The effects of hydrogen on the combustion, performance and emissions of a turbo gasoline direct-injection engine with exhaust gas recirculation

Kim, Joonsuk; Chun, Kwang Min; Song, Soonho; Baek, Hong; Lee, Seung Woo

doi:10.1016/j.ijhydene.2017.08.097

Cited by 49 publications

(11 citation statements)

References 54 publications

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“…The thermal efficiency of the system was increased by the addition of hydrogen. The similar results for pollutants formation were reported by Kim et al (Kim et al 2017) when they experimentally ran an in-line four-cylinder 2.0 L T-GDI gasoline engine with the specifications denoted in Table 9.…”

Section: Mixing Hydrogen With Conventional Fuels In Icessupporting

confidence: 84%

An overview of development and challenges in hydrogen powered vehicles

Hosseini

Butler

2019

International Journal of Green Energy

222

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Hydrogen has the potential to be the sustainable fuel of the future, decrease the global dependence on fossil fuel resources, and lower the pollutant emissions from the transportation industry. In this study, recent development in hydrogen-based transportation engines is reviewed to scrutinize the feasibility of using hydrogen as a major fuel of future. Using hydrogen in internal combustion engines achieves only 20-25% efficiency and low power output compared to fossil-fueled internal combustion engines. Although hydrogen-based internal combustion engines have recently received considerable interests, several practical barriers have prevented the fast development of this technology. Hence, at the current stage, using hydrogen as an additive to hydrocarbon fuel systems have been taken into consideration to produce higher performance than hydrogen-only internal combustion engines. Using the dual-fuel strategy can increase the combustion stability and thermal efficiency while decreasing the CO and unburned hydrocarbons emissions, and fuel consumption. Alternatively, hydrogen can be used in fuel cells for vehicular applications with several automotive manufacturers producing fuel cell vehicles currently. Fuel cells can achieve efficiencies of up to 60%, while the rest is lost as heat. Strategies that have been investigated to increase the efficiency, performance, and lifespan of fuel cells are capillary pumping systems, a chemisorption chiller, nanofluids and supercapacitors. All such strategies improved the fuel cells in one or more ways. Safety, hydrogen delivery, onboard storage, and the capital and operating costs of hydrogen powered vehicles are analyzed to approach to clean transportation utopia.

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Section: Mixing Hydrogen With Conventional Fuels In Icessupporting

confidence: 84%

An overview of development and challenges in hydrogen powered vehicles

Hosseini

Butler

2019

International Journal of Green Energy

222

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“…Biohydrogen may be considered a nitrogen-and sulfur-free biofuel when produced from ideal conditions dark fermentation (DF). In practice, biological CO2 is produced as consequence of microbial anaerobic respiration, hydrogen sulfide may be produced by action of sulfate-reducing bacteria (SRB) if sulfate is present in concentrations over 3 g-SO3 2-L -1 [6], and NOx emissions increase when hydrogen is combusted along with gasoline, methane or methanol in spark-ignited combustion engines [7]. Still, hydrogen produced from natural gas, oil, coal gasification and water electrolysis, require high energy consumption, concomitantly causing air pollution and global warming [8].…”

Section: Introductionmentioning

confidence: 99%

Evaluation of feeding strategies in upflow anaerobic sludge bed reactor for hydrogenogenesis at psychrophilic temperature

