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Frontiers in Energy

ISSN 2095-1701

ISSN 2095-1698(Online)

CN 11-6017/TK

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Front. Energy    2015, Vol. 9 Issue (4) : 486-494    https://doi.org/10.1007/s11708-015-0368-4
RESEARCH ARTICLE
Performance, emission and combustion characteristics of CI engine fuelled with diesel and hydrogen
R. Senthil KUMAR(),M. LOGANATHAN,E. James GUNASEKARAN
Department of Mechanical Engineering, Annamalai University, Chidambaram 608002, India
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Abstract

Hydrogen (H2) 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 (NOx) 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.
Keywords hydrogen      brake thermal efficiency      crank angle      compressed ignition (CI)     
Corresponding Author(s): R. Senthil KUMAR   
Just Accepted Date: 28 May 2015   Online First Date: 06 July 2015    Issue Date: 04 November 2015
 Cite this article:   
R. Senthil KUMAR,M. LOGANATHAN,E. James GUNASEKARAN. Performance, emission and combustion characteristics of CI engine fuelled with diesel and hydrogen[J]. Front. Energy, 2015, 9(4): 486-494.
 URL:  
https://academic.hep.com.cn/fie/EN/10.1007/s11708-015-0368-4
https://academic.hep.com.cn/fie/EN/Y2015/V9/I4/486
Properties Hydrogen
Auto ignition temperature/K 858
Minimum ignition energy/MJ 0.02
Flammability limits (volume in air)/% 4–75
Stoichiometric mixture (volume in air)/% 29.53
Molecular weight/g 2.016
Density/(kg·cm−3) 0.0838
Mass ratio 34.4
Flame velocity/(cm·s−1) 270
Specific gravity 0.091
Adiabatic flame temperature/K 2318
Quenching gap/cm 0.064
Heat of combustion/(kJ·kg−1) 120000
Octane number 130
Cetane number —
Boiling point/K 20.27
Tab.1  Properties of hydrogen
Hydrogen flow rate/(L·min −1) Percentage of H2 in intake mixture/% Percentage of air in intake mixture/%
4 1.2 98.8
6 1.8 98.2
8 2.5 97.5
Tab.2  Percentage of H2 in intake mixture
Fig.1  Percentage of diesel replaced for different H2 flow rates
Fig.2  Percentage of energy released by H2 for different H2 flow rates
Measurement Accuracy Uncertainty/% Measurement technique
Load ±10 N ±0.2 Strain gauge type load cell
Speed ±10 r/min ±0.1 Magnetic pickup principle
Weighing instrument ±0.1 g ±1 Mass measurement
Time ±0.1 s ±0.2 Manual stop watch
CO ±0.02% ±0.2 NDIR technique
HC ±10 ppm ±0.1 NDIR technique
NOx ±12 ppm ±0.2 NDIR technique
Exhaust gas temperature (EGT) indicator ±1 C ±0.15 K-type thermocouple
Pressure pick up ±1 bar ±0.15 Magnetic pickup principle
Crank angle encoder ±1° ±0.2 Magnetic pickup principle
Tab.3  Average uncertainties of some measured and calculated parameters
Fig.3  Schematic of experimental setup
Fig.4  Photographic view of experimental setup
Engine make Kirloskar AV-1
Type Vertical, single cylinder, water cooled
Max. power 3.7 kW at 1500 r/min
Displacement 550 CC
Bore × Stroke 80 mm × 110 mm
Compression ratio 16.5:1
Fuel injection timing 21° BTDC
Loading device Eddy current dynamometer
Tab.4  Specification of the engine
Fig.5  Hydrogen flow line
Fig.6  Comparison of BTE
Fig.7  Comparison of BSFC
Fig.8  Comparison of NOx
Fig.9  Comparison of HC
Fig.10  Comparison of CO
Fig.11  Comparison of EGT
Fig.12  Comparison of cylinder pressure
Fig.13  Comparison of heat release
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