An Investigation of a Cause of Backfire and Its Control Due to Crevice Volumes in a Hydrogen Fueled Engine

Lee, J. T.; Kim, Y. Y.; Lee, C. W.; Caton, Jerald A.

doi:10.1115/1.1339985

Cited by 68 publications

(25 citation statements)

References 3 publications

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“…Summing up, it is concluded that the optimal hydrogen enrichment with diesel is 30% [11][12][13][14], which shows that it has less smoke, less particulates emission, a higher brake thermal efficiency and hence a lower specific energy consumption. Hydrogen is used in the dual fuel mode with diesel and shows the highest brake thermal efficiency of 30% at a compression ratio of 24.5:1 [15,16]. The performance of dual injection hydrogen fueled engine by using solenoid in-cylinder injection and external fuel injection technique has also been studied.…”

Section: Introductionmentioning

confidence: 99%

Performance, emission and combustion characteristics of CI engine fuelled with diesel and hydrogen

2015

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Hydrogen (H 2 ) is being considered as a primary automotive fuel and as a replacement for conventional fuels. Some of the desirable properties, like high flame velocity, high calorific value motivate us to use hydrogen fuel as a dual fuel mode in diesel engine. In this experiment, hydrogen was inducted in the inlet manifold with intake air. The experiments were conducted on a four stroke, single cylinder, water cooled, direct injection (DI), diesel engine at a speed of 1500 r/min. Hydrogen was stored in a high pressure cylinder and supplied to the inlet manifold through a water-and-air-based flame arrestor. A pressure regulator was used to reduce the cylinder pressure from 140 bar to 2 bar. The hydrogen was inducted with a volume flow rate of 4l pm, 6l pm and 8l pm, respectively by a digital volume flow meter. The engine performance, emission and combustion parameters were analyzed at various flow rates of hydrogen and compared with diesel fuel operation. The brake thermal efficiency (BTE) was increased and brake specific fuel consumption (BSFC) decreased for the hydrogen flow rate of 8l pm as compared to the diesel and lower volume flow rates of hydrogen. The hydrocarbon (HC) and carbon monoxide (CO) were decreased and the oxides of nitrogen (NO x ) increased for higher volume flow rates of hydrogen compared to diesel and lower volume flow rates of hydrogen. The heat release rate and cylinder pressure was increased for higher volume flow rates of hydrogen compared to diesel and lower volume flow rates of hydrogen.

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Section: Introductionmentioning

confidence: 99%

Performance, emission and combustion characteristics of CI engine fuelled with diesel and hydrogen

2015

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“…Some of these [8,9] address the economic, technical, environmental, and political implications of its implementation, while others focus either on specific technical problems [10,11] or on hydrogen production [12][13][14][15][16].…”

Section: Introductionmentioning

confidence: 99%

An approach to the use of hydrogen for commercial aircraft engines

Corchero

Montañés

2005

Proceedings of the Institution of Mechanical Engineers, Part G:

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This paper presents some results on the performance of hydrogen-based engines. In particular, the following aspects are addressed: benefits associated with specific fuel and energy consumption, net thrust, turbine entry temperature, and hardware changes needed in the upgrading process from kerosene to hydrogen. Hydrogen is a high-energy clean-burning fuel whose main combustion product is water vapour plus traces of nitrogen oxides. This fact suggests that, provided that the technology is available, the use of hydrogen could offer some opportunities for the environmentally friendly development and sustained growth of commercial aviation. The study has been performed in the frame of the Liquid Hydrogen Fuelled Aircraft -System Analysis (CRYOPLANE) project. This is a Fifth Framework Programme, supported by the European Commission, whose objective was to assess the feasibility of using hydrogen as a clean energy source for air transportation systems.

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“…Unfortunately, despite much effort, there exist no guaranteed preventive steps. However, identification of preignition sources, such as in-cylinder hot-spots (Furuhama et al, 1977;Tang et al, 2002), oil contaminants , combustion in crevice volumes (Lee et al, 2001), and residual energy in the ignition system (Kondo et al, 1997), has provided the necessary minimizing steps. These include use of cold-rated spark plugs, low coolant temperature, and optimized fuel-injection timing.…”

Section: Preignition and Knockmentioning

confidence: 99%