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1
Mariani, Antonio, Andrea Unich, and Mario Minale. "Combustion of Hydrogen Enriched Methane and Biogases Containing Hydrogen in a Controlled Auto-Ignition Engine." Applied Sciences 8, no. 12 (December 18, 2018): 2667. http://dx.doi.org/10.3390/app8122667.
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The paper describes a numerical study of the combustion of hydrogen enriched methane and biogases containing hydrogen in a Controlled Auto Ignition engine (CAI). A single cylinder CAI engine is modelled with Chemkin to predict engine performance, comparing the fuels in terms of indicated mean effective pressure, engine efficiency, and pollutant emissions. The effects of hydrogen and carbon dioxide on the combustion process are evaluated using the GRI-Mech 3.0 detailed radical chain reactions mechanism. A parametric study, performed by varying the temperature at the start of compression and the equivalence ratio, allows evaluating the temperature requirements for all fuels; moreover, the effect of hydrogen enrichment on the auto-ignition process is investigated. The results show that, at constant initial temperature, hydrogen promotes the ignition, which then occurs earlier, as a consequence of higher chemical reactivity. At a fixed indicated mean effective pressure, hydrogen presence shifts the operating range towards lower initial gas temperature and lower equivalence ratio and reduces NOx emissions. Such reduction, somewhat counter-intuitive if compared with similar studies on spark-ignition engines, is the result of operating the engine at lower initial gas temperatures.
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Tutak, Wojciech, Arkadiusz Jamrozik, and Karol Grab-Rogaliński. "Co-Combustion of Hydrogen with Diesel and Biodiesel (RME) in a Dual-Fuel Compression-Ignition Engine." Energies 16, no. 13 (June 23, 2023): 4892. http://dx.doi.org/10.3390/en16134892.
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The utilization of hydrogen for reciprocating internal combustion engines remains a subject that necessitates thorough research and careful analysis. This paper presents a study on the co-combustion of hydrogen with diesel fuel and biodiesel (RME) in a compression-ignition piston engine operating at maximum load, with a hydrogen content of up to 34%. The research employed engine indication and exhaust emissions measurement to assess the engine’s performance. Engine indication allowed for the determination of key combustion stages, including ignition delay, combustion time, and the angle of 50% heat release. Furthermore, important operational parameters such as indicated pressure, thermal efficiency, and specific energy consumption were determined. The evaluation of dual-fuel engine stability was conducted by analyzing variations in the coefficient of variation in indicated mean effective pressure. The increase in the proportion of hydrogen co-combusted with diesel fuel and biodiesel had a negligible impact on ignition delay and led to a reduction in combustion time. This effect was more pronounced when using biodiesel (RME). In terms of energy efficiency, a 12% hydrogen content resulted in the highest efficiency for the dual-fuel engine. However, greater efficiency gains were observed when the engine was powered by RME. It should be noted that the hydrogen-powered engine using RME exhibited slightly less stable operation, as measured by the COVIMEP value. Regarding emissions, hydrogen as a fuel in compression ignition engines demonstrated favorable outcomes for CO, CO2, and soot emissions, while NO and HC emissions increased.
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Shi, Wei Bo, and Xiu Min Yu. "Efficiency and Emissions of Spark Ignition Engine Using Hydrogen and Gasoline Mixtures." Advanced Materials Research 1070-1072 (December 2014): 1835–39. http://dx.doi.org/10.4028/www.scientific.net/amr.1070-1072.1835.
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This paper reviews and summarizes recent developments in hydrogen and gasoline mixtures powered engine research. According to the hydrogen and gasoline injection location, engine can be divided into three categories: hydrogen intake port injection, gasoline direct injection; Hydrogen direct injection, gasoline intake port injection; hydrogen and gasoline intake port injection. Different gasoline and hydrogen injection location determines the engines have different advantages. Follow an overview of spark ignition engine using hydrogen and gasoline mixtures, general trade-off when operating engine on hydrogen and gasoline mixtures are analyzed and highlights regarding accomplishments in efficiency improvement and emissions reduction are presented. These include estimates of efficiency potential of hydrogen and gasoline engines, fuel economy and emissions.
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Li, Hailin, and Ghazi A. Karim. "Hydrogen Fueled Spark-Ignition Engines Predictive and Experimental Performance." Journal of Engineering for Gas Turbines and Power 128, no. 1 (July 23, 2004): 230–36. http://dx.doi.org/10.1115/1.2055987.
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Hydrogen is well recognized as a suitable fuel for spark-ignition engine applications that has many unique attractive features and limitations. It is a fuel that can continue potentially to meet the ever-increasingly stringent regulations for exhaust and greenhouse gas emissions. The application of hydrogen as an engine fuel has been tried over many decades by numerous investigators with varying degrees of success. However, the performance data reported often tend not to display consistent agreement between the various investigators, mainly because of the wide differences in engine type, size, operating conditions used, and the differing criteria employed to judge whether knock is taking place or not. With the ever-increasing interest in hydrogen as an engine fuel, there is a need to be able to model extensively various features of the performance of spark ignition (S.I.) hydrogen engines so as to investigate and compare reliably the performance of widely different engines under a wide variety of operating conditions. In the paper we employ a quasidimensional two-zone model for the operation of S.I. engines when fueled with hydrogen. In this approach, the engine combustion chamber at any instant of time during combustion is considered to be divided into two temporally varying zones: a burned zone and an unburned zone. The model incorporates a detailed chemical kinetic model scheme of 30 reaction steps and 12 species, to simulate the oxidation reactions of hydrogen in air. A knock prediction model, developed previously for S.I. methane-hydrogen fueled engine applications was extended to consider operation on hydrogen. The effects of changes in operating conditions, including a very wide range of variations in the equivalence ratio on the onset of knock and its intensity, combustion duration, power, efficiency, and operational limits were investigated. The results of this predictive approach were shown to validate well against the corresponding experimental results, obtained mostly in a variable compression ratio CFR engine. On this basis, the effects of changes in some of the key operational engine variables, such as compression ratio, intake temperature, and spark timing are presented and discussed. Some guidelines for superior knock-free operation of engines on hydrogen are also made.
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NATRIASHVILI, Tamaz M., and Revaz Z. KAVTARADZE. "SPECIAL FEATURES OF THE HYDROGEN-DIESEL ENGINE WORKING PROCESS." Mechanics of Machines, Mechanisms and Materials 1, no. 58 (March 2022): 31–36. http://dx.doi.org/10.46864/1995-0470-2022-1-58-31-36.
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The works related to the research of the problems and prospects of a hydrogen-fueled reciprocating engine, published so far, mainly relate to the use of hydrogen in spark-ignition engines. Developments of BMW, Toyota and other manufacturers are used in production car models. However, despite a number of advantages, serial production of hydrogen-diesel engines does not yet exist. This paper presents some results of the study of the working process features of a hydrogen-diesel engine with direct injection of hydrogen gas, analyzes the problems and prospects of the concept of the hydrogen-diesel engine. The obtained results of 3D modelling of the working process and experimental research prove the prospects and reality of the implementation of the hydrogen-diesel engine concept.
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LONGWIC, Rafał, Gracjana WOŹNIAK, and Przemysław SANDER. "Compression-ignition engine fuelled with diesel and hydrogen engine acceleration process." Combustion Engines 180, no. 1 (March 30, 2020): 47–51. http://dx.doi.org/10.19206/ce-2020-108.
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The paper presents the results of research consisting in acceleration of a diesel engine powered by diesel and hydrogen. The test stand included a diesel engine 1.3 Multijet, hydrogen cylinders and measuring equipment. Empirical tests included engine testing at idle and at specified speeds on a chassis dynamometer, vehicle acceleration in selected gears from specified initial values of engine revolutions was also tested.. Selected parameters of the diesel fuel combustion and injection process were calculated and analyzed. The paper is a preliminary attempt to determine the possibility of co-power supply to diesel and hydrogen engines.
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Shi, Wei Bo, Xiu Min Yu, and Ping Sun. "Performance and Emissions of a Hydrogen-Gasoline SI Engine." Applied Mechanics and Materials 713-715 (January 2015): 243–46. http://dx.doi.org/10.4028/www.scientific.net/amm.713-715.243.
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When hydrogen is added to a gasoline fueled spark ignition engine the lean limit of the engine can be extended. Lean burn engines are inherently more efficient and have the potential for significantly lower NOx emissions. Thus, the purpose of this paper is to investigate the effect of hydrogen addition to gasoline-air mixture on the performance and exhaust emission characteristics of a spark ignition engine. Six excess air ratios are used ranging from 0.8 to 1.5. The amount of hydrogen added is 18.5% and 30% by energy fraction. The test engine is operated at 1500 rpm. From the experimental observations, the effect of hydrogen addition on thermal efficiency, specific fuel consumption, cyclic variations of the indicated mean effective pressure (IMEP), and emissions of CO, unburned hydrocarbons and NOx are analyzed.
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TATEISHI, Kazuhiro, and Yoshitaka KATO. "E204 STUDY ABOUT HYDROGEN ADDITION ON GASOLINE SPARK IGNITION ENGINE : FLAMMABILITY OF MIXTURE CONTAINING SYNGAS AND GASOLINE IN SPARK IGNITION ENGINE(Diesel Engine)." Proceedings of the International Conference on Power Engineering (ICOPE) 2009.2 (2009): _2–383_—_2–388_. http://dx.doi.org/10.1299/jsmeicope.2009.2._2-383_.
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Liu, Jiahui. "Introduction of Abnormal Combustion in Hydrogen Internal Combustion Engines and the Detection Method." Trends in Renewable Energy 8, no. 1 (2022): 38–48. http://dx.doi.org/10.17737/tre.2022.8.1.00136.
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As a clean, environmentally friendly and renewable energy source, hydrogen as an alternative engine fuel can greatly reduce atmospheric pollution and alleviate the shortage of oil resources, and is the most promising alternative fuel for vehicles among new fuels. However, due to its fast combustion rate and wide ignition limit, hydrogen often shows abnormal combustion phenomena (such as pre-ignition, backfire and knock), when it is used in the engine, thus affecting the performance and normal use of engines. In this paper, the advantages and disadvantages of hydrogen as an alternative fuel for the engine are summarized according to the characteristics of hydrogen. On this basis, the mechanism, influence factors and harm of abnormal combustion in the hydrogen internal combustion engine are analyzed and summarized, which provides a theoretical basis for solving abnormal combustion problems. Finally, several commonly used abnormal combustion detection methods are summarized.
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Huang, Junfeng, Jianbing Gao, Ce Yang, Guohong Tian, and Chaochen Ma. "The Effect of Ignition Timing on the Emission and Combustion Characteristics for a Hydrogen-Fuelled ORP Engine at Lean-Burn Conditions." Processes 10, no. 8 (August 5, 2022): 1534. http://dx.doi.org/10.3390/pr10081534.
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The application of hydrogen fuel in ORP engines makes the engine power density much higher than that of a reciprocating engine. This paper investigated the impacts of combustion characteristics, energy loss, and NOx emissions of a hydrogen-fuelled ORP engine by ignition timing over various equivalence ratios using a simulation approach based on FLUENT code without considering experiments. The simulations were conducted under the equivalence ratio of 0.5~0.9 and ignition timing of −20.8~8.3 °CA before top dead centre (TDC). The engine was operated under 1000 RPM and wide-open throttle condition which was around the maximum engine torque. The results indicated that significant early ignition of the ORP engine restrained the flame development in combustion chambers due to the special relative positions of ignition systems to combustion chambers. In-cylinder pressure evolutions were insensitive to early ignition. The start of combustion was the earliest over the ignition timing of −17.3 °CA for individual equivalence ratios; the correlations of the combustion durations and equivalence ratios were dependent on the ignition timing. Combustion durations were less sensitive to equivalence ratios in the ignition timing range of −14.2~−11.1 °CA before TDC. The minimum and maximum heat release rates were 15 J·(°CA)−1 and 22 J·(°CA)−1 over the equivalence ratios of 0.5 and 0.9, respectively. Indicated thermal efficiency was higher than 41% for early ignition scenarios, and it was significantly affected by late ignition. Energy loss by cylinder walls and exhaust was in the range of 10%~16% and 42%~58% of the total fuel energy, respectively. The impacts of equivalence ratios on NOx emission factors were affected by ignition timing.
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Galloni, Enzo, Davide Lanni, Gustavo Fontana, Gabriele D’Antuono, and Simone Stabile. "Performance Estimation of a Downsized SI Engine Running with Hydrogen." Energies 15, no. 13 (June 28, 2022): 4744. http://dx.doi.org/10.3390/en15134744.
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Hydrogen is a carbon-free fuel that can be produced in many ways starting from different sources. Its use as a fuel in internal combustion engines could be a method of significantly reducing their environmental impact. In spark-ignition (SI) engines, lean hydrogen–air mixtures can be burnt. When a gaseous fuel like hydrogen is port-injected in an SI engine, working with lean mixtures, supercharging becomes very useful in order not to excessively penalize the engine performance. In this work, the performance of a turbocharged PFI spark-ignition engine fueled by hydrogen has been investigated by means of 1-D numerical simulations. The analysis focused on the engine behavior both at full and partial load considering low and medium engine speeds (1500 and 3000 rpm). Equivalence ratios higher than 0.35 have been considered in order to ensure acceptable cycle-to-cycle variations. The constraints that ensure the safety of engine components have also been respected. The results of the analysis provide a guideline able to set up the load control strategy of a SI hydrogen engine based on the variation of the air to fuel ratio, boost pressure, and throttle opening. Furthermore, performance and efficiency of the hydrogen engine have been compared to those of the base gasoline engine. At 1500 and 3000 rpm, except for very low loads, the hydrogen engine load can be regulated by properly combining the equivalence ratio and the boost pressure. At 3000 rpm, the gasoline engine maximum power is not reached but, for each engine load, lean burning allows the hydrogen engine achieving much higher efficiencies than those of the gasoline engine. At full load, the maximum power output decreases from 120 kW to about 97 kW, but the engine efficiency of the hydrogen engine is higher than that of the gasoline one for each full load operating point.
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Bade Shrestha, S. O., and Ghazi A. Karim. "The Operational Mixture Limits in Engines Fueled With Alternative Gaseous Fuels." Journal of Energy Resources Technology 128, no. 3 (April 3, 2006): 223–28. http://dx.doi.org/10.1115/1.2266267.
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The operation of engines whether spark ignition or compression ignition on a wide range of alternative gaseous fuels when using lean mixtures can offer in principle distinct advantages. These include better economy, reduced emissions, and improved engine operational life. However, there are distinct operational mixture limits below which acceptable steady engine performance cannot be sustained. These mixture limits are usually described as the “lean operational limits,” or loosely as the ignition limits which are a function of various operational and design parameters for the engine and fuel used. Relatively simple approximate procedures are described for predicting the operational mixture limits for both spark ignition and dual fuel compression ignition engines when using a range of common gaseous fuels such as natural gas/methane, propane, hydrogen, and some of their mixtures. It is shown that good agreement between predicted and corresponding experimental values can be obtained for a range of operating conditions for both types of engines.
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Bunev, V. A., A. A. Korzhavin, A. P. Senachin, and P. K. Senachin. "Fuel ignition delay in hydrogen diesel." Journal of Physics: Conference Series 2233, no. 1 (April 1, 2022): 012008. http://dx.doi.org/10.1088/1742-6596/2233/1/012008.
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Abstract A new mathematical model is considered for modeling the induction period of fuel self-ignition in a hydrogen diesel engine with high-pressure injection equipment. Reconstruction of the macrokinetic equation and numerical modeling of the process of self-ignition of fuel in a hydrogen diesel engine are carried out.
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Zhao, Yuxuan, Enhua Wang, and Zhicheng Shi. "Effects of Hydrogen Addition on Premixed Combustion of Kerosene in SI Engine." Energies 16, no. 10 (May 20, 2023): 4216. http://dx.doi.org/10.3390/en16104216.
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Spark ignition (SI) engines fueled with kerosene have broad application prospects in unmanned aviation vehicles. The knock phenomenon of kerosene in SI engines is a huge challenge, leading to a much lower power output than gasoline engines. In this context, the combustion characteristics of kerosene blending with hydrogen are analyzed numerically regarding the working conditions of an SI engine. First, the ignition delay time of a kerosene/hydrogen mixture is estimated for temperatures of 600–1000 K and pressures of 15–35 bar using the Tay mechanism. The effects of hydrogen addition are evaluated with a ratio of 0–0.4. The sensitivities of the main reactions that affect the ignition delay time are discussed. Then, the laminar flame speed is predicted using the HYCHEM-SK mechanism, and the effects of hydrogen addition on the net reaction rates of the main reactions are analyzed. The results indicate that the ignition delay time is shortened and the laminar flame speed is increased as the hydrogen addition ratio rises. Meanwhile, the ignition delay time decreases except for the NTC range, and the laminar flame speed increases evidently as the temperature rises. In addition, the ignition delay time decreases obviously as the pressure increases with a temperature greater than 750 K. However, the laminar flame speed declines at 600 K and 800 K, while an opposite trend exhibits at 1000 K as the pressure rises. The laminar flame speed increases by 23.85–24.82%, while the ignition delay time only decreases by 4.02–3.59% at 1000 K as the hydrogen addition ratio rises from 0 to 0.4, which will be beneficial for knock suppression.
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Karagöz, Yasin, and Majid Mohammad Sadeghi. "Electronic control unit development and emissions evaluation for hydrogen–diesel dual-fuel engines." Advances in Mechanical Engineering 10, no. 12 (December 2018): 168781401881407. http://dx.doi.org/10.1177/1687814018814076.
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In this study, it was aimed to operate today’s compression ignition engines easily in dual-fuel mode with a developed electronic control unit. Especially, diesel engines with mechanical fuel system can be easily converted to common-rail fuel system with a developed electronic control unit. Also, with this developed electronic control unit, old technology compression ignition engines can be turned into dual-fuel mode easily. Thus, thanks to the flexibility of engine maps to be loaded into the electronic control unit, diesel engines can conveniently be operated with alternative gas fuels and diesel dual fuel. In particular, hydrogen, an alternative, environmentally friendly, and clean gas fuel, can easily be used with diesel engines by pilot spraying. Software and hardware development of electronic control unit are made, in order to operate a diesel engine with diesel+hydrogen dual fuel. Finally, developed electronic control unit was reviewed on 1500 r/min stable engine speed on different hydrogen energy rates (0%, 15%, 30%, and 45% hydrogen) according to thermic efficiency and emissions (CO, total unburned hydrocarbons, NOx, and smoke), and apart from NOx emissions, a significant improvement has been obtained. There was no increased NOx emission on 15% hydrogen working condition; however, on 45% hydrogen working condition, a dramatic increase arose.
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Kuleshov, Andrei, Aleksey Kuleshov, Mikhail Gordin, Vladimir Markov, Feodor Karpets, and Matvey Shlenov. "Environmental indicators of dual-fuel hydrogen engine." E3S Web of Conferences 417 (2023): 03018. http://dx.doi.org/10.1051/e3sconf/202341703018.
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Hydrogen is considered as a promising gas engine fuel for diesel engines. The problems that occur when converting engines to work on hydrogen are presented. Reliable ignition of hydrogen in the engine is achieved by implementing a two-fuel cycle. In this case, hydrogen ignites from the diesel fuel combustion. Calculations of diesel fuel and hydrogen supply effect on the workflow of a dual-fuel engine of the D-245 type were realized. The main indicators of the engine are calculated when the hydrogen supply changes from 0 to 80%. A criterion characterizing the total toxicity of engine exhaust gases is proposed. The optimal supply of hydrogen was 40%. With such a supply of hydrogen, there was a decrease in the smokiness of exhaust gases by 53%, carbon dioxide emissions by 44%, but the emission of nitrogen oxides increased by 27%. With an increase in the supply of hydrogen from 0 to 40%, the maximum calculated effective performance of engine increased by 7.1%.
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You, Fu Bing, Xin Tang Zhang, Zhi Xiang Pan, and Ge Sheng Li. "Reformed Hydrous-Ethanol Application in Spark Ignition Engine." Applied Mechanics and Materials 84-85 (August 2011): 269–73. http://dx.doi.org/10.4028/www.scientific.net/amm.84-85.269.
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Hydrous-ethanol is reformed to hydrogen-rich mixture gas which is an excellent fuel for engines. The advantages of this approach are that fossil fuel consumption and CO2 emissions are reduced, and the waste heat from engine exhaust can be used as energy source for hydrous-ethanol evaporating and reforming. The experiment is carried out on a gasoline engine as primary engine with only modest changes. The results indicate that the hydrogen-rich mixture gas allows operation at much higher compression ratio due to its intrinsic octane number which could contribute to the power performance, and the NOx, CO, THC emissions are reduced remarkably because of lean combustion realized in the cylinder.
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Gowdal, Pavan J., R. Rakshith, S. Akhilesh, Manjunath ., and Ananth S. Iyengar. "An Experimental Investigation Of Central Injection Based Hydrogen Dual Fuel Spark Ignition Engine." Journal of Mines, Metals and Fuels 70, no. 3A (July 12, 2022): 148. http://dx.doi.org/10.18311/jmmf/2022/30685.
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Automobile industry is steadily moving away from traditional fossil fuels towards more sustainable and eco-friendly alternatives. Alternative to traditional fuels include hydrogen, which has the potential to satisfy the current energy demand in automotive field. However, design and fabrication of engines using pure hydrogen has many technological challenges. Combination of traditional fuels and hydrogen can reduce engine emissions including hydrocarbon (HC), carbon monoxide (CO), significant decrease in the carbon di oxide and methane. Additionally, the dual fuel engines provide the necessary savings with higher specific fuel consumption. However, dual fuel engines have a number of disadvantages such as pre-ignition, increase in NO<sub>x</sub> emissions, lower brake power and reduced brake thermal efficiency. In the present study, a single cylinder 110 cc spark ignition engine is procured and is retrofitted to admit hydrogen gas at specified pressures. The engine performance is measured using a mechanical load specifically designed for the engine. Brake power, torque, brake thermal efficiency, brake specific fuel consumption and other performance parameters are measured. The results from the engine is compared to the MATLAB model to study the inner working of the dual fuel engine to understand the pre-ignition characteristics. The results follow similar trends presented in the literature, the deviations in our study can be attributed to the type of engine selected and experimental errors. The highest increase in brake thermal efficiency and brake specific fuel consumption is 15.6 % and 22.5% respectively at 3500 rpm. The CO, and CO<sub>2</sub> emissions have reduced by 86%, 26% respectively and increase of 16% in NO<sub>x</sub> is observed due to increase in combustion temperature.
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Karim, Ghazi. "Hydrogen as a spark ignition engine fuel." Chemical Industry 56, no. 6 (2002): 256–63. http://dx.doi.org/10.2298/hemind0206256k.
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Review is made of the positive features and the current limitations associated with the use of hydrogen as a spark ignition engine fuel. It is shown that hydrogen has excellent prospects to achieve very satisfactory performance in engine applications that may be superior in many aspects to those with conventional fuels. A number of design and operational changes needed to effect the full potential of hydrogen as an engine fuel is outlined. The question whether hydrogen can be manufactured abundantly and economically will remain the limiting factor to its widespread use as an S.I. engine fuel in the future.
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Sierens, R., and S. Verhelst. "Experimental Study of a Hydrogen-Fueled Engine." Journal of Engineering for Gas Turbines and Power 123, no. 1 (November 3, 2000): 211–16. http://dx.doi.org/10.1115/1.1339989.
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The Laboratory of Transport Technology (Ghent University) converted a GM/Crusader V-8 engine for hydrogen use. The engine is intended for the propulsion of a midsize hydrogen city bus for public demonstration. For a complete control of the combustion process and to increase the resistance to backfire (explosion of the air–fuel mixture in the intake manifold), a sequential timed multipoint injection of hydrogen and an electronic management system is chosen. The results as a function of the engine parameters (ignition timing, injection timing and duration, injection pressure) are given. Special focus is given to topics related to the use of hydrogen as a fuel: ignition characteristics (importance of electrode distance), quality of the lubricating oil (crankcase gases with high contents of hydrogen), oxygen sensors (very lean operating conditions), and noise reduction (configuration and length of intake pipes). The advantages and disadvantages of a power regulation only by the air-to-fuel ratio (as for diesel engines) against a throttle regulation (normal gasoline or gas regulation) are examined. Finally, the goals of the development of the engine are reached: power output of 90 kW, torque of 300 Nm, extremely low emission levels, and backfire-safe operation.
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Falfari, Stefania, Giulio Cazzoli, Valerio Mariani, and Gian Marco Bianchi. "Hydrogen Application as a Fuel in Internal Combustion Engines." Energies 16, no. 6 (March 8, 2023): 2545. http://dx.doi.org/10.3390/en16062545.
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Hydrogen is the energy vector that will lead us toward a more sustainable future. It could be the fuel of both fuel cells and internal combustion engines. Internal combustion engines are today the only motors characterized by high reliability, duration and specific power, and low cost per power unit. The most immediate solution for the near future could be the application of hydrogen as a fuel in modern internal combustion engines. This solution has advantages and disadvantages: specific physical, chemical and operational properties of hydrogen require attention. Hydrogen is the only fuel that could potentially produce no carbon, carbon monoxide and carbon dioxide emissions. It also allows high engine efficiency and low nitrogen oxide emissions. Hydrogen has wide flammability limits and a high flame propagation rate, which provide a stable combustion process for lean and very lean mixtures. Near the stoichiometric air–fuel ratio, hydrogen-fueled engines exhibit abnormal combustions (backfire, pre-ignition, detonation), the suppression of which has proven to be quite challenging. Pre-ignition due to hot spots in or around the spark plug can be avoided by adopting a cooled or unconventional ignition system (such as corona discharge): the latter also ensures the ignition of highly diluted hydrogen–air mixtures. It is worth noting that to correctly reproduce the hydrogen ignition and combustion processes in an ICE with the risks related to abnormal combustion, 3D CFD simulations can be of great help. It is necessary to model the injection process correctly, and then the formation of the mixture, and therefore, the combustion process. It is very complex to model hydrogen gas injection due to the high velocity of the gas in such jets. Experimental tests on hydrogen gas injection are many but never conclusive. It is necessary to have a deep knowledge of the gas injection phenomenon to correctly design the right injector for a specific engine. Furthermore, correlations are needed in the CFD code to predict the laminar flame velocity of hydrogen–air mixtures and the autoignition time. In the literature, experimental data are scarce on air–hydrogen mixtures, particularly for engine-type conditions, because they are complicated by flame instability at pressures similar to those of an engine. The flame velocity exhibits a non-monotonous behavior with respect to the equivalence ratio, increases with a higher unburnt gas temperature and decreases at high pressures. This makes it difficult to develop the correlation required for robust and predictive CFD models. In this work, the authors briefly describe the research path and the main challenges listed above.
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Wang, Xin, Hong Guang Zhang, Yan Lei, Xiao Lei Bai, Xiao Na Sun, Dao Jing Wang, and Bao Feng Yao. "Effects of Engine Operating Parameters on Lean Combustion Limit of Hydrogen Enhanced Natural Gas Engine." Advanced Materials Research 383-390 (November 2011): 6116–21. http://dx.doi.org/10.4028/www.scientific.net/amr.383-390.6116.
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An experimental study was conducted on a S.I. engine fueled by compressed natural gas and hydrogen blends (HCNG), in order to test different engine operating parameters that affect lean combustion limit (L.C.L) of HCNG engine. Firstly, constant ignition timing and ignition timing under maximum L.C.L (L.L.T) conditions were compared, then L.L.T conditions were adopted in this paper. The results indicated that for each condition, neither over-retarded nor over-advanced ignition timing are advised in order to achieve leaner combustion. L.C.L increases with hydrogen fraction in the blends, and slightly increases with throttle opening, while decreases when the engine speed is raised
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Sadiq Al-Baghdadi, M. A. R. "Development of a pre-ignition submodel for hydrogen engines." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 219, no. 10 (October 1, 2005): 1203–12. http://dx.doi.org/10.1243/095440705x34883.
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In hydrogen-fuelled spark ignition engine applications, the onset of pre-ignition remains one of the prime limitations that needs to be addressed to avoid its incidence and achieve superior performance. This paper describes a new pre-ignition submodel for engine modelling codes. The effects of changes in key operating variables, such as compression ratio, spark timing, intake pressure, and temperature on pre-ignition limiting equivalence ratios are established both analytically and experimentally. With the established pre-ignition model, it is possible not only to investigate whether pre-ignition is observed with changing operating and design parameters, but also to evaluate those parameters' effects on the maximum possible pre-ignition intensity.
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Alrbai, Mohammad, Bashar Qawasmeh, Sameer Al-Dahidi, and Osama Ayadi. "Influence of hydrogen as a fuel additive on combustion and emissions characteristics of a free piston engine." Thermal Science 24, no. 1 Part A (2020): 87–99. http://dx.doi.org/10.2298/tsci181211071a.
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It has been shown that using fuel additives play an important role in enhancing the combustion characteristics in terms of efficiency and emissions. In addition, free piston engines have shown capable in reducing energy losses and presenting more efficient and reliable engines. In this context, the objective of the present work is to investigate the effect of using hydrogen as a fuel additive in natural gas homogeneous charge compression ignition free piston engine. To this aim, two models have been iteratively coupled: the combustion model that is used to calculate the heat release of the combustion and the scavenging model that is employed to determine the in-cylinder mixture state after scavenging in terms of its homogeneity and species mass fractions and to obtain the finial pressure and temperature of the in-cylinder mixture. In the former model, the 0-D approach through Cantera toolkit has been considered due to the fact that homogeneous charge compression ignition combustion is very rapid and the fuel-air mixture is well-homogenous, whereas in the latter model, 3-D-CFD approach through AN-SYS FLUENT software is considered to ensure precise calculations of the species exchange at the end of each engine cycle. The effect of hydrogen as a fuel additive has been quantified in terms of the combustion characteristics (e. g., ignition delay, heat release rate, engine overall efficiency and emissions, etc.). It has been shown that hydrogen addition reduces ignition delay time, decreases the in-cylinder peak pressure, while allowing the engine to operate with higher mechanical efficiency as it has high heat release rate, increases the NOx emission levels of the engine, but decreases the CO levels
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Yang, Zhenghao, Yang Du, Qi Geng, Xu Gao, Haonan Er, Yuanfei Liu, and Guangyu He. "Performance Analysis of a Hydrogen-Doped High-Efficiency Hybrid Cycle Rotary Engine in High-Altitude Environments Based on a Single-Zone Model." Energies 15, no. 21 (October 26, 2022): 7948. http://dx.doi.org/10.3390/en15217948.
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The power attenuation of internal combustion engines in high-altitude environments restricts the performance of unmanned aerial vehicles. Herein, a single-zone model of a hydrogen-doped high-efficiency hybrid cycle rotary engine that considers high-altitude environments was proposed. The indicated values for power, thermal efficiency, and specific fuel cost were used to evaluate the power performance, energy conversion efficiency, and economic performance of the engine, respectively. Then, the effects of adjusting the hydrogen fraction, ignition angle, and rotational speed on high-altitude performance were analyzed. The results showed that high-altitude environments prolonged combustion duration and reduced in-cylinder pressure, thereby causing power attenuation; however, increasing the hydrogen fraction can increase the indicated power. At an altitude of 6 km, the indicated power with a hydrogen fraction of 0.3 was approximately 20.7% higher than that obtained with pure gasoline. The ignition angle and hydrogen fraction corresponding to the optimal indicated thermal efficiency increased with increasing altitude. At an altitude of 6 km, the indicated thermal efficiency reached its maximum (36.4%) at an ignition angle of 340 [CA°] and a hydrogen fraction of 0.15. At high altitudes, rotational speeds below 6000 rpm and ignition angles of 340–345 [CA°] were beneficial in reducing indicated specific fuel costs.
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Abifarin, Johnson, and Joseph Ofodu. "Modeling and Grey Relational Multi-response Optimization of Chemical Additives and Engine Parameters on Performance Efficiency of Diesel Engine." International Journal of Grey Systems 2, no. 1 (July 29, 2022): 16–26. http://dx.doi.org/10.52812/ijgs.33.
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Singular optimization of engine conditions for better engine performance have been studied extensively. However, in the practical sense, more than one performance characteristics are essential in the optimization of engine conditions. The current study investigates the effect, optimization, and modeling of engine conditions on multi-characteristics of a single cylinder-dual direct injection-water cooled diesel engine with the help of Taguchi-grey relational and regression analyses. The engine conditions employed are engine load, hydrogen, multi-walled carbon nanotubes (MWCNTs), ignition pressure, and ignition timing, at four different levels. The engine performance characteristics analyzed were brake thermal efficiency (BTE), brake specific fuel consumption (BSFC), hydrocarbons (HC), nitrogen oxide (NOx), carbon monoxide (CO), and carbon dioxide (CO2). The results showed that there was a similar behavioral pattern of the effect of engine conditions on engine performance, except for ignition timing. The optimal settings for better engine performance were obtained at 25% engine load, 20% hydrogen, 50 ppm MWCNTs, 220 bar ignition pressure, and 21 obTDC ignition timing. Interestingly, the discovered optimal did not fall within the considered experimental runs, however, the predicted optimal engine performance was within 95% confidence bounds. It is recommended that the experimental work based on the obtained optimal settings should be conducted to elucidate the efficacy of the confirmation analysis. The analysis of variance showed that the engine load was the most significant factor on the overall engine performance, having a contribution of 71.47%, followed by hydrogen and MWCNTs. Also, the ignition pressure and timing were not significant on the overall engine performance, which showed a need to place more attention on the significant factors for better engine performance. The mathematical and graphical modeling showed the efficacy of the design analysis, while the interaction plots showed broader detailed factor settings for better engine performance.
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Gurbuz, Habib. "The effect of H2 purity on the combustion, performance, emissions and energy costs in an SI engine." Thermal Science 24, no. 1 Part A (2020): 37–49. http://dx.doi.org/10.2298/tsci180705315g.
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This paper aims to examine the effect of hydrogen purity on the combustion, performance, NOx emissions and energy costs in a spark ignition engine. In accordance with this purpose, two commercial hydrogen gases of different purity (i. e. 99.998% and 99.995%), were used as fuel in an spark ignition engine. The engine was operated under a lean mixture (? = 0.6) and wide-open throttle conditions at 1400, 1600, and 1800 rpm engine speeds. It was found that high purity hydrogen improves engine performance parameters (i. e. indicated power, torque, thermal efficiency, and specific fuel consumption) in the range of 2.4-1.9% depending on engine speed. The combustion duration and the cyclic variations were also de-crease when the engine is operated with high purity hydrogen. However, NOx emissions increase depending on engine speed in the range of 3.4-2.9% when high purity hydrogen is used as a fuel. In addition, energy costs with high purity H2 increase in the range of 5.9-6.5% depending on engine speed.
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Verhelst, S., S. Verstraeten, and R. Sierens. "A comprehensive overview of hydrogen engine design features." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 221, no. 8 (August 1, 2007): 911–20. http://dx.doi.org/10.1243/09544070jauto141.
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Realizing decreased CO2 emissions from the transport sector will be possible in the near future when substituting (part of) the currently used hydrocarbon-fuelled internal combustion engines (ICEs) with hydrogen-fuelled ICEs. Hydrogen-fuelled ICEs have advanced to such a stage that, from the engine point of view, there are no major obstacles to doing this. The present paper indicates the advantages of hydrogen as a fuel for spark ignition (SI) internal combustion engines. It also shows how the hydrogen engine has matured. An extensive overview is given of the literature on experimental studies of abnormal combustion phenomena, mixture formation techniques, and load control strategies for hydrogen-fuelled engines. The Transport Technology research group of the Department of Flow, Heat and Combustion Mechanics at Ghent University has been working on the development and optimization of hydrogen engines for 15 years. An overview of the most important experimental results is presented with special focus on the most recent findings. The article concludes with a list of engine design features of dedicated hydrogen SI engines.
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Mahgoub, Bahaaddein K. M., Suhaimi Hassan, and Shaharin Anwar Sulaiman. "Effect of H2 and CO Content in Syngas on the Performance and Emission of Syngas-Diesel Dual Fuel Engine - A Review." Applied Mechanics and Materials 699 (November 2014): 648–53. http://dx.doi.org/10.4028/www.scientific.net/amm.699.648.
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In this review, a series of research papers on the effects of hydrogen and carbon monoxide content in syngas composition on the performance and exhaust emission of compression ignition diesel engines, were compiled. Generally, the use of syngas in compression ignition (CI) diesel engine leads to reduce power output due to lower heating value when compared to pure liquid diesel mode. Therefore, variation in syngas composition, especially hydrogen and carbon monoxide (Combustible gases), is suggested to know the appropriate syngas composition. Furthermore, the simulated model of syngas will help to further explore the detailed effects of engine parameters on the combustion process including the ignition delay, combustion duration, heat release rate and combustion phasing. This will also contribute towards the efforts of improvement in performance and reduction in pollutants’ emissions from CI diesel engines running on syngas at dual fuel mode. Generally, the database of syngas composition is not fully developed and there is still room to find the optimum H2 and CO ratio for performance, emission and diesel displacement of CI diesel engines.
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Ge, Haiwen, Ahmad Hadi Bakir, and Peng Zhao. "Knock Mitigation and Power Enhancement of Hydrogen Spark-Ignition Engine through Ammonia Blending." Machines 11, no. 6 (June 16, 2023): 651. http://dx.doi.org/10.3390/machines11060651.
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Hydrogen and ammonia are primary carbon-free fuels that have massive production potential. In regard to their flame properties, these two fuels largely represent the two extremes among all fuels. The extremely fast flame speed of hydrogen can lead to an easy deflagration-to-detonation transition and cause detonation-type engine knock that limits the global equivalence ratio, and consequently the engine power. The very low flame speed and reactivity of ammonia can lead to a low heat release rate and cause difficulty in ignition and ammonia slip. Adding ammonia into hydrogen can effectively modulate flame speed and hence the heat release rate, which in turn mitigates engine knock and retains the zero-carbon nature of the system. However, a key issue that remains unclear is the blending ratio of NH3 that provides the desired heat release rate, emission level, and engine power. In the present work, a 3D computational combustion study is conducted to search for the optimal hydrogen/ammonia mixture that is knock-free and meanwhile allows sufficient power in a typical spark-ignition engine configuration. Parametric studies with varying global equivalence ratios and hydrogen/ammonia blends are conducted. The results show that with added ammonia, engine knock can be avoided, even under stoichiometric operating conditions. Due to the increased global equivalence ratio and added ammonia, the energy content of trapped charge as well as work output per cycle is increased. About 90% of the work output of a pure gasoline engine under the same conditions can be reached by hydrogen/ammonia blends. The work shows great potential of blended fuel or hydrogen/ammonia dual fuel in high-speed SI engines.
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LEE, Yang-Suk, and Jun Hwan JANG. "The design and performance on 200N-class bipropellant rocket engine using decomposed H2O2 and Kerosene." INCAS BULLETIN 11, no. 3 (September 9, 2019): 99–110. http://dx.doi.org/10.13111/2066-8201.2019.11.3.9.
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Mono-propellant thrusters are widely utilized in satellites and space launchers. In many cases, they are using hydrazine as a propellant. However, hydrazine has high toxicity and high risks in using for launch campaign. Recently, low-toxic (green) propellant is being highlighted as a replacement for hydrazine. In this paper, 200N bi-propellant engine using hydrogen peroxide/kerosene was designed/manufactured, and the spray or atomization characteristic and inflation pressure were determined by cold flow test, and combustion and pulse tests in a single cycle same as previous methods were conducted. As uniformly supplying hydrogen peroxide through plate-type orifice to a catalyst bed, the hot gas was created as a reaction with hydrogen and catalyst. And then, it was confirmed that the ignition is possible on the wide range of O/F ratio without additional ignition source. The liquid rocket engine with bi-propellant of hydrogen peroxide/kerosene and design/test methods which developed in this study are expected to be utilized as an essential database for designing of the ignitor/injector of bi-propellant liquid rocket engine using hydrogen peroxide/kerosene with high-thrust/performance in near future.
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Karim, G. "Hydrogen as a spark ignition engine fuel." International Journal of Hydrogen Energy 28, no. 5 (May 2003): 569–77. http://dx.doi.org/10.1016/s0360-3199(02)00150-7.
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Li, Chengqian, Yaodong Wang, Boru Jia, Zhiyuan Zhang, and Anthony Roskilly. "Numerical Investigation on NOx Emission of a Hydrogen-Fuelled Dual-Cylinder Free-Piston Engine." Applied Sciences 13, no. 3 (January 20, 2023): 1410. http://dx.doi.org/10.3390/app13031410.
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The free-piston engine is a type of none-crank engine that could be operated under variable compression ratio, and this provides it flexible fuel applicability and low engine emission potential. In this work, several 1-D engine models, including conventional gasoline engines, free-piston gasoline engines and free-piston hydrogen engines, have been established. Both engine performance and emission performance under engine speeds between 5–11 Hz and with different equivalent ratios have been simulated and compared. Results indicated that the free-piston engine has remarkable potential for NOx reduction, and the largest reduction is 57.37% at 6 Hz compared with a conventional gasoline engine. However, the figure of NOx from the hydrogen free-piston engine is slightly higher than that of the gasoline free-piston engine, and the difference increases with the increase of engine speed. In addition, several factors and their relationships related to hydrogen combustion in the free-piston engine have been investigated, and results show that the equivalent ratio φ=0.88 is a vital point that affects NOx production, and the ignition advance timing could also affect combustion duration, the highest in-cylinder temperature and NOx production to a large extent.
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Zhang, Ziwei, Huihua Feng, and Zhengxing Zuo. "Numerical Investigation of a Free-Piston Hydrogen-Gasoline Engine Linear Generator." Energies 13, no. 18 (September 9, 2020): 4685. http://dx.doi.org/10.3390/en13184685.
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The free-piston engine linear generator (FPELG) is being investigated by many researchers because of its high thermal efficiency and its variable compression ratio. However, all researchers focused on the FPELG characteristics with mono-fuel. Therefore, in this paper, the performance of the FPELG that has adopted gasoline with hydrogen as fuel is investigated. The method of coupling the zero-dimensional dynamics model with the multi-dimensional CFD (Computational Fluid Dynamics) combustion model was applied during the simulation process. According to the results, the piston TDC (Top Dead Center), the piston peak piston velocity, and the system operation frequency show a negative correlation with the increase of hydrogen fractions. However, the peak in-cylinder pressure was increased with the hydrogen volume fraction increase, due to the fast flame speed and short combustion duration characteristics of hydrogen. Meanwhile, the indicated efficiency of the free-piston engine was increased from 32.3% to 35.3% with the hydrogen volume fraction change from 0% to 4.5%, when the free-piston engine operates at stoichiometric conditions with fixed ignition timing. In addition, with the ignition timing advance increase, the piston TDC was decreased. The peak piston velocity and the peak in-cylinder pressure were in negative correlation with the ignition timing advance. While the engine indicated that the efficiency was increased with the equivalent degree of ignition timing from 20° to 16°. Therefore, the ignition timing of the FPELG under the spark-ignition combustion mode is supposed to be an effective and practical control variable.
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Yip, Ho Lung, Aleš Srna, Anthony Chun Yin Yuen, Sanghoon Kook, Robert A. Taylor, Guan Heng Yeoh, Paul R. Medwell, and Qing Nian Chan. "A Review of Hydrogen Direct Injection for Internal Combustion Engines: Towards Carbon-Free Combustion." Applied Sciences 9, no. 22 (November 12, 2019): 4842. http://dx.doi.org/10.3390/app9224842.
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A paradigm shift towards the utilization of carbon-neutral and low emission fuels is necessary in the internal combustion engine industry to fulfil the carbon emission goals and future legislation requirements in many countries. Hydrogen as an energy carrier and main fuel is a promising option due to its carbon-free content, wide flammability limits and fast flame speeds. For spark-ignited internal combustion engines, utilizing hydrogen direct injection has been proven to achieve high engine power output and efficiency with low emissions. This review provides an overview of the current development and understanding of hydrogen use in internal combustion engines that are usually spark ignited, under various engine operation modes and strategies. This paper then proceeds to outline the gaps in current knowledge, along with better potential strategies and technologies that could be adopted for hydrogen direct injection in the context of compression-ignition engine applications—topics that have not yet been extensively explored to date with hydrogen but have shown advantages with compressed natural gas.
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Cameretti, Maria Cristina, Roberta De Robbio, Ezio Mancaruso, and Marco Palomba. "CFD Study of Dual Fuel Combustion in a Research Diesel Engine Fueled by Hydrogen." Energies 15, no. 15 (July 29, 2022): 5521. http://dx.doi.org/10.3390/en15155521.
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Superior fuel economy, higher torque and durability have led to the diesel engine being widely used in a variety of fields of application, such as road transport, agricultural vehicles, earth moving machines and marine propulsion, as well as fixed installations for electrical power generation. However, diesel engines are plagued by high emissions of nitrogen oxides (NOx), particulate matter (PM) and carbon dioxide when conventional fuel is used. One possible solution is to use low-carbon gaseous fuel alongside diesel fuel by operating in a dual-fuel (DF) configuration, as this system provides a low implementation cost alternative for the improvement of combustion efficiency in the conventional diesel engine. An initial step in this direction involved the replacement of diesel fuel with natural gas. However, the consequent high levels of unburned hydrocarbons produced due to non-optimized engines led to a shift to carbon-free fuels, such as hydrogen. Hydrogen can be injected into the intake manifold, where it premixes with air, then the addition of a small amount of diesel fuel, auto-igniting easily, provides multiple ignition sources for the gas. To evaluate the efficiency and pollutant emissions in dual-fuel diesel-hydrogen combustion, a numerical CFD analysis was conducted and validated with the aid of experimental measurements on a research engine acquired at the test bench. The process of ignition of diesel fuel and flame propagation through a premixed air-hydrogen charge was represented the Autoignition-Induced Flame Propagation model included ANSYS-Forte software. Because of the inefficient operating conditions associated with the combustion, the methodology was significantly improved by evaluating the laminar flame speed as a function of pressure, temperature and equivalence ratio using Chemkin-Pro software. A numerical comparison was carried out among full hydrogen, full methane and different hydrogen-methane mixtures with the same energy input in each case. The use of full hydrogen was characterized by enhanced combustion, higher thermal efficiency and lower carbon emissions. However, the higher temperatures that occurred for hydrogen combustion led to higher NOx emissions.
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Shadidi, Behdad, Gholamhassan Najafi, and Talal Yusaf. "A Review of Hydrogen as a Fuel in Internal Combustion Engines." Energies 14, no. 19 (September 29, 2021): 6209. http://dx.doi.org/10.3390/en14196209.
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The demand for fossil fuels is increasing because of globalization and rising energy demands. As a result, many nations are exploring alternative energy sources, and hydrogen is an efficient and practical alternative fuel. In the transportation industry, the development of hydrogen-powered cars aims to maximize fuel efficiency and significantly reduce exhaust gas emission and concentration. The impact of using hydrogen as a supplementary fuel for spark ignition (SI) and compression ignition (CI) engines on engine performance and gas emissions was investigated in this study. By adding hydrogen as a fuel in internal combustion engines, the torque, power, and brake thermal efficiency of the engines decrease, while their brake-specific fuel consumption increase. This study suggests that using hydrogen will reduce the emissions of CO, UHC, CO2, and soot; however, NOx emission is expected to increase. Due to the reduction of environmental pollutants for most engines and the related environmental benefits, hydrogen fuel is a clean and sustainable energy source, and its use should be expanded.
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Jia, Wei. "Combustion characteristics of a lean-burned CBM engine with hydrogen direction injection." International Journal of Energy 1, no. 1 (December 1, 2022): 9–13. http://dx.doi.org/10.54097/ije.v1i1.3227.
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A 3D model of a CBM engine was established, and the combustion modes under different injection parameters and ignition matching conditions were studied by using methane PFI+ hydrogen DI injection method. Flame propagation, flame structure and engine indication thermal efficiency under the three combustion modes were analyzed. The results show that when the interval between injection and ignition is less than 10°CA, the flame structure of plume ignition will be formed; when the interval between injection and ignition is greater than 10°CA and less than 16°CA, the flame form of concentration stratification will be formed; when the interval is greater than 16°CA, the homogeneous flame structure will be formed. The flame propagation speed of plume ignition is significantly higher than that of the other two combustion modes. Under the three combustion modes, the injection and ignition schemes are adjusted several times. When the injection time is -8°CA ATDC and the ignition time is -2°CA ATDC, the flame structure is the plume ignition structure. The indicated thermal efficiency is higher than the other two combustion modes, and the indicated thermal efficiency of the engine is up to 52.8%.
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Aghahasani, Mahdi, Ayat Gharehghani, Amin Mahmoudzadeh Andwari, Maciej Mikulski, Apostolos Pesyridis, Thanos Megaritis, and Juho Könnö. "Numerical Study on Hydrogen–Gasoline Dual-Fuel Spark Ignition Engine." Processes 10, no. 11 (November 1, 2022): 2249. http://dx.doi.org/10.3390/pr10112249.
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Hydrogen, as a suitable and clean energy carrier, has been long considered a primary fuel or in combination with other conventional fuels such as gasoline and diesel. Since the density of hydrogen is very low, in port fuel-injection configuration, the engine’s volumetric efficiency reduces due to the replacement of hydrogen by intake air. Therefore, hydrogen direct in-cylinder injection (injection after the intake valve closes) can be a suitable solution for hydrogen utilization in spark ignition (SI) engines. In this study, the effects of hydrogen direct injection with different hydrogen energy shares (HES) on the performance and emissions characteristics of a gasoline port-injection SI engine are investigated based on reactive computational fluid dynamics. Three different injection timings of hydrogen together with five different HES are applied at low and full load on a hydrogen–gasoline dual-fuel SI engine. The results show that retarded hydrogen injection timing increases the concentration of hydrogen near the spark plug, resulting in areas with higher average temperatures, which led to NOX emission deterioration at −120 Crank angle degree After Top Dead Center (CAD aTDC) start of injection (SOI) compared to the other modes. At −120 CAD aTDC SOI for 50% HES, the amount of NOX was 26% higher than −140 CAD aTDC SOI. In the meanwhile, an advanced hydrogen injection timing formed a homogeneous mixture of hydrogen, which decreased the HC and soot concentration, so that −140 CAD aTDC SOI implied the lowest amount of HC and soot. Moreover, with the increase in the amount of HES, the concentrations of CO, CO2 and soot were reduced. Having the HES by 50% at −140 CAD aTDC SOI, the concentrations of particulate matter (PM), CO and CO2 were reduced by 96.3%, 90% and 46%, respectively. However, due to more complete combustion and an elevated combustion average temperature, the amount of NOX emission increased drastically.
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Sher, E., and Y. Hacohen. "Measurements and Predictions of the Fuel Consumption and Emission of a Spark Ignition Engine Fuelled with Hydrogen-Enriched Gasoline." Proceedings of the Institution of Mechanical Engineers, Part A: Journal of Power Engineering 203, no. 3 (August 1989): 155–62. http://dx.doi.org/10.1243/pime_proc_1989_203_022_02.
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The effect of the amount of hydrogen addition on the fuel consumption and emission of a spark ignition engine has been studied. Dynamometer test results for a wide range of engine speeds, engine loads, equivalent ratio and hydrogen enrichment under steady state operation are presented, and the engine requirements for minimum b.s.f.c. are specified. A detailed model to simulate a four-stroke cycle of a spark ignition engine fuelled with hydrogen-enriched gasoline was used to predict the optimal amount of hydrogen supplement as well as the corresponding minimum best torque (MBT) optimal throttle position and emissions levels of CO and NOx. It has been shown that a significant reduction in the b.s.f.c, in the order of 20 per cent, is achieved with hydrogen-enriched gasoline for a hydrogen-fuel mass ratio of 6 per cent and equivalence ratio of 0.65. A very smooth operation has been observed under these conditions. The energy conversion gain is prominent at partial loads and depends only to a limited extent on the engine speed.
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Guo, Hao, Song Zhou, Jiaxuan Zou, and Majed Shreka. "A Numerical Investigation on De-NOx Technology and Abnormal Combustion Control for a Hydrogen Engine with EGR System." Processes 8, no. 9 (September 17, 2020): 1178. http://dx.doi.org/10.3390/pr8091178.
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The combustion emissions of the hydrogen-fueled engines are very clean, but the problems of abnormal combustion and high NOx emissions limit their applications. Nowadays hydrogen engines use exhaust gas recirculation (EGR) technology to control the intensity of premixed combustion and reduce the NOx emissions. This study aims at improving the abnormal combustion and decreasing the NOx emissions of the hydrogen engine by applying a three-dimensional (3D) computational fluid dynamics (CFD) model of a single-cylinder hydrogen-fueled engine equipped with an EGR system. The results indicated that peak in-cylinder pressure continuously increased with the increase of the ignition advance angle and was closer to the top dead center (TDC). In addition, the mixture was burned violently near the theoretical air–fuel ratio, and the combustion duration was shortened. Moreover, the NOx emissions, the average pressure, and the in-cylinder temperature decreased as the EGR ratio increased. Furthermore, increasing the EGR ratio led to an increase in the combustion duration and a decrease in the peak heat release rate. EGR system could delay the spontaneous combustion reaction of the end-gas and reduce the probability of knocking. The pressure rise rate was controlled and the in-cylinder hot spots were reduced by the EGR system, which could suppress the occurrence of the pre-ignition in the hydrogen engine.
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Mat Taib, Norhidayah, Mohd Radzi Abu Mansor, and Wan Mohd Faizal Wan Mahmood. "Simulation of Hydrogen Fuel Combustion in Neon-oxygen Circulated Compression Ignition Engine." CFD Letters 12, no. 12 (December 7, 2020): 1–16. http://dx.doi.org/10.37934/cfdl.12.12.116.
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The elimination of NOx emissions for hydrogen combustion in the compression ignition (CI) engine is the primary concern, therefore replacing nitrogen with noble gas is one of the solutions to the eliminated the NOx emission. Current research trend focuses on oxygen-argon as the most suitable working. When using argon, external heating for intake is required for low compression ratio (CR) engines. Hence, neon is another potential solution because it has a high specific heat ratio that is as high as other noble gasses with the specific heat capacity, Cp, which is almost identical to nitrogen. This advantage pointed to neon as the best nitrogen replacement option. This paper aims to study neon-oxygen as the working gas for stabilization of the hydrogen ignition with the standard ambient intake condition. In addition, the optimum intake temperature and suitable CR was also determined from the analysis of the combustion properties. A computational analysis was performed using Converge CFD software with specific initial temperature and CR conditions base on Yanmar NF19SK engine. The study showed that the mean initial hydrogen temperature in the neon-oxygen atmosphere was lower than that of oxygen-argon. However, the initial minimum temperature needed for compression ratio 10:1 is 310 K, with a slightly unstable ignition and potential of knock. Hence, the most suitable initial temperature is at 340K. For higher CR, external heating on intake gas is no longer required; hence the engine output was increased. Neon-oxygen is available in CI engine hydrogen combustion at a higher compression ratio with no modification. Analysis of the injection parameters and control of heat loss in the neon-oxygen atmosphere is needed for hydrogen combustion strategies for this type of engine.
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Dimitrov, Evgeni, Boyko Gigov, Spas Pantchev, Philip Michaylov, and Mihail Peychev. "A study of hydrogen fuel impact on compression ignition engine performance." MATEC Web of Conferences 234 (2018): 03001. http://dx.doi.org/10.1051/matecconf/201823403001.
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In this paper, a dual-fuel compression ignition engine test bench is presented. In hydrogen-diesel fuel co-combustion conditions, the engine parameters are determined – performance: effective torque, effective power and mean effective pressure; fuel economy: fuel consumption and specific fuel consumption; toxicity: carbon monoxide, carbon dioxide, nitrogen oxides, hydrocarbons, and smoke emissions (opacity). The impact of hydrogen-diesel fuel mass ratio on the performance, toxicity and economy of the engine is studied by obtaining a series of hydrogen-diesel fuel ratio variation characteristics at constant engine speed and load. Improvement of the economical parameters of the engine and reduction of carbon dioxide concentration in exhaust gases is detected under operation with hydrogen gas fuel. Significant reduction of the exhaust gases opacity is observed. It is not clear what the impact of the quantity of hydrogen, injected in the engine, on the concentration of nitrogen oxides in the exhaust gases is.
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Kazim, Ali Hussain, Muhammad Bilal Khan, Rabia Nazir, Aqsa Shabbir, Muhammad Salman Abbasi, Hamza Abdul Rab, and Nabeel Shahid Qureishi. "Effects of oxyhydrogen gas induction on the performance of a small-capacity diesel engine." Science Progress 103, no. 2 (April 2020): 003685042092168. http://dx.doi.org/10.1177/0036850420921685.
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Compression ignition engines are one of the world’s largest consumers of fossil oil but have energy extraction efficiency limited to 35%. Addition of hydrogen alongside diesel fuel has been found to improve engine performance and efficiency; however, after a certain limit, hydrogen begins to show adverse effects, mainly because the ratio of oxygen to fuel decreases. This can be overcome by using oxyhydrogen, which is a mixture of hydrogen and oxygen gas. In this study, effects of addition of oxyhydrogen generated by electrolysis, with varying flows at the intake manifold, on a 315 cc compression ignition engine alongside diesel were analyzed. The engine was mounted on a Thepra test bed and torque measurements were taken at predetermined test points for diesel and 6 and 10 standard cubic feet per hour flowrates of oxyhydrogen. H10 showed the maximum improvement in engine performance equating to a 22.4% increase in both torque and power at 3000 r/min, and a 19.4% increase in efficiency at 2600 r/min was recorded. The large increase in engine performance as compared to previous results is because of high oxyhydrogen flowrate to displacement volume ratio. The oxyhydrogen flowrate to displacement ratio is the most important factor as it is directly impacts engine performance. The difference in engine performance because of oxyhydrogen becomes prominent at higher engine speed due to high suction pressure. No experimental flowrates of oxyhydrogen showed any adverse effect on the engine performance.
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Wu, Horng-Wen, Tzu-Ting Hsu, and Rong-Fang Horng. "Hydrogen-Rich Gas for Clean Combustion in a Dual-Fuel Compression Ignition Engine." Journal of Clean Energy Technologies 5, no. 2 (2017): 135–41. http://dx.doi.org/10.18178/jocet.2017.5.2.358.
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Puspitasari, Indah, Noorsakti Wahyudi, Kuntang Winangun, and Fadil Noor Rofiq. "APLIKASI GAS HHO PADA SEPEDA MOTOR INJEKSI DENGAN MODIFIKASI ECU AFTERMARKET (TIMING PENGAPIAN)." Jurnal Rekayasa Mesin 13, no. 2 (August 31, 2022): 553–62. http://dx.doi.org/10.21776/jrm.v13i2.1108.
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HHO gas is a gas produced from electrolysis, which is the decomposition of an electrolyte using an electric current which produces Hydrogen Gas and Oxygen Gas / Hydrogen Hydrogen Oxygen. The purpose of this study was to determine the application of HHO gas by increasing ignition timing by 3º, 6º, and 9º using an aftermarket ECU on engine performance and injection motor emissions. The method used in this study is an experiment, testing using a dinotest measuring instrument and a gas analyzer. The results obtained are the highest average power value in all tests obtained on the variable use of HHO Gas without variations in ignition timing using an aftermarket ECU of 5.90 HP at 3500 Rpm engine speed, an increase of 0.13% from the conditions of HHO Gas usage and forward time. . ignition of 3º and 6º, an increase of 0.27% from HHO gas usage conditions and a forward ignition time of 9º. Then the highest average torque value from all tests was obtained on the variable using HHO Gas and variations in ignition timing using an aftermarket ECU with an advance of 3º of 14.39 Nm at 3000 rpm engine speed, an increase of 0.29% from conditions using HHO Gas without using Variation ignition timing using aftermarket ECU.
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Park, Bum Youl, Ki-Hyung Lee, and Jungsoo Park. "Conceptual Approach on Feasible Hydrogen Contents for Retrofit of CNG to HCNG under Heavy-Duty Spark Ignition Engine at Low-to-Middle Speed Ranges." Energies 13, no. 15 (July 28, 2020): 3861. http://dx.doi.org/10.3390/en13153861.
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Hydrogen-based engines are progressively becoming more important with the increasing utilization of hydrogen and layouts (e.g., onboard reforming systems) in internal combustion engines. To investigate the possibility of HICE (hydrogen fueled internal combustion engine), such as an engine with an onboard reforming system, which is introduced as recent technologies, various operating areas and parameters should be considered to obtain feasible hydrogen contents itself. In this study, a virtual hydrogen-added compressed natural gas (HCNG) model is built from a modified 11-L CNG (Compressed Natural Gas) engine, and a response surface model is derived through a parametric study via the Latin hypercube sampling method. Based on the results, performance and emission trends relative to hydrogen in the HCNG engine system are suggested. The operating conditions are 1000, 1300, and 1500 rpm under full load. For the Latin hypercube sampling method, the dominant variables include spark timing, excess air ratio (i.e., λCH4+H2), and H2 addition. Under target operating conditions of 1000, 1300, and 1500 rpm, the addition of 6–10% hydrogen enables the virtual HCNG engine to reach similar levels of torque and BSFC (brake specific fuel consumption) compared to same lambda condition of λCH4. For the relatively low 1000 rpm speed under conditions similar to those of the base engine, NOx formation is greater than base engine condition, while a similar NOx level can be maintained under the middle speed range (1300 and 1500 rpm) despite hydrogen addition. Upon addition of 6–10% hydrogen under the middle speed operation range, the target engine achieves performance and emission similar to those of the base engine.
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Pukalskas, Saugirdas, Alfredas Rimkus, Mindaugas Melaika, Zenonas Bogdanovičius, and Jonas Matijošius. "NUMERICAL INVESTIGATION ON THE EFFECTS OF GASOLINE AND HYDROGEN BLENDS ON SI ENGINE COMBUSTION." Agricultural Engineering 46, no. 1 (September 10, 2014): 66–77. http://dx.doi.org/10.15544/ageng.2014.006.
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Even small amount additive (10…15% by volume from whole air amount) of hydrogen (H2) into spark ignition (SI) engines obviously effects ecological parameters and engine efficiency because of H2 exclusive properties. SI engine work process simulation was made using AVL Boost simulation software. Analysis of results showed that engine power depends a lot on H2 supply technique into engine; NOx amount in exhaust gases directly proportional to the amount of H2, however, making mixture leaner up to λ = 1.6, it is possible to reach significant NOx decrease. Increased amount of H2 as an additive in fuel, changes H/C ratio in fuel mixture, also hydrogen improves properties of the mixture (particularly lean) and combustion of hydrocarbons what can be a reason of decreased HC emissions in exhaust gases. Keyword(s): Hydrogen and gasoline mixture, engine efficiency, exhaust gases, nitrous oxides, hydrocarbons, simulation.
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Wang, Binbin, Chuanlei Yang, Hechun Wang, Deng Hu, Baoyin Duan, and Yinyan Wang. "Study on Combustion and Emission Performance of Dual Injection Strategy for Ammonia/Hydrogen Dual-Fuel Engine." Journal of Physics: Conference Series 2437, no. 1 (January 1, 2023): 012027. http://dx.doi.org/10.1088/1742-6596/2437/1/012027.
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Abstract To realize zero carbon emission in internal combustion engines and boost the growth of ammonia fuel, we mixed a few hydrogens into ammonia fuel to boost the atomization and combustion performance in the combustion chamber. We study hydrogen and ammonia mixed and injected directly through two injectors, the intake temperature is 551k, to find the best injection advance angle combination to ensure the overall working performance of the ammonia Dual fuel engine. The investigation shows that when the main/auxiliary fuel injection timing is 704°CA, the knock value is less than 2, the combustion in the cylinder is gentle, and the negative work phenomenon of knock combustion is avoided. The engine power is the highest and the best economy. The emissions of soot, CO, HC, and CH2O are at a very low level, the CO2 content before and after combustion increases to zero, and the NOx emission is slightly higher than the original engine. We will improve engine NOx emission through SCR Technology in the future. The investigation results will boost the development of an ammonia and hydrogen compression ignition engine and boost the internal combustion engine to zero carbon combustion mode.
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Nguyen, Quang Trung, and Minh Duc Le. "Effects of Compression Ratios on Combustion and Emission Characteristics of SI Engine Fueled with Hydrogen-Enriched Biogas Mixture." Energies 15, no. 16 (August 18, 2022): 5975. http://dx.doi.org/10.3390/en15165975.
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The effects of hydrogen-enriched biogas on combustion and emissions of a dual-fuel spark-ignition engine with different hydrogen concentration ratios were studied numerically. A 1-cylinder spark ignition was used to perform a numerical simulation. To reveal the influence of the compression ratios on combustion and emissions of a gaseous engine, the crankshaft of the engine was modified to generate different compression ratios of 8.5, 9.0, 9.4, 10.0, and 10.4. The biogas contained 60 and 40% methane (CH4) and carbon dioxide (CO2), respectively, while the hydrogen fractions used to enrich biogas were 10, 20, and 30% of the mixture by volume. The ignition timing is fixed at 350 CA°. The results indicate that the in-cylinder pressure, combustion temperature, and combustion burning speed increase gradually with increasing hydrogen concentration due to the combustion characteristics of hydrogen in blends. As increasing the compression ratio, NOx emissions increase proportionally, while CO2 emissions decrease gradually. Almost no combustion process occurs as operating the compression ratio below 8.5 when using pure biogas. However, adding 20% of hydrogen fraction could improve the combustion process significantly even at a low compression ratio.