Paper Title

Development and comparative experimental investigations of laser plasma and spark plasma ignited hydrogen enriched compressed natural gas fueled engine

Authors

Profile picture of Avinash Kumar Agarwal
Avinash Kumar Agarwal
Profile picture of Rajesh Kumar Prasad
Rajesh Kumar Prasad

Keywords

  • Port-Fuel-Injection
  • PFI
  • Spark Ignition Engine
  • SI Engine
  • Laser Ignition
  • LI
  • Brake Mean Effective Pressure
  • BMEP
  • Air-Fuel Ratio
  • Lambda
  • Naturally Aspirated Conditions
  • Hydrogen-Enriched Compressed Natural Gas
  • HCNG
  • Compressed Natural Gas
  • CNG
  • Dynamic Fuel Mixing System
  • Q-Switched Nd:YAG Laser
  • Converging Lens
  • Peak Pressure
  • Pmax
  • Top Dead Center
  • TDC
  • Rate Of Pressure Rise
  • RoPR
  • Heat Release Rate
  • HRR
  • Brake Thermal Efficiency
  • BTE
  • Brake Specific Fuel Consumption
  • BSFC
  • Brake Specific Hydrocarbon Emissions
  • BSHC
  • Brake Specific NOx Emissions
  • BSNOx
  • Hydrogen Fueling
  • Lean-Burn Combustion
  • Engine Performance
  • Emissions Reduction
  • Alternative Fuels

Journal

Energy External link

Research Impact Tools

DOI

DOI Icon 10.1016/j.energy.2020.119282

Publication Info

Volume: 216 | Pages: 119282

Published On

February, 2021

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Abstract

A customized port-fuel-injection (PFI) SI engine was operated in spark ignition (SI) and laser ignition (LI) modes at varying brake mean effective pressure (BMEP) and relative air-fuel ratio (λ) under naturally aspirated conditions. Test fuel used were hydrogen enriched compressed natural gas (HCNG) mixtures and results were compared with baseline CNG. For H2 enrichment of CNG, a customized dynamic fuel mixing system was developed. For LI, a solid state Q-switched Nd:YAG laser (200 mJ; 30 Hz; 6–9 ns) was used, and the laser beam was focused using a converging lens of 50 mm focal length. Experiments of HCNG fueling exhibited relatively higher peak pressure (Pmax) with its peak shifted closer to the top dead center (TDC). H2 enrichment of CNG led to increase in peak in-cylinder Pmax (by ∼2.9 bar), RoPR (by ∼0.72 bar/deg) and HRR (by ∼7.2 kJ/m3.deg) for 40HCNG compared to baseline CNG. The maximum BTE was observed to be ∼42.8% (at λ = 1.4) in LI mode for 30HCNG fueled engine. The lowest BSFC obtained were at λ = 1.2 for HCNG in SI mode, while corresponding value in LI mode was obtained at λ = 1.4. BSHC emissions were always lower for LI mode than the SI mode. At 3.96 bar BMEP, BSHC emissions reduced from 0.54 g/kWh (for CNG) to 0.35 g/kWh (for 40HCNG), which further reduced to 0.21 g/kWh (for H2) in LI mode. BSNOx emissions increased with increasing BMEP but reduced from 0.89 g/kWh at λ = 1.5 for CNG to 0.17 g/kWh for 30HCNG at λ = 1.7 at 30 Nm load.

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