Cataract Detection

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Volume-5, Issue-3, June-2015

International Journal of Engineering and Management Research

Page Number: 738-743

Starring of Hydrogen as a Compression Ignition Engine

Fuel: A Review

Shaik Gulam Abul Hasan1, Shaik Mohd Amoodi2, Ganoju Sravan Kumar3

1,2

Assistant Professor, Mehanical Department, Vidya Jyothi Institute of Technology, C.B. Post, Aziz Nagar, INDIA

3

Assistant Professor, Mehanical Department, MGIT, C.B. Post, Aziz Nagar, INDIA

ABSTRACT

As A well known fact, the energy resources for the major prime movers are discounting from the world, leaving toxic and fatal foot prints on the environment and human health. Diesel is one of such a fossil fuel which is used in the compression ignition engines, where compression ignition engines are the majorly used prime movers in medium and heavy vehicles, generators, pumps and machineries in most of the developed countries. The compression ignition engines have occupied irreplaceable designation where as replacement of fuel has been found. Hydrogen is one of such fuel which has already shown off itself as a good fuel for spark ignition engine, and also become a beckoning fuel for compression ignition engine researchers. When comes to emissions diesel fuel has got sundry toxic emissions due to abnormal or incomplete combustion. Partially burnt hydrocarbons are one of such biggest toxic traits out of CI engine tail pipe. In this review we focused on the effect of usage of hydrogen as substitute fuel in internal combustion engines under various conditions of operations such as injection pressures, injection timings, compression ratio etc.

Keywords--- alternate fuels, Ci engine, emissions, hydrogen, performance

I.

INTRODUCTION

For past many years, diesel engines have been most effective energy conversion systems. They are most widely used as primovers for land vehicles, commercial marine vessels and stationery power plants and pumps [1]. The fossil fuel that is the breath fuel for the compression ignition engines is getting depreciated as A common knowledge [2] and leaving exhaust engines as the traits an human health and atmosphere. To the grounds, the researchers around the world are in chase of a duck soap solution for the problem.

Hydrogen is a beckoning I.C Engine fuel for such researchers, due its advantages. Hydrogen is considered to meet energy, environment and sustainable development needs [3, 4]. It has many potential uses, is safe to manufacture and is environment friendly [5]. According to yadav et.al. hydrogen combustion will produce no green house gases, no ozone layer depletion chemicals and little or no acid rain ingredients and pollution [5]. Compared to conventional fuels due its characteristics such as long term renewable, recyclable and non pollutions fuel because of no carbon in it and hydrogen gains much higher flame speed and larger diffusion speed so it can benefit the energy efficiency and emissions. The limits of flammability of hydrogen very of an equivalence ratio of 0.1 to 7% [6,7,8]. Expert studies indicate the hydrogen will be the future fuel. Hydrogen may become an important energy carrier for sustained power consumption with reduced impact on the environment if can be used as combustion.

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al.[10] tried to make hydrogen directly inject into cylinder of a single cylinder test rig with a high pressure gas injector. Their result indicated that direct injection of hydrogen prevented back fire, increased brake thermal efficiency & output power and reduced NOx emission

under high engine output condition. Talking of the base, evolution of hydrogen – operated engine technology at various stages of system is given elsewhere [11].

II.

HYDROGEN FOR C.I. ENGINES

According to studies conducted by the Ma et. al. [12] hydrogen can be used as sole fuel for S.I. engine. However signified drop in brake power of the engine was observed due to low compression ratio. Increase in compression ratio would result in knocking. When hydrogen needs to be used for C.I. engines, it is to be noted that the self ignition temperature of the hydrogen in 5760C, and is not possible to achieve the temperature during normal compression stroke even at higher compression ratios. Researchers at Cornell university failed to achieve Compression Ignition of H2 at Compression ratio of 29,

this concluded some external sources are required to ignite H2

An increase in thermal efficiency by about 22% was seen in duel injection at low loads and 5% at high loads compared to direct injection [15]. He also observed that in duel injection, the stability and max power could be obtained in direct injection technique in hydrogen engine. Heffel [16] conducted all the experiments at A constant engine speed of 1500rpm and each cycle used different fuel flow rate, ranging from 0.78 to 1.63kg/h. Yadav et. al. [5] conducted experiments with different flow rates of 80, 120, 150g/h in conjunction with diesel at different injection timings, it concluded that hydrogen enriched

engine gave maximum efficiency at around 70% load. whereas, when operated with diesel this value come closer to 80% of full load

[17]. But Lee [26] has conducted on neat hydrogen and air mixture in C.I engine and concluded that, his findings dispels the preconception of C.I. of neat hydrogen is impossible.