Rodríguez-Valderrama

Escamilla‐Alvarado

Amezquita-Garcia

et al. 2019

International Journal of Hydrogen Energy

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The present work evaluated the biohydrogen production from a 0.4 L upflow anaerobic sludge blanket reactor type (UASB) operating at psychrophilic temperature (21 ±2 °C) at different feeding strategies varying hydraulic retention times (HRT) and sucrose concentration in the feeding. First strategy (24h/31c) fed semi-continuously 31 gsucrose L-1 at 24 h HRT; second strategy (12h/19c) fed semi-continuously 19 gsucrose L-1 at 12 h HRT; third strategy (4h/8c) fed continuously 8.3 gsucrose L-1 at 4 h HRT. After 70 days of operation, the UASB accumulated 65.44 L H2. The average HY for the whole operation during the three strategies was 62.6 NmL H2 gsucrose-1 , and average hydrogen content was 69.04%. In general terms, the best operation strategy was 12h/19c since it presented good set of results, the best HY (70.6 NmL H2 gsucrose-1) and a comparable hydrogen production rate (2.6 L (L d)-1) to that obtained in 4h/8c strategy (3.17 L (L d)-1). The average gross energy potential rate from the 12h/19c strategy was 46.21 kJ (L d)-1 , whereas energy heating losses were circumvented due to operation at psychrophilic regime. Indeed, psychrophilic or room temperatures should be broadly regarded as an effective alternative towards net energy gains in biohydrogen production.

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“…The CoV is a crucial parameter for evaluating the stability of an engine. 43 , 44 The relevant calculation formulas are shown as follows: where where x denotes IMEP and N denotes the number of the sampling test cycles.…”

Section: Methodsmentioning

confidence: 99%

“…The CoV is a crucial parameter for evaluating the stability of an engine. 43,44 The relevant calculation formulas are shown as follows:…”

Section: Test Instruments Tablementioning

confidence: 99%

Study on Combustion and Emissions of a Combined Injection Spark Ignition Engine with Natural Gas Direct Injection Plus Ethanol Port Injection under Lean-Burn Conditions

Zhao

Huang

et al. 2022

ACS Omega

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Conventional ethanol spark ignition (SI) engines have poor fuel atomization and mixture formation. The objective of this paper is to improve the combustion and emission performance of ethanol SI engines under lean-burn conditions through the dual-injection mode with ethanol port injection and compressed natural gas (CNG) direct injection (CDI+EPI). This paper studies the engine performance at 1500 rpm under five CNG direct injection ratios (CDIr) and five excess air ratios (λ). The results show that as the CDIr increases under lean-burn conditions, the following occurs: the minimum advance for best torque (MBT), the coefficient of variation (CoV IMEP ), and CO and HC emissions decrease; the crankshaft rotation or time with cumulative heat release rate ranging from 10% to 90% (CA 10–90) and NOx emissions first decrease and then increase; and torque, peak in-cylinder pressure (Pmax), and the λ limit first increase and then decrease. The larger the CDIr is, the less influence λ has on the MBT. When CDIr = 15%, the CoV IMEP can be effectively reduced, the engine can still work stably in all lean-burn conditions, and the λ limit will reach the maximum value of 1.73, 19.31% higher than that of the original engine (CDIr = 0). When λ = 1.1, CO emissions decrease the most and HC emissions decrease the least. At this time, CO and HC emissions decrease by 1.56 vol % and 30 ppm, respectively, on average for every 0.1 decrease in λ. For CA 10–90, torque, and Pmax, λ = 1.1, 15% CDI, and 85% EPI is the optimal combination under lean-burn conditions. When CDIr ≥ 15%, NOx emissions are at an ideal level. Under lean-burn conditions, direct-injection CNG can form a good stratified natural gas/ethanol mixture in the cylinder, effectively improving the engine’s power and stability and reducing emissions. The λ = 1.1, 15% CDI, 85% EPI combination provides a cutting-edge and outstanding solution for a natural gas/ethanol combined injection SI engine.

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The effects of hydrogen on the combustion, performance and emissions of a turbo gasoline direct-injection engine with exhaust gas recirculation

Cited by 49 publications

References 54 publications

An overview of development and challenges in hydrogen powered vehicles

An overview of development and challenges in hydrogen powered vehicles

Evaluation of feeding strategies in upflow anaerobic sludge bed reactor for hydrogenogenesis at psychrophilic temperature

Study on Combustion and Emissions of a Combined Injection Spark Ignition Engine with Natural Gas Direct Injection Plus Ethanol Port Injection under Lean-Burn Conditions

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