Progress in hydrogen enriched compressed natural gas (HCNG) internal combustion engines - A comprehensive review

Mehra, Roopesh Kumar; Duan, Hao; Juknelevičius, Romualdas; Ma, Fenglong; Junyin, LI

doi:10.1016/j.rser.2017.05.061

Cited by 145 publications

(56 citation statements)

References 218 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Hydrogen is a zero-emitter fuel with a very fast laminar burning speed and wide range of flammability which confirms it as one of the superlative energy carrier to enhance the slow burning rate of CNG at lean burn and constitute tremendous possibilities to empower the present generation internal combustion engines together with compressed natural gas which sounds promising at the current era of transition to a greener future transportation [12].…”

Section: Previous Workmentioning

confidence: 90%

Life cycle analysis of HCNG light-duty vehicle demonstration project

Gupta

et al. 2019

Matéria (Rio J.)

Self Cite

View full text Add to dashboard Cite

The demonstration is an effective initiative to bridge the gap between a premature technology and its largescale commercialization. A systematic method of LCA was used to perform the well-to-wheel analysis of a CNG light-duty truck operated with 0%, 15%, and 30% blends of hydrogen with compressed natural gas fuel under the system boundary of "per vehicle km". The GREET simulation was performed on GREET_1 (Excel Series_2017) to evaluate hydrogen production pathways with numerous parametric assumptions adopted to base the study in the context of China. Resource use, fossil energy use, GHG emission, and major air pollutants namely and PM were studied. The idea was to demonstrate the effects of hydrogen addition throughout the entire fuel cycle of end-use of HCNG in an LDV. The hydrogen blend of 30% with conventional CNG decreased the well-to-wheel GHG emission compared with 0%HCNG by 32.982%, 29.275%, and 9.694% with hydrogen pathways such as solar, biomass, and coke oven gas, respectively. Moreover, for 30%HCNG (Conv.NG), the well-to-wheel total energy consumption was increased by 15.176%, and 15.719% for solar and biomass-based pathways, respectively. However, although the energy consumption was increased for solar and biomass-based 15%HCNG and 30%HCNG pathways compared with 0%HCNG, the feedstock used was renewable and qualitatively cleaner. The worst scenario was found in the form of 30%HCNG (Conv.NG) with grid electrolysis pathway which showed 60.648% increment in WTW GHG and 75.479% increment in WTW total energy compared with baseline 0%HCNG (Conv.NG). The booming renewable electricity generation and availability of a tremendous amount of coke oven gas as by-products from coking industries in China can establish a prospective platform for sustainable hydrogen economy in China and is supposed to promote the commercialization of HCNG vehicles in future.

show abstract

Section: Previous Workmentioning

confidence: 90%

Life cycle analysis of HCNG light-duty vehicle demonstration project

Gupta

et al. 2019

Matéria (Rio J.)

Self Cite

View full text Add to dashboard Cite

show abstract

“…Akal, Öztuna and Büyükakın [223] concluded, that the majority of the studies observed a reduction of harmful emissions and fuel consumption using hydrogen in the internal combustion engine. Another concept is blending CNG with 20%-30% hydrogen as hydrogen enriched compressed natural gas [224]. Wind [225] compares fuel-cell electric vehicles with H2-ICE vehicles.…”

Section: Discussionmentioning

confidence: 99%

Future Power Train Solutions for Long-Haul Trucks

et al. 2021

View full text Add to dashboard Cite

Achieving the CO2 reduction targets for 2050 requires extensive measures being undertaken in all sectors. In contrast to energy generation, the transport sector has not yet been able to achieve a substantive reduction in CO2 emissions. Measures for the ever more pressing reduction in CO2 emissions from transportation include the increased use of electric vehicles powered by batteries or fuel cells. The use of fuel cells requires the production of hydrogen and the establishment of a corresponding hydrogen production system and associated infrastructure. Synthetic fuels made using carbon dioxide and sustainably-produced hydrogen can be used in the existing infrastructure and will reach the extant vehicle fleet in the medium term. All three options require a major expansion of the generation capacities for renewable electricity. Moreover, various options for road freight transport with light duty vehicles (LDVs) and heavy duty vehicles (HDVs) are analyzed and compared. In addition to efficiency throughout the entire value chain, well-to-wheel efficiency and also other aspects play an important role in this comparison. These include: (a) the possibility of large-scale energy storage in the sense of so-called ‘sector coupling’, which is offered only by hydrogen and synthetic energy sources; (b) the use of the existing fueling station infrastructure and the applicability of the new technology on the existing fleet; (c) fulfilling the power and range requirements of the long-distance road transport.

show abstract

“…The use of HCNG as a fuel in the engine will significantly reduce emissions of THC, CO, CO 2 and CH 4 , but will increase NO X emissions [11]- [14]. And NO X can be processed to meet emission standards [12], [14].…”

Section: Hpcmentioning

confidence: 99%

Design and Evaluation of Operational Scheduling Approaches for HCNG Penetrated Integrated Energy System

Zhou

He²,

et al. 2019

IEEE Access

View full text Add to dashboard Cite

This paper proposes and assesses three different control approaches for the hydrocarbon natural gas (HCNG) penetrated integrated energy system (IES). The three control approaches adopt mixed integer linear programing, conditional value at risk (CVaR), and robust optimization (RO), respectively, aiming to mitigate the renewable generation uncertainties. By comparing the performance and efficiency, the most appropriate control approach for the HCNG penetrated IES is identified. The numerical analysis is conducted to evaluate the three control approaches in different scenarios, where the uncertainty level of renewable energy (within the HCNG penetrated IES) varies. The numerical results show that the CVaR-based approach outperforms the other two approaches when renewable uncertainty is high (approximately 30%). In terms of the cost to satisfy the energy demand, the operational cost of the CVaR-based method is 8.29% lower than the RO one, while the RO-based approach has a better performance when the renewable uncertainty is medium (approximately 5%) and it is operational is 0.62% lower than that of the CVaR model. In both evaluation cases, mixed integer linear programing approach cannot meet the energy demand. This paper also compares the operational performance of the IES with and without HCNG. It is shown that the IES with HCNG can significantly improve the capability to accommodate renewable energy with low upgrading cost.

show abstract

Progress in hydrogen enriched compressed natural gas (HCNG) internal combustion engines - A comprehensive review

Cited by 145 publications

References 218 publications

Life cycle analysis of HCNG light-duty vehicle demonstration project

Life cycle analysis of HCNG light-duty vehicle demonstration project

Future Power Train Solutions for Long-Haul Trucks

Design and Evaluation of Operational Scheduling Approaches for HCNG Penetrated Integrated Energy System

Contact Info

Product

Resources

About