Investigations on the effects of intake temperature and charge dilution in a hydrogen fueled HCCI engine

Ibrahim, M. Mohamed; Ramesh, A.

doi:10.1016/j.ijhydene.2014.07.019

Cited by 77 publications

(9 citation statements)

References 34 publications

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“…Meanwhile, because the combustion temperature of H 2 is much higher than that of CO, the combustion efficiency is improved with the increased H 2 fraction in the syngas. The effect of H 2 on the combustion characteristics is similar to the results of Mohamed and Ramesh …”

Section: Results and Discussionsupporting

confidence: 86%

Potential for Reducing Emissions in Reactivity-Controlled Compression Ignition Engines by Fueling Syngas and Diesel

Jia

et al. 2018

Energy Fuels

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A syngas/diesel dual-fuel reactivity-controlled compression ignition (RCCI) engine was numerically investigated by an improved multidimensional model coupled with a reduced chemical mechanism. In the test RCCI engine, the syngas was premixed with air in the intake manifold, while the diesel was directly injected into the cylinder well before top dead center (TDC). The effect of the syngas composition, the premixed ratio of the syngas, the initial in-cylinder temperature at intake valve closing (IVC), and the hydrogen (H2) proportion in the syngas on the RCCI combustion and emission characteristics were investigated. The results indicate that the utilization of the syngas/diesel dual-fuel strategy in the RCCI engine with lean and premixed combustion is capable of simultaneously reducing the emissions of nitrogen oxides (NO x ) and soot. Compared with the gasoline/diesel RCCI combustion, the combustion characteristics of the syngas/diesel RCCI is much more complicated due to the complex composition of syngas, which plays an important role in the ignition and combustion processes. The H2 in the syngas inhibits the autoignition of the RCCI combustion and significantly affects the heat release process, while the inclusion of carbon monoxide (CO) in the syngas is beneficial to mitigate the rapid combustion rate of H2. Consistently, the addition of the inert gases (e.g., N2 and CO2) decreases the global heat release rate and ringing intensity, whereas excessive inert gases in the syngas lead to incomplete combustion and low fuel efficiency. In this study, the optimal solution with the syngas premixed ratio of 60% and the H2 volume fraction of 75% in the syngas can achieve RCCI combustion with both high fuel efficiency and low emissions.

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Section: Results and Discussionsupporting

confidence: 86%

Potential for Reducing Emissions in Reactivity-Controlled Compression Ignition Engines by Fueling Syngas and Diesel

Jia

et al. 2018

Energy Fuels

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“…Even though it occurs through a slightly different mechanism than SI knock (a local auto-ignition inducing a gas expansion at the speed of sound [30,31]), the consequences are similar. Ibrahim et al observed a 16:1 compression ratio, naturally aspirated, hydrogen HCCI engine experiencing ringing with equivalence ratios higher than 0.3 [32]. This equivalence ratio limit was shown to decrease linearly with increasing compression ratio [33].…”

Section: Previous Workmentioning

confidence: 99%

Ammonia-Hydrogen Blends in Homogeneous-Charge Compression-Ignition Engine

Pochet¹,

Truedsson²,

Foucher³

et al. 2017

SAE Technical Paper Series

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Ammonia and hydrogen can be produced from water, air and excess renewable electricity (Power-to-fuel) and are therefore a promising alternative in the transition from fossil fuel energy to cleaner energy sources. An Homogeneous-Charge Compression-Ignition (HCCI) engine is therefore being studied to use both fuels under a variable blending ratio for Combined Heat and Power (CHP) production. Due to the high auto-ignition resistance of ammonia, hydrogen is required to promote and stabilize the HCCI combustion. Therefore the research objective is to investigate the HCCI combustion of varying hydrogen-ammonia blending ratios in a 16:1 compression ratio HCCI engine, with a specific focus maximizing the ammonia proportion as well as on the NOx emissions that could arise from the nitrogen contained in the ammonia. A single-cylinder, constant speed, HCCI engine has been used with an intake pressure varied from 1 to 1.5 bar and with intake temperatures ranging from 428 to 473 K. Stable combustion was achieved with up to 70 %vol. ammonia proportion by increasing intake pressure to 1.5 bar, intake temperature to 473 K, and equivalence ratio to 0.28. From pure hydrogen to 60 %vol. ammonia proportion, the combustion efficiency only lost 0.6 points. Pure hydrogen Indicated Mean Effective Pressure (IMEP) was limited to 2.7 bar to avoid ringing (i.e. too high pressure rise rate) but blended with ammonia the IMEP safely reached 3.1 bar. For pure hydrogen, NOx emissions were below 6 ppm. For hydrogen-ammonia blends, NOx were between 1000 and 3500 ppm. Exhaust Gas Recirculation (EGR) operations significantly reduced NOx emissions through a reduced oxygen availability but with a noticeable negative effect on combustion efficiency due to lower in-cylinder temperatures. The performed simulations showed the production of significant N2O quantities under 1400 K. Ammonia showed to be an effective fuel for HCCI conditions and EGR revealed itself as a promising NOx reducing technique through a decreased oxygen availability. Still the combustion temperature must be kept above 1400 K

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“…The HCCI (Homogeneous Charge Compression Ignition) is a typical low-temperature combustion mode. 1–3 HCCI can achieve multi-point ignition, and enhance combustion process, which significantly improves thermal efficiency, and reduces emissions. 4,5 However, the combustion process of the HCCI is controlled by chemical kinetics, and the combustion phase is difficult to control.…”

Section: Introductionmentioning

confidence: 99%

Experimental study on combustion and emissions of a compression ignition engine fueled with gasoline

Hu¹,

Huang

Wang

et al. 2022

Advances in Mechanical Engineering

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Gasoline compression ignition (GCI) is an effective way to achieve both high thermal efficiency and low emission. The combustion and emission performances of GCI and DCI (diesel compression ignition) were compared on a 2.0 L diesel engine equipped with Three-way catalyst-Lean NOx trap/Passive selective catalytic reduction (TWC-LNT/PSCR) aftertreatment system. In order to further clarify the advantages and disadvantages of GCI, this paper first studies the combustion and emission at 1500 rpm and braking average effective pressure (BMEP) of 4–9 bar. Secondly, six small map points of worldwide harmonized light vehicles test cycle (WLTC) are studied. The results show that the braking thermal efficiency (BTE) of GCI is lower than that of DCI at low load. When BMEP is greater than 5 bar, the BTE of GCI is significantly improved. GCI achieves a maximum BTE of 43%, which is 3% higher than DCI. Compared with DCI, the NOx emission of GCI is slightly lower, the smoke emission of filter smoke number (FSN) is significantly improved, and the CO and HC emissions are significantly increased. GCI engine equipped with TWC-LNT/PSCR system with high aftertreatment efficiency has the potential to meet China’s VI B emission regulations.

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Investigations on the effects of intake temperature and charge dilution in a hydrogen fueled HCCI engine

Cited by 77 publications

References 34 publications

Potential for Reducing Emissions in Reactivity-Controlled Compression Ignition Engines by Fueling Syngas and Diesel

Potential for Reducing Emissions in Reactivity-Controlled Compression Ignition Engines by Fueling Syngas and Diesel

Ammonia-Hydrogen Blends in Homogeneous-Charge Compression-Ignition Engine

Experimental study on combustion and emissions of a compression ignition engine fueled with gasoline

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