A compression ratio of at least around 32 is required to self ignite the engine, under cold start and firing decreases the ignition compression ratio to 26 with increasing equivalence ratio. Minimum equivalence ratio for a compression ignition is in the Ultra-lean region of ø = 0.11 to 0.22. Ignition need to be used to ensure the combustion [9]. Masood et al. [13] studied the effect of binding hydrogen with diesel in different proportions on combustion and emissions. It was concluded that the hydrogen-diesel co-fueling will solve the drawback of lean operation of hydrocarbon fuels such as diesel which are hard to ignite and results in reduced power output, by reducing misfires and missing of cycles, improving emissions, performance and fuel economy. Lee et al [14] studies the performance of dual injection, hydrogen fueled engine by using solenoid in cylinder injection and external fuel injection techniques.

and due to enhanced combustion rate of hydrogen exhaust gas temperature was high in case of hydrogen enrichment.

And also the major advantage of hydrogen enriched duel fuel C.I engine is that when the hydrogen is not available can be refilled using conventional diesel fuel with no pain of any notification. Saravanan et al. [17,18] have done series of studies on conducting hydrogen into a single cylinder direct injection diesel engine at the intake port. The test result demonstrated that the brake thermal efficiency increased from 22.78% to 27.9% with 30% hydrogen enrichment.

III.

EFFECT OF H

ON

PERFORMANCE OF CI ENGINES

Existing literature indicated to some extent the dependence of the improvement to the brake thermal efficiency on the amount of H2 added [27, 34]. Sravanan et

al. mentioned that the brake thermal efficiency of the hydrogen with diesel as pilot fuel in timed port injection technique is 27.3% at full load and 26.2% in manifold injection but for only 23% efficiency found for base line diesel [19]. Sazwaja et al. after conducting series of tests on CI engine with hydrogen conducted that the addition of H2

Experimental investigation on a hydrogen –diesel duel fuel engine by Masood et al.[22] quoted that brake thermal efficiency increases with the increasing of hydrogen and it is maximum at 100% hydrogen and also the in-cylinder peak pressure and the rate of heat release increases with increase in hydrogen substitution. But according to Li et al[23] the addition of small amount of hydrogen had only negligible effect on the cylinder pressure and combustion process. When operated under high loads large amounts of hydrogen substantially increases the peak cylinder pressure and peak HRR. He also quoted that the addition of a relatively large amount of

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combustion. When operated at 30% load, the addition of H2 had a small effect on cylinder pressure and combustion

process, when added in small amounts H2

Hydrogen was added to inlet manifold at a rate of

2.5% in terms of volume and concluded that the average brake thermal efficiency was increased by 23%, 20% and 10.8% with the all additions hydrogen rates compared to standard diesel injection at full load. Maximum brake thermal efficiency at 2.5% hydrogen substitution obtained 40.4% compared to standard diesel injection 33% at 1750/min and he explained, this is due to better combustion process than SDI fuel combustion. Bose & Maji [25] shown that brake thermal efficiency increases by 12.5% bythesupplyof0.15kg/hrofhydrogen.

had no positive enhancing the combustion efficiency of diesel fuel. Kose et al.[24] in “ an experimental investigation of effect on diesel engine performance and exhaust emission of addition at dual fuel mode of hydrogen” have carried out experiment with diesel fuel injected directly into the combustion chamber.

Varde et al. [27] examined the effect of hydrogen addition on the brake thermal efficiency to a large extent depended on the amount of hydrogen added. The addition of relatively large amount hydrogen improves the BTE with the substitution of 12.5%, diesel by hydrogen at full load operations. The BTE increases from 30.5 to 33.7%. however the addition of small amount of hydrogen (less than 5%) of total intake energy reduces the BTE due to extreme lean hydrogen air mixture which could not support the flame propagation and resulted a low hydrogen combustion efficiency. The addition of hydrogen may affect the thermal efficiency not only through charging overall combustion efficiency of intake fuel but also by changing the phasing of the combustion process with respect to piston top dead centre position. Kumar et al. [28] investigated the effect of hydrogen addition on the combustion process of single cylinder diesel engine with rated power of 3.7K.W.

The addition of hydrogen was shown to elongate the combustion process indicated. by the considerable rise in peak heat release rate at full load conditions; addition of 17% hydrogen (of the total fuel mass) increases the heat release rate from 38J/oCA to 66J/oCA when operated at 40% load. The addition of 27% of H2 increases the

maximum HRR from 23J/oCA to 42J/oCA. Boretti [29] listing the advantages of the direct injection of both the diesel and hydrogen in duel fuel H2 ICE stated that, the

results of simultaneous experiments with a semi empirical injection and combustion model, provide better than diesel BMEP outputs and about same of diesel brake thermal efficiency. The dual fuel H2 diesel ICE has top brake

engine thermal efficiency close to 40% as in the original diesel engine and similarly reduced penalties in efficiency reducing the load. However, the novel dual fuel engine permits brake mean effective pressure over 35bar from the less than 25bar of the diesel. Altienes et al.[30] have carried out an experimental setup for testing of diesel engine in direct injection H2 fuel mode. A considerable

efficiency advantage was found when using hydrogen as opposed to diesel fuel, with the hydrogen fuelled engine achieving a fuel efficiency of approximately 43% compared to 28% in conventional, diesel fuelled mode.

IV.

EFFECT OF HYDROGEN ON

EMISSIONS

Both SI and CI engines are major source of air pollution. The exhaust gases contain Oxides of nitrogen which constitute of Nitrite Oxide NO and Nitrogen dioxide NO2 collectively called as NOx. Organic compounds

which are un burnt and partially burnt hydro carbons(HC) such as aldehydes, carbon monoxide(CO) and suspended particles such as SOOT, particulate matter[31].

V.

EFFECT OF HYDROGEN

SUBSTITUTING ON NO

As the percentage of hydrogen substitution increases NOx also increases [24]. Shrink et al.[31]

investigated effect of H2 addition on exhaust emissions of

A light duty four cylinder diesel engine with common rail fuel injection system. The substitution of 5% and 10% diesel fuel with hydrogen was shown to be slightly reduced the emission of NOx, while it effect the brake thermal

efficiency. According to KOSE et al. [24] NOx emission

rates increased by 11.8%, 14.8% and 17.8% for 2.5%, 5% and 7.5% of H2 substitution V/V respectively when

compared to pure diesel. The lowest NOx was found

1092ppm with 7.5% H2 substitution at 1000r/min,

compared to 1315ppm for pure diesel. The highest NOx

was obtained 2894ppm with 7.5% H2 substitution at

2000/min compared to 220ppm for SOI. Masood et al.[13] computational combustion and emission analysis of hydrogen-diesel blends with experimental verification revealed that the NOx

The NO

formation tendency is higher in case of induction than indirect injection. This tendency was confirmed by the practical result obtained.

x formation in cases of induction was

found to be 33% higher than that of injection method at lower percentage of hydrogen substitution. As ignition is advanced by advancing the fuel injection pressure, rate of pressure and NOx decreases monotonically as timing is

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model in Kiva-3V of diesel engine CFD code. The new model was validated by comparing with the experimental engine date at different stage substitution of hydrogen. He used extended zeldovich mechanism was used for NOx

modeling. both the experimental and simulation results show a large reduction in NOx with increase in H2

fuelling. And he himself stated that, however at low and high percentages of H2 and during transitions between

diesel and H2

Any reduction in NO

, model predictions are not very clear.

x is reported when H2 is

aspirated into the engine is likely due to enhancement of turbulent mixing in the cylinder caused by the injection of pressurized Hydrogen through the intake valve [35]. Boehman et al.[36] examined hydrogen assisted diesel

combustion which resulted in modest increase of NOx

emissions and a shift in NO/NO2 ratios. The CFD results

showed good agreement with the experimented values. Both showing the trends of decreasing NO and increasing NO2 with increasing hydrogen levels for some operating

conditions. The CFD results also conform that the temperature changes alone are not sufficient to explain the decreasing NO and increasing of NO2 to increase of

hydrogen levels. And also confirm that in cylinder HO2

levels increase with H2 and that the increasing in HO2

enhance the conversion of NO to NO2

VI.

CONCLUSION

The above literature briefs that hydrogen can be dexterously implemented as a substitute or a main course fuel for CI engines without ample alterations in engine mechanism. As the substitution of hydrogen in duel fuel engines increases above a certain level increased the NO

.

x

VII REFERENCES

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