Investigations on the combustion duration and ignition delay period of a dual fuel diesel engine with hydrogen and producer gas as secondary fuels

Dhole, Avinash; Yarasu, Ravindra Babu; Lata, D.B.

doi:10.1016/j.applthermaleng.2016.06.151

Cited by 74 publications

(20 citation statements)

References 29 publications

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“…Besides, combustion duration (CA10-CA90) for both loads is shown to be descending with shorter duration for A25. A similar trend is reported by Dhole et al 23 This reflects the provoking property of hydrogen combustion which is bold in the low load.…”

Section: Resultssupporting

confidence: 89%

Evaluation of intake charge hydrogen enrichment in a heavy-duty diesel engine

Monemian

Cairns

Gilmore

et al. 2017

Proceedings of the Institution of Mechanical Engineers, Part D:

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Concerns over CO2 emissions and global warming continue to enforce the transport sector to reduce the fuel consumption of heavy duty diesel goods vehicles as one of the major contributors of CO2. Such powertrain platforms look set to remain the dominant source of heavy duty vehicle propulsion for decades to come. The currently reported work was concerned with experimental evaluation of the potential to partially displace diesel with hydrogen fuel, which continues to attract attention as a potential longer term alternative fuel solution, whether produced on-board or remotely via sustainable methods. The single cylinder engine adopted was of 2.0 litre capacity, with common rail diesel fuel injection and exhaust gas recirculation (EGR) typical of current production technology. The work involved fumigation of H2 into the engine intake system at engine loads typically visited under real world driving conditions. Highest practical hydrogen substitution ratios increased indicated efficiency by up to 4.6% at 6 bar net indicated mean effective pressure (IMEPn) and 2.4% at 12 bar IMEPn. In 6bar IMEPn, CO2, CO and soot all reduced by 58%, 83% and 58% respectively while the corresponding reduction of these emissions in 12 bar IMEPn, were 27%, 45% and 71% respectively toward diesel-only baseline. Under such conditions the use of a pre-injection prior to the main diesel injection was essential to control the heat release and pressure rise rates.

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Section: Resultssupporting

confidence: 89%

Evaluation of intake charge hydrogen enrichment in a heavy-duty diesel engine

Monemian

Cairns

Gilmore

et al. 2017

Proceedings of the Institution of Mechanical Engineers, Part D:

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“…1 Nevertheless, hydrogen fuel for engines has been highly regarded to alleviate these concerns. [1][2][3][4][5][6][7] Previous studies indicate that hydrogen as a supplemental fuel, being clean and renewable energy, has proper potential to be a valuable fuel for reciprocating engines. Because of limitations in hydrogen production, using pure hydrogen within engines will be very costly.…”

Section: Introductionmentioning

confidence: 99%

Influences of spray angle and bowl center depth on power and exhaust emissions in a dual fuel direct injection engine

Shojae

Mahdavian

2017

International Journal of Engine Research

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Injection strategy and piston bowl geometry play a very effective role in engine design. Hydrogen fuel in liquid or gaseous form is high in energy, and engine that burns pure hydrogen produces almost no exhaust emissions. In this article, influences of spray angle and bowl center depth on engine performance (indicated power and efficiency), fuel economy, and exhaust emissions (CO, CO 2 , NO, soot, and hydrocarbon) are investigated for a hydrogen (6%) + diesel dual fuel engine under 1500, 2000, and 3000 r/min speeds. Numerical simulation was performed using computational fluid dynamics code. To ensure validity of simulation, calculated in-cylinder mean pressure and rate of heat release were compared to experimental data, and the results specified a good accordance (for 1200 r/min and 70% load). The results of studies show that 160°spray angle is the best to achieve balanced emissions and more power and efficiency in comparison to other spray angles (120°, 130°, 140°, and 180°spray angles). It is found that taking into account the 160°spray angle in comparison to 120°spray angle, indicated power and efficiency increase by 25%, and the amount of exhaust CO, soot, and hydrocarbon reduces approximately by 76%, 71%, and 95%, respectively. It is determined that a deep bowl center depth leads to higher temperature (further NO emissions) and lower brake-specific fuel consumption. Three bowl center depths (5, 10, and 20 mm) were chosen for further investigation, and the 10-mm depth showed a suitable balance between exhaust emissions and power generated.

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“…They observed lower ignition delay and combustion duration compared to producer gas fuelled operation. They suggested that using producer gas and hydrogen in the proportion of 60:40 resulted in improved performance with comparable ignition delay and combustion duration [21]. Common rail direct injection diesel engine operated on dual fuel mode using neem biodiesel as injected pilot fuel and hydrogenproducer gas combination as inducted fuel.…”

Section: Introductionmentioning

confidence: 99%

Combustion and emission characteristics of a compression ignition engine operated on dual fuel mode using renewable and sustainable fuel combinations

Yaliwal

Banapurmath

2021

SN Appl. Sci.

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The present experimental study aims to examine the combustion and emission characteristics of a single cylinder four stroke direct injection diesel engine operated in dual fuel mode using dairy scum oil methyl ester (DiSOME) and its blend (B20)—producer gas combination with and without addition of hydrogen. DiSOME/B20-producer gas combination without hydrogen addition exhibited inferior performance with increased hydrocarbon and carbon monoxide emissions owing to poor physic-chemical properties of both biodiesel and inducted low calorific value gas (producer gas) compared to the same fuel combination with hydrogen. Producer gas was inducted along with air, and hydrogen was allowed to mix with air-producer gas combination in the intake manifold. Experimental investigations were conducted at all load conditions and at constant flow rate of hydrogen (8 lpm). It was noticed that that B20-hydrogen enriched producer gas combination with optimum parameters resulted in amplified thermal efficiency with reduced emission levels compared to the operation with B20/DiSOME-producer gas combination. However, investigation showed that diesel-producer gas combination with hydrogen addition provided amplified brake thermal efficiency by 3.8%, 16.4% and 13.2% compared to the diesel/DiSOME/B20—producer gas combinations, respectively, at 80% load. Hydrogen addition provided enhanced cylinder pressure and heat release rate with reduced emission levels except nitric oxide emissions. It can be concluded that the deprived combustion associated with DiSOME/B20-producer gas combination can be improved with hydrogen addition. The combination of DiSOME-producer gas operation with hydrogen addition is uniqueness of this present work.

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Investigations on the combustion duration and ignition delay period of a dual fuel diesel engine with hydrogen and producer gas as secondary fuels

Cited by 74 publications

References 29 publications

Evaluation of intake charge hydrogen enrichment in a heavy-duty diesel engine

Evaluation of intake charge hydrogen enrichment in a heavy-duty diesel engine

Influences of spray angle and bowl center depth on power and exhaust emissions in a dual fuel direct injection engine

Combustion and emission characteristics of a compression ignition engine operated on dual fuel mode using renewable and sustainable fuel combinations

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