, injection pressure and EGR on performance of common rail direct injection (CRDi) engine in dual fuel mode

Khandal

Kamangar

Baig

et al. 2021

FEBE

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“…They showed that to maintain low combustion temperature, higher diesel content is preferable to gain higher thermal efficiency by avoiding excessive heat loss. In their paper, Tarabet et al [33] have investigated the improvement of direct injection diesel engine operating at 1500 rpm and under dual fuel mode with biodiesel and a natural gas enriched by various H2 quantities (15, 25 and 30 by v%). They compared the effect of H2-Natural gas blending ratio on the combustion parameters, performance, and emissions formation of the engine with clean natural gas combustion case.…”

Section: Introductionmentioning

confidence: 99%

Separate and combined effects of hydrogen and nitrogen additions on diesel engine combustion

Mobasheri

Seddiq

Peng

2018

International Journal of Hydrogen Energy

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Shortage of non-renewable energies, increase in fossil fuel prices and stricter emissions regulations due to high NOx and soot emissions emitted from combustion of heavy diesel fuels by compression ignition engines, has led consumers to use renewable, cleaner and cheap fuels. An investigation has been computationally carried out to explore the influences of hydrogen and nitrogen addition on engine performance such as indicated power and indicated specific energy consumption and amounts of pollutant emissions like NOx, soot, and CO in an HSDI (High-Speed Direct Injection) diesel engine. Optimized sub-models, such as turbulence model, spray model, combustion model and emissions models have selected for the main CFD code. Meanwhile, HF (Homogeneity Factor) has been employed for analysing in-cylinder air-fuel mixing quality under various addition conditions. After validations with experimental data of diesel combustion with a single addition of 4% hydrogen and combined addition of 6% hydrogen + 6% nitrogen, investigations have conducted for modelling mixing and combustion processes with additions of hydrogen and nitrogen by ranges of 2% to 8% (v/v). Results showed that a single addition of H2 increased NOx and decreased CO and soot and improved ISEC and IP. In the case of nitrogen addition, NOx decreased, both CO and soot emission increased and ISEC and IP considerably ruined compared with NDC operation. Based on the results obtained for simultaneous addition of N2 (8% of v/v) and H2 (8% of v/v), NOx and soot emissions decreased by 11.5% and 42.5% respectively, and ISEC and IP improved 25.7% and 13%, respectively. But amount of CO emissions had an increase of 52% should be paid ncecessary attention as a main disadvantage.

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Investigation on combustion and emission characteristics of hydrogen‐enriched dual‐fuel engine operated under waste frying oil biodiesel

2022

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Using nonedible waste frying oil (WFO) as biodiesel and hydrogen in the mix composition may partly replace significant quantities of diesel fuel and help reduce fossil fuel reliance. The combination of diesel fuel, waste‐fired biodiesel, and hydrogen gas can improve the performance, combustion, and emissions of single‐fuel and dual‐fuel diesel engines. This may lead to a novel alternative fuel mix pattern and modification for diesel engines, which is the research gap. Although there has been some research on waste‐fired biodiesel and hydrogen gas‐powered dual‐fuel engines with the goal of partly replacing fossil fuels to a larger degree, there has been very little progress in this area. As a result, the current research effort focuses on using diesel fuel (100%, 30%, and 60%), waste‐fired biodiesel (at 100%, 70%, and 40%), and hydrogen gas as fuel sources (5 and 10 liters per minute [LPM]). According to the current experiment, it was perceived in both dual‐fuel and single‐fuel modes. Under duel‐fuel mode, the engine results for WFOB70D30 + H10 fuel blend had higher 4.2% (brake thermal efficiency [BTE]), 19.72% (oxides of nitrogen [NOx]), and 9.09% (ignition delay [ID]) with a minimal range of (in‐cylinder pressure, MFB, volumetric efficiency and heat release rate [HRR]) and a dropped rate of 4.34% (brake‐specific energy consumption [BSEC]), 33.33% (carbon monoxide [CO]), 39.28% (hydrocarbons [HC]), 9.43% (smoke), and 6.97% (combustion duration [CD]) related to diesel fuel at peak load. However, single‐fuel powered diesel engines provide minimal performance for the WFOB40D60 fuel blend with (11.32% lower BTE and 2.04% higher BSEC) and minimal rate of combustion (lower cylinder pressure, 2.12% minimal CD, 14.72% higher ID, minimal HRR combustion, volumetric efficiency, and MFB). Emitted fewer emissions (9.09% less CO, 4.87% less HC, 0.92% higher NOx, and 1.69% more smoke) than diesel fuel at peak load. Therefore, it was concluded that adding 10 LPM of hydrogen gas to the biodiesel under a dual‐fuel condition leads to better combustion, better performance, and less pollution than the single‐fuel mode of operation.

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Hydrogen supplemented natural gas effect on a DI diesel engine operating under dual fuel mode with a biodiesel pilot fuel

Cited by 70 publications

References 27 publications

Effects of hydrogen flow rate, injection pressure and EGR on performance of common rail direct injection (CRDi) engine in dual fuel mode

Effects of hydrogen flow rate, injection pressure and EGR on performance of common rail direct injection (CRDi) engine in dual fuel mode

Separate and combined effects of hydrogen and nitrogen additions on diesel engine combustion

Investigation on combustion and emission characteristics of hydrogen‐enriched dual‐fuel engine operated under waste frying oil biodiesel

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