Effects of H2 on the number concentration of particulate matter in diesel engines using a low-pressure loop exhaust-gas recirculation system

We investigated the effects of H₂ on the number concentration of particulate matter (PM) emissions from a diesel engine fitted with a low-pressure loop exhaust gas recirculation system. We used a 2.2-L four-cylinder direct-injection diesel engine satisfying EURO V regulations, and converted this engine to include an H₂ feed. The air/fuel (A/F) ratio was varied in the range of 21.9–45.5 and the brake mean effective pressure was varied in the range of 2–6 bars to control the O₂ concentration and in-cylinder temperature, both of which are significant for PM emissions. The number concentration of the emitted PM was measured using a scanning mobility particle sizer. We found that the emitted PM decreased by the addition of H₂ which caused the unburned gas temperature increased. Furthermore, the degree of reduction was larger as the A/F ratio, load, and H₂ energy fraction increased. However, with A/F ratios of less than 21.9, the addition of H₂ increased the number concentration of emitted PM which was attributed to the small O₂ concentration at these A/F ratios.     

Application of exhaust gas fuel reforming in diesel and homogeneous charge compression ignition (HCCI) engines fuelled with biofuels

This paper documents the application of exhaust gas fuel reforming of two alternative fuels, biodiesel and bioethanol, in internal combustion engines. The exhaust gas fuel reforming process is a method of on-board production of hydrogen-rich gas by catalytic reaction of fuel and engine exhaust gas. The benefits of exhaust gas fuel reforming have been demonstrated by adding simulated reformed gas to a diesel engine fuelled by a mixture of 50% ultra low sulphur diesel (ULSD) and 50% rapeseed methyl ester (RME) as well as to a homogeneous charge compression ignition (HCCI) engine fuelled by bioethanol. In the case of the biodiesel fuelled engine, a reduction of NO_x emissions was achieved without considerable smoke increase. In the case of the bioethanol fuelled HCCI engine, the engine tolerance to exhaust gas recirculation (EGR) was extended and hence the typically high pressure rise rates of HCCI engines, associated with intense combustion noise, were reduced.     

Assessing the effects of partially decarbonising a diesel engine by co-fuelling with dissociated ammonia

The proven feasibility of ammonia combustion in compression-ignition engines has led to it being considered as a carbon-free replacement for diesel fuel. Due to its high auto-ignition temperature, however, a more realistic strategy would be to aim for a step-change reduction in carbon emissions by co-fuelling a diesel engine with ammonia. In assessing this strategy, ammonia gas was introduced into the air-intake manifold of a compression-ignition engine, while diesel fuel was injected directly into the cylinder to ignite the mixture. By substituting only 3% of the air intake by ammonia, the diesel consumption and the CO₂ emissions decreased by 15%. The combustion and emission characteristics were then compared when the same percentage of air intake (by mass) was substituted by either dissociated ammonia (a mixture of H₂, N₂ with small percentages of NH₃) or pure hydrogen, to mimic the other possible forms in which the co-fuel can be delivered to the engine. The addition of pure hydrogen resulted in the best engine performance, both in terms of combustion efficiency and regulated emission quality. The thermal combustion efficiency declined by only ∼0.5% when the H₂ was replaced by undissociated ammonia at low load, but N₂O now appeared in the emissions. Co-fuelling the engine with dissociated ammonia may provide the ideal compromise in terms of thermal combustion efficiency and emission quality, while also providing a waste-heat recovery mechanism.     

Cold-start performance of an ammonia-fueled spark ignition engine with an on-board fuel reformer

This work demonstrated the first-ever cold-start operation of an ammonia (NH₃)-fueled four-cylinder spark ignition engine with an on-board fuel reformer, applying autothermal reforming. In this system, an electrically heated NH₃-air mixture was provided to a reforming catalyst and approximately 3 s was found to elapse between the start of engine rotation and the onset of combustion. Stable fast idle operation in conjunction with a cold start was realized with a H₂-to-NH₃ molar ratio of 2:1. Nearly zero NH₃ emissions were achieved during cold start and fast idle until the engine warmed up, by adsorbing unburned NH₃ passing through a three-way catalyst before the catalyst was sufficiently warmed up. The NH₃ adsorption capacity of this system could be regenerated during the engine warm-up when the engine was running under lean conditions.     

Experimental investigation of the effects of simultaneous hydrogen and nitrogen addition on the emissions and combustion of a diesel engine

Overcoming diesel engine emissions trade-off effects, especially NO_x and Bosch smoke number (BSN), requires investigation of novel systems which can potentially serve the automobile industry towards further emissions reduction. Enrichment of the intake charge with H₂ + N₂ containing gas mixture, obtained from diesel fuel reforming system, can lead to new generation low polluting diesel engines.     

Promoting hydrocarbon-SCR of NOx in diesel engine exhaust by hydrogen and fuel reforming

A hydrocarbon-selective catalytic reduction (HC-SCR) silver–alumina monolith catalyst has been prepared and tested for NO_x emissions control in a diesel engine. The work is based on ongoing laboratory experiments, catalyst research, and process development. Hydrogen and actual reformate (i.e. H₂ and hydrocarbon species produced in a partial and exhaust gas fuel reformer) significantly improved the passive control (i.e. no externally added hydrocarbons) NO_x reduction activity over the SCR catalyst using the whole engine exhaust gas from a single-cylinder diesel engine. Optimisation of the reforming process is required for various engine conditions in order to maximise H₂ production and minimise fuel penalty. When diesel fuel partial oxidation and exhaust gas reforming for SCR were implemented, the calculated fuel penalty was in the range of 5–10%, which is relatively high, as both reformers were not optimised yet. During HC-SCR of NO_x over silver–alumina, the known promoting effect of H₂ has been found to be sensitive to various factors, especially the engine exhaust gas temperature, H₂ concentration, HC concentration, HC:NO_x ratio, and space velocity. Under active control (i.e. hydrocarbon injection) SCR operation, powdered Ag–Al₂O₃ catalysts gave significantly higher initial NO_x reduction, but the catalyst activity deteriorated rapidly with time due to poisoning species adsorption (e.g. HCs, nitrates, particulate matter (PM), etc.), whilst for the Ag–Al₂O₃-coated monolithic catalysts, NO_x reduction activity was lower but remained constant for the duration of the tests. The improved physical (mass transfer, filtering of C-containing species) and chemical (reaction kinetics) processes during HC-SCR over powders compared to monoliths led to better initial catalyst activity, but it also accelerated catalyst deactivation which led to increased diffusion limitations.     

Biogas upgrade to syn-gas (H2-CO) via dry and oxidative reforming

Fuel reforming processes are primarily used to generate hydrogen for fuel cells and in automotive internal combustion engines to improve combustion characteristics and emissions. In this study, biogas is used as the fuel source for the reforming process as it has desirable properties of being both renewable and clean. Two reforming processes (dry reforming and combined dry/oxidative reforming) are studied. Both processes are affected by the gas stream temperature and reactor space velocity with the second process being affected by O₂/CH₄ ratio as well. Our results imply that oxidative reforming is the dominant process at low exhaust temperatures. This provides heat for the dry reforming of biogas and the overall reforming is exothermic. Increase in O₂/CH₄ ratio at low temperature promotes hydrogen production. At high exhaust temperatures (>600 °C), dry reforming of biogas is dominant and the overall reaction is net endothermic.     

Biogas upgrading for on-board hydrogen production: Reforming process CFD modelling

Hydrogen production through fuel reforming can be used to improve IC (internal combustion) engines combustion characteristics and to lower vehicle emissions. In this study, a computational fluid dynamics (CFD) model based on a detailed kinetic mechanism was developed for exhaust gas reforming of biogas to synthetic gas (H₂ and CO). In agreement with experimental data, the reactor's physical and chemical performance was investigated at various O₂/CH₄ ratios and gas hourly space velocities (GHSV). The numerical results imply that methane reforming reactions are strongly sensitive to O₂/CH₄ ratio and engine exhaust gas temperature. It was also found that increasing GHSV results in lower hydrogen yield; since dry and steam reforming reactions are relatively slow and are both dependent on the flow residence time. Furthermore, the hot spot effect, which is associated to oxidation reforming reactions, was investigated for catalyst activity and durability.     

Performance and combustion characteristic of CI engine fueled with hydrogen enriched diesel

The combