Effect of addition of hydrogen and TiO2 in gasoline engine in various exhaust gas recirculation ratio

The effects of hydrogen ratios on combustion and emission characteristics of gasoline engine were studied under different exhaust gas recirculation (EGR), ignition timing and ignition pressure. The test performed in a modified gasoline direct ignition engine at different hydrogen ratios of 0%, 5%, 10% and 25%. In addition, the EGR rate set to 0%, 5%, 10% and 20% to study the combustion and emission characteristics. Addition to the different hydrogen fractions, 5% of TiO₂ is added to increase the combustion characteristics with reduced emission. Regarding the results of the current study, the engine torque increases by 15% due to the addition of hydrogen in gasoline, while mechanical efficiency is improved by achieving a large throttle opening. At the same time, NOx emission decreased by 62% compared to the unmodified engine due to the influence of EGR, hydrogen ratio and high oxygen concentration TiO₂. Moreover, the emission of CO and HC also reduced due to the influence of hydrogen fuel. Additionally, few more tests are taken to monitor the effect of the injection pressure for the hydrogen fuel. Higher injection reports higher effective thermal efficiency at 4 MPa and lower NOx. Reasonable injection pressure results in shorten flame development period.     

直喷汽油机采用不同缸内稀释技术的性能研究

针对一款4缸1.5L废气涡轮增压缸内直喷汽油(GDI)发动机,进行了废气再循环(EGR)缸内稀释燃烧技术、空气缸内稀释燃烧技术与原机燃烧的经济性、排放特性对比试验研究。研究了不同缸内稀释技术对发动机性能和排放影响的变动规律,并对比分析了相同稀释率下、采用不同稀释技术时发动机的性能变化。结果表明:空气稀释率在49.5%时比油耗相比原机下降6.2%,而EGR稀释率在20.5%时经济性改善4.2%,在相同稀释率时,EGR稀释可采用更为提前的点火角实现更优的燃烧相位,但空气稀释所带来的多变指数提升使其经济性优于EGR稀释,且发动机燃烧系统对空气稀释程度具有更强的容忍性;NOx排放在空气稀释率为11.0%时达到峰值水平,随后随着稀释率的提高不断下降,而EGR稀释的NOx排放随着稀释率的提高持续大幅下降;空气稀释的CO排放水平远低于原机,EGR稀释的CO排放随着稀释率的增加而略有下降;对于HC排放,空气稀释的排放量低于EGR稀释,而当空气稀释率由49.5%增加为68.0%时,HC排放出现较大幅度上升。     

The effects of hydrogen on the combustion,performance and emissions of a turbo gasoline direct-injection engine with exhaust gas recirculation

The effects of hydrogen on the combustion characteristics, thermal efficiency, and emissions of a turbo gasoline direct-injection engine with exhaust gas recirculation (EGR) were investigated experimentally at brake mean effective pressures of 4, 6, and 8 bar at 2000 rpm. Four cases of hydrogen energy fraction (0%, 1%, 3% and 5%) of total fuel energy were studied. Hydrogen energy fraction of total fuel energy was hydrogen energy in the sum of energy of consumed gasoline and added hydrogen. The test results demonstrated that hydrogen addition improved the combustion speed and reduced cycle-to-cycle variation. In particular, cylinder-to-cylinder variation dramatically decreased with hydrogen addition at high EGR rates. This suggests that the operable EGR rate can be widened for a turbo gasoline direct-injection engine. The improved combustion and wider operable EGR rate resulted in enhanced thermal efficiency. However, the turbocharging effect acted in opposition to the thermal efficiency with respect to the EGR rate. Therefore, a different strategy to improve the thermal efficiency with EGR was required for the turbo gasoline direct-injection engine. HC and CO₂ emissions were reduced but NO_X emissions increased with hydrogen addition. The CO emissions as a function of engine load followed different trends that depended on the level of hydrogen addition.     

Engine combustion and emission fuelled with natural gas: A review

Natural gas (NG) is one of the most important and successful alternative fuels for vehicles. Engine combustion and emission fuelled with natural gas have been reviewed by NG/gasoline bi-fuel engine, pure NG engine, NG/diesel dual fuel engine and HCNG engine. Compared to using gasoline, bi-fuel engine using NG exhibits higher thermal efficiency; produces lower HC, CO and PM emissions and higher NOx emission. The bi-fuel mode can not fully exert the advantages of NG. Optimization of structure design for engine chamber, injection parameters including injection timing, injection pressure and multi injection, and lean burn provides a technological route to achieve high efficiency, low emissions and balance between HC and NOx. Compared to diesel, NG/diesel dual fuel engine exhibits longer ignition delay; has lower thermal efficiency at low and partial loads and higher at medium and high loads; emits higher HC and CO emissions and lower PM and NOx emissions. The addition of hydrogen can further improve the thermal efficiency and decrease the HC, CO and PM emissions of NG engine, while significantly increase the NOx emission. In each mode, methane is the major composition of THC emission and it has great warming potential. Methane emission can be decreased by hydrogen addition and after-treatment technology.     

Investigation of hydrogen addition to methanol-gasoline blends in an SI engine

In this study, effects of hydrogen-addition on the performance and emission characteristics of Methanol-Gasoline blends in a spark ignition (SI) engine were investigated. Experiments were conducted with a four-cylinder and four stroke spark ignition engine. Performance tests were performed via measuring brake thermal efficiency, brake specific fuel consumption, cylinder pressure and exhaust emissions (CO, CO₂, HC, NOx). These performance metrics were analyzed under three engine load conditions (no load, 50% and 100%) with a constant speed of 2000 rpm. Methanol was added to the gasoline up to 15% by volume (5%, 10% and 15%). Besides, hydrogen was added to methanol-gasoline mixtures up to 15% by volume (3%, 6%, 9% and 15%). Results of this study showed that methanol addition increases BSFC by 26% and decreases thermal efficiency by 10.5% compared to the gasoline. By adding hydrogen to the methanol - gasoline mixtures, the BSFC decreased by 4% and the thermal efficiency increased by 2% compared to the gasoline. Hydrogen addition to methanol – gasoline mixtures reduces exhaust emissions by about 16%, 75% and 15% of the mean average values of HC, CO and CO2 emissions, respectively. Lastly, ?t was concluded that hydrogen addition improves combustion process; CO and HC emissions reduce as a result of the leaning effect caused by the methanol addition; and CO2 and NOx emission increases because of the improved combustion.     

燃烧参数对汽油/柴油双燃料HPCC性能和排放影响的试验

在一台改造的单缸柴油机上,转速为1,500,r/min、平均指标压力为0.9,MPa工况进行了不同参数对汽油/柴油双燃料高比例预混合低温燃烧(HPCC)方式燃烧和排放性能影响的试验研究.结果表明,调整EGR率和汽油比例可实现HPCC燃烧过程优化,在保持发动机高燃油经济性的前提下使NOx和碳烟(Soot)排放大幅降低;进气压力对Soot的影响不明显,但进气压力过低将限制汽油比例的提高,NOx排放偏高,进气压力过高使燃烧效率和热效率降低;提高柴油喷油压力,滞燃期延长,最大压升率及最大爆发压力降低;提高喷油压力可同时降低NOx和Soot排放,但喷油压力对燃烧效率、指示油耗、HC和CO排放影响不大.在HPCC燃烧中,通过优化EGR率、汽油比例、进气压力和柴油喷油压力,在不使用后处理器的前提下可使NOx和Soot排放分别低于0.4,g/(kW.h)和0.003,g/(kW.h),并保持较高的热效率,但HC和CO排放偏高,需要采用有较高转换效率的氧化后处理器加以解决.     

Combustion and emissions characteristics of a hybrid hydrogen–gasoline engine under various loads and lean conditions

The addition of hydrogen is an effective way for improving the gasoline engine performance at lean conditions. In this paper, an experiment aiming at studying the effect of hydrogen addition on combustion and emissions characteristics of a spark-ignited (SI) gasoline engine under various loads and lean conditions was carried out. An electronically controlled hydrogen port-injection system was added to the original engine while keeping the gasoline injection system unchanged. A hybrid electronic control unit was developed and applied to govern the spark timings, injection timings and durations of hydrogen and gasoline. The test was performed at a constant engine speed of 1400 rpm, which could represent the engine speed in the typical city-driving conditions with a heavy traffic. Two hydrogen volume fractions in the total intake of 0% and 3% were achieved through adjusting the hydrogen injection duration according to the air flow rate. At a specified hydrogen addition level, gasoline flow rate was decreased to ensure that the excess air ratios were kept at 1.2 and 1.4, respectively. For a given hydrogen blending fraction and excess air ratio, the engine load, which was represented by the intake manifolds absolute pressure (MAP), was increased by increasing the opening of the throttle valve. The spark timing for maximum brake torque (MBT) was adopted for all tests. The experimental results demonstrated that the engine brake mean effective pressure (Bmep) was increased after hydrogen addition only at low load conditions. However, at high engine loads, the hybrid hydrogen–gasoline engine (HHGE) produced smaller Bmep than the original engine. The engine brake thermal efficiency was distinctly raised with the increase of MAP for both the original engine and the HHGE. The coefficient of variation in indicated mean effective pressure (COVimep) for the HHGE was reduced with the increase of engine load. The addition of hydrogen was effective on improving gasoline engine operating instability at low load and lean conditions. HC and CO emissions were decreased and NOx emissions were increased with the increase of engine load. The influence of engine load on CO₂ emission was insignificant. All in all, the effect of hydrogen addition on improving engine combustion and emissions performance was more pronounced at low loads than at high loads.     

进气压力对汽油低温压燃的影响

在一台装有电液可变气门的单缸柴油机上,通过改变进气压力,研究了不同喷油正时和内部废气再循环(EGR)率下汽油压燃的燃烧特性和排放特性,并对实现汽油燃料高效清洁稳定低温燃烧(如平均指示压力循环波动系数5%,NOx排放低于0.4g/(kW·h),烟度低于0.1FSN,CO和HC排放尽可能低)的控制区间进行了探索研究。内部EGR通过排气门两次开启实现,发动机转速和循环喷油量分别固定为1 500r/min和28mg。研究结果表明,基于燃油早喷、较低内部EGR率和适量进气压力(0.12MPa)的协同控制可以使辛烷值为93的汽油在平均指示压力约为0.47MPa的工况下实现高效清洁燃烧。     

Effect of hydrogen addition on the idle performance of a spark ignited gasoline engine at stoichiometric condition

With regard to the improvement of efficiency, combustion stability, and emissions in a gasoline engine at idle condition, an experimental study aimed at improving engine idle performance through hydrogen addition was carried out on a 4-cylinder gasoline-fueled spark ignited (SI) engine. The engine was modified to be fueled with the mixture of gasoline and hydrogen injected into the intake ports simultaneously. A self-developed electronic control unit (DECU) was dedicatedly used to control the injection timings and injection durations of gasoline and hydrogen. Other parameters, such as spark timing and idle valve opening, were controlled by the original engine electronic control unit (OECU). Various hydrogen enrichment levels were selected to investigate the effect of hydrogen addition on engine speed fluctuation, thermal efficiency, combustion characteristics, cyclic variation and emissions under idle and stoichiometric conditions. The experimental results showed that thermal efficiency, combustion performance, NO_x emissions are improved with the increase of hydrogen addition level. The HC and CO emissions first decrease with the increasing hydrogen enrichment level, but when hydrogen energy fraction exceeds 14.44%, it begins to increase again at idle and stoichiometric conditions.     

Performance and emission characteristics of CIE using hydrogen,biodiesel, and massive EGR

Hydrogen is considered as an excellent energy carrier and can be used in diesel engines that operate in dual fuel mode. Many studies have shown that biodiesel, which is sustainable, clean, and safe, a good alternative to fossil fuel. However, tests have confirmed that using biodiesel or hydrogen as a fuel or added fuel in compression ignition engines increases NOx concentrations. Cooled or hot exhaust gas recirculation (EGR) effectively controls the NOx outflows of diesel engines. However, this technique is restricted by high particulate matter PM emissions and the low thermal efficiency of diesel engines.In this study, gaseous hydrogen was added to the intake manifold of a diesel engine that uses biodiesel fuel as pilot fuel. The investigation was conducted under heavy-EGR conditions. An EGR system was modified to achieve the highest possible control on the EGR ratio and temperature. Hot EGR was recirculated directly from the engine exhaust to the intake manifold. A heat exchanger was utilized to maintain the temperature of the cooled EGR at 25 °C.The supplied hydrogen increased NOx concentrations in the exhaust gas emissions and high EGR rates reduced the brake thermal efficiency. The reduction in NOx emissions depended on the added hydrogen and the EGR ratios when compared with pure diesel combustion. Adding hydrogen to significant amounts of recycled exhaust gas reduced the CO, PM, and unburned hydrocarbon (HC) emissions significantly. Results showed that using hydrogen and biodiesel increases engine noise, which is reduced by adding high levels of EGR.     

Starting a spark-ignited engine with the gasoline-hydrogen mixture

Because of the increased fuel-film effect and dropped combustion temperature, spark-ignited (SI) gasoline engines always expel large amounts of HC and CO emissions during the cold start period. This paper experimentally investigated the effect of hydrogen addition on improving the cold start performance of a gasoline engine. The test was carried out on a 1.6-L, four-cylinder, SI engine equipped with an electronically controlled hydrogen injection system. A hybrid electronic control unit (HECU) was applied to control the opening and closing of hydrogen and gasoline injectors. Under the same environmental condition, the engine was started with the pure gasoline and gasoline-hydrogen mixture, respectively. After the addition of hydrogen, gasoline injection duration was adjusted to ensure the engine to be started successfully. All cold start experiments were performed at the same ambient, coolant and oil temperatures of 17 °C. The test results showed that cylinder and indicated mean effective pressures in the first cycle were effectively improved with the increase of hydrogen addition fraction. Engine speed in the first 20 start cycles increased with hydrogen blending ratio. However, in later cycles, engine speed varied only a little with and without hydrogen addition due to the adoption of close loop control on engine speed. Because of the low ignition energy and high flame speed of hydrogen, both flame development and propagation durations were shortened after hydrogen addition. HC and CO emissions were dropped markedly after hydrogen addition due to the enhanced combustion process. When the hydrogen flow rate increased from 0 to 2.5 and 4.3 L/min, the instantaneous peak HC emissions were sharply reduced from 57083 to 17850 and 15738 ppm, respectively. NOx emissions were increased in the first 5 s and then reduced later after hydrogen addition.     

Experimental study on lean-burn characteristics of an SI engine with hydrogen/gasoline combined injection and EGR

Hydrogen has shown potential for improving the combustion and emission characteristics of the spark ignition (SI) dual-fuel engine. To reduce the additional NO_x emissions caused by hydrogen direct injection, in this research, the cooperative control of the addition of hydrogen with exhaust gas recirculation (EGR) in the hydrogen/gasoline combined injection engine was investigated. The results indicate that both the addition of hydrogen and the use of EGR can increase the brake mean effective pressure (BMEP). As the α_H2 value increases from 0% to 25%, the maximum BMEP increases by 9%, 12.70%, 16.50%, 11.30%, and 8.20%, respectively, compared with the value without EGR at λ = 1.2. The CA0-10 tends to increase with increases in the EGR rate. However, the effect of EGR in increasing the CA0-10 can be offset by the addition of 15% hydrogen at λ = 1.2. Measurements of the coefficient of variation of the indicated mean effective pressure (COV_IMEP) indicate that the addition of hydrogen can effectively extend the EGR limit. Regarding gaseous emissions, NO_x emissions, after the introduction of EGR and the addition of hydrogen, are lower than those of pure gasoline without EGR. An 18% EGR rate yields a significant reduction in NO_x, reaching maximum decreases of about 82.7%, 77.8%, and 60% compared to values without EGR at λ = 1.0, 1.2, and 1.4, respectively. As the EGR rate increases, the hydrocarbon (HC) emissions continuously increase, whereas a blend of 5% hydrogen can significantly reduce the HC emissions at high EGR rates at λ = 1.4. Finally, according to combustion and emissions, the coupling of a 25% addition of hydrogen with 30% EGR at λ = 1.2, and the coupling of a 20% addition of hydrogen with an 18% EGR rate at λ = 1.4 yield the best results.     

Numerical study on effects of hydrogen direct injection on hydrogen mixture distribution,combustion and emissions of a gasoline/hydrogen SI engine under lean burn condition

A numerical study on effects of hydrogen direct injection on hydrogen mixture distribution, combustion and emissions was presented for a gasoline/hydrogen SI engine. Under lean burn conditions, five different direct hydrogen injection timings were applied at low speeds and low loads on SI engines with direct hydrogen injection (HDI) and gasoline port injection. The results were showed as following: firstly, with the increase of hydrogen direct injection timing, the hydrogen concentration near the sparking plug first increases and then decreases, reaching the highest when hydrogen direct injection timing is 120°CA BTDC: Secondly, hydrogen can speed up the combustion rate. The main factor affecting the combustion rate and efficiency is the hydrogen concentration near the sparking plug: Thirdly, in comparing with gasoline, the NO_X emissions with hydrogen addition increase by an average of 115%. For different hydrogen direct injection timings, the NO_X emissions of 120°CA BTDC is the highest, which is 29.9% higher than the 75°CA BTDC. The hydrogen addition make the NO_X emissions increase in two ways. On the one hand, the average temperature with hydrogen addition is higher. On the other hand, the temperature with hydrogen addition is not homogeneous, which makes the peak of temperature much higher. In a word, the main factor of NO_X emissions is the size of high temperature zone in the cylinder: Finally, because the combustion is more complete, in comparing with gasoline, hydrogen addition can reduce the CO and HC emissions by 32.2% and 80.4% respectively. Since a more homogeneous hydrogen mixture distribution can influence a lager zone in the cylinder and reduce the wall quenching distance, these emissions decrease with the increase of hydrogen direct injection timing. The CO and HC emissions of 135°CA BTDC decrease by 41.5% and 71.4%, respectively, compared to 75°CA BTDC.     

Experimental study of engine performance and emissions for hydrogen diesel dual fuel engine with exhaust gas recirculation

With an alarming enlargement in vehicular density, there is a threat to the environment due to toxic emissions and depleting fossil fuel reserves across the globe. This has led to the perpetual exploration of clean energy resources to establish sustainable transportation. Researchers are continuously looking for the fuels with clean emission without compromising much on vehicular performance characteristics which has already been set by efficient diesel engines. Hydrogen seems to be a promising alternative fuel for its clean combustion, recyclability and enhanced engine performance. However, problems like high NOx emissions is seen as an exclusive threat to hydrogen fuelled engines. Exhaust gas recirculation (EGR), on the other hand, is known to overcome the aforementioned problem. Therefore, this study is conducted to study the combined effect of hydrogen addition and EGR on the dual fuelled compression ignition engine on a single cylinder diesel engine modified to incorporate manifold hydrogen injection and controlled EGR. The experiments are conducted for 25%, 50%, 75% and 100% loads with the hydrogen energy share (HES) of 0%, 10% and 30%. The EGR rate is controlled between 0%, 5% and 10%. With no substantial decrement in engine's brake thermal efficiency, high gains in terms of emissions are observed due to synergy between hydrogen addition and EGR. The cumulative reduction of 38.4%, 27.4%, 33.4%, 32.3% and 20% with 30% HES and 10% EGR is observed for NOx, CO2, CO, THC and PM, respectively. Hence, the combination of hydrogen addition and EGR is observed to be advantageous for overall emission reduction.     

Effects of second hydrogen direct injection proportion and injection timing on combustion and emission characteristics of hydrogen/n-butanol combined injection engine

Hydrogen and n-butanol are superior alternative fuels for SI engines, which show high potential in improving the combustion and emission characteristics of internal combustion engines. However, both still have disadvantages when applied individually. N-butanol fuel has poor evaporative atomization properties and high latent heat of vaporization. Burning n-butanol fuel alone can lead to incomplete combustion and lower temperature in the cylinder. Hydrogen is not easily stored and transported, and the engine is prone to backfire or detonation only using hydrogen. Therefore, this paper investigates the effects of hydrogen direct injection strategies on the combustion and emission characteristics of n-butanol/hydrogen dual-fuel engines based on n-butanol port injection/split hydrogen direct injection mode and the synergistic optimization of their characteristics. The energy of hydrogen is 20% of the total energy of the fuel in the cylinder. The experimental results show that a balance between dynamics and emission characteristics can be found using split hydrogen direct injection. Compared with the second hydrogen injection proportion (IP2) = 0, the split hydrogen direct injection can promote the formation of a stable flame kernel, shorten the flame development period and rapid combustion period, and reduce the cyclic variation. When the IP2 is 25%, 50% and 75%, the engine torque increases by 0.14%, 1.50% and 3.00% and the maximum in-cylinder pressure increases by 1.9%, 2.3% and 0.6% respectively. Compared with IP2 = 100%, HC emissions are reduced by 7.8%, 15.4% and 24.7% and NOx emissions are reduced by 16.4%, 13.8% and 7.9% respectively, when the IP2 is 25%, 50% and 75%. As second hydrogen injection timing (IT2) is advanced, CA0-10 and CA10-90 show a decreasing and then increasing trend. The maximum in-cylinder pressure rises and falls, and the engine torque gradually decreases. The CO emissions show a trend of decreasing and remaining constant. However, the trends of HC emissions and NOx emissions with IT2 are not consistent at different IP2. Considering the engine's dynamics and emission characteristics, the first hydrogen injection proportion (IP1) = 25% plus first hydrogen injection timing (IT1) = 240°CA BTDC combined with IP2 = 75% plus IT2 = 105°CA BTDC is the superior split hydrogen direct injection strategy.     

Combustion and emissions performance of a hybrid hydrogen–gasoline engine at idle and lean conditions

Due to the narrow flammability of gasoline, pure gasoline-fueled spark-ignited (SI) engines always encounter partial burning or even misfire at lean conditions. Gasoline engines tend to suffer poor combustion and expel large emissions at idle conditions because of the high variation in the intake charge and low combustion temperature. Comparatively, hybrid hydrogen engines (HHE) fueled with the mixtures of hydrocarbon fuels and hydrogen seem to achieve lower emissions and gain higher thermal efficiencies than the original hydrocarbon-fueled engines due to the wide flammability and high flame speed of hydrogen. Since a HHE only requires a small amount of hydrogen, it also removes concerns about the high production and storage costs of hydrogen. This paper introduced an experiment conducted on a four-cylinder SI gasoline engine equipped with a hydrogen port-injection system to explore the performance of a hybrid hydrogen–gasoline engine (HHGE) at idle and lean conditions. The injection timings and durations of hydrogen and gasoline were governed by a hybrid electronic control unit (HECU) developed by the authors, which can be adjusted freely according to the commands from a calibration computer. During the test, hydrogen flow rate was varied to ensure that hydrogen volume fraction in the intake was constantly kept at 3%. For the specified hydrogen addition level, gasoline flow rate was reduced to make the engine operate at idle and lean conditions with various excess air ratios. The test results demonstrated that cyclic variations in engine idle speed and indicated mean effective pressure were eased with hydrogen enrichment. The indicated thermal efficiency was obviously higher for the HHGE than that for the original gasoline engine at idle and lean conditions. The indicated thermal efficiency at an excess air ratio of 1.37 was increased from 13.81% for the original gasoline engine to 20.20% for the HHGE with a 3% hydrogen blending level. Flame development and propagation periods were also evidently shortened after hydrogen blending. Moreover, HC, CO and NOx emissions were all improved after hydrogen enrichment at idle and lean conditions. Therefore, the HHE methodology is an effective and promising way for improving engine idle performance at lean conditions.     

LP-EGR对增程器GDI汽油机燃烧和排放的影响

为进一步降低燃油消耗率和有害排放,开发增程器专用发动机,在一台缸内直喷(GDI)汽油机上选取增程器的3个运行工况点,开展了当量比燃烧模式下的低压废气再循环(LP-EGR)试验研究.结果表明:随着废气再循环(EGR)率的增加、点火时刻的推迟,缸内压力和放热率峰值降低且推迟,燃烧持续期延长,缸内燃烧由爆震逐渐过渡到失火,NOx排放降低.随着EGR率的增加,HC排放升高,CO和PM排放降低.点火时刻对HC、CO和颗粒物(PM)排放的影响规律随EGR率的变化而不同.引入EGR前、后的颗粒物总数量(PN)浓度值均在较低的数量级(105/cm^3).3个工况点综合优化后的最低有效燃油消耗率为219.1 g/(kW·h),较原机降低了7.75%.     

Effect of hydrogen addition on combustion and emissions performance of a spark ignition gasoline engine at lean conditions

Hydrogen has many excellent combustion properties that can be used for improving combustion and emissions performance of gasoline-fueled spark ignition (SI) engines. In this paper, an experimental study was carried out on a four-cylinder 1.6 L engine to explore the effect of hydrogen addition on enhancing the engine lean operating performance. The engine was modified to realize hydrogen port injection by installing four hydrogen injectors in the intake manifolds. The injection timings and durations of hydrogen and gasoline were governed by a self-developed electronic control unit (DECU) according to the commands from a calibration computer. The engine was run at 1400 rpm, a manifold absolute pressure (MAP) of 61.5 kPa and various excess air ratios. Two hydrogen volume fractions in the total intake of 3% and 6% were applied to check the effect of hydrogen addition fraction on engine combustion. The test results showed that brake thermal efficiency was improved and kept roughly constant in a wide range of excess air ratio after hydrogen addition, the maximum brake thermal efficiency was increased from 26.37% of the original engine to 31.56% of the engine with a 6% hydrogen blending level. However, brake mean effective pressure (Bmep) was decreased by hydrogen addition at stoichiometric conditions, but when the engine was further leaned out Bmep increased with the increase of hydrogen addition fraction. The flame development and propagation durations, cyclic variation, HC and CO₂ emissions were reduced with hydrogen addition. When excess air ratio was approaching stoichiometric conditions, CO emission tended to increase with the addition of hydrogen. However, when the engine was gradually leaned out, CO emission from the hydrogen-enriched engine was lower than the original one. NO_x emissions increased with the increase of hydrogen addition due to the raised cylinder temperature.     

EGR对通用小型汽油机HC和NO_x排放的影响分析

在一款小型非道路汽油机上设置了EGR系统,通过EGR阀的开度控制,研究EGR量对发动机未燃HC和NOx排放的影响。实验结果表明,使用EGR系统可以降低NOx排放,未燃HC正好相反,使总排放量达到最小。     

A comparative study on effects of homogeneous or stratified hydrogen on combustion and emissions of a gasoline/hydrogen SI engine

A comparative study on effects of homogeneous or stratified hydrogen on combustion and emissions was presented for a gasoline/hydrogen SI engine. Three kinds of injection modes (gasoline, gasoline plus homogeneous hydrogen and gasoline plus stratified hydrogen) and five excess air ratios were applied at low speed and low load on a dual fuel SI engine with hydrogen direct injection (HDI) and gasoline port injection. The results showed that, with the increase of excess air ratio, the brake thermal efficiency increases firstly then decreases and reaches the highest when the excess air ratio is 1.1. In comparison with pure gasoline, hydrogen addition can make the ignition stable and speed up combustion rate to improve the brake thermal efficiency especially under lean burn condition. Furthermore, it can reduce the CO and HC emissions because of more complete combustion, but produce more NO_X emissions due to the higher combustion temperature. Since, in the gasoline plus stratified hydrogen mode, the hydrogen concentration near the sparking plug is denser than that of homogeneous hydrogen, the ignition is more stable and faster, which further speed up the combustion rate and improve the brake thermal efficiency. In the gasoline plus stratified hydrogen mode, the brake thermal efficiency increases by 0.55%, the flame development duration decreases by 1.0°CA, rapid combustion duration decreases by 1.3°CA and the coefficient of variation (COV) decreases by 9.8% on average than that of homogeneous hydrogen. However, in the gasoline plus stratified hydrogen mode, due to the denser hydrogen concentration near the sparking plug and leaner hydrogen concentration near the wall, the combustion temperature and the wall quenching distance increase, which make the NO_X and HC emissions increase by 14.3% and 12.8% on average than that of homogeneous hydrogen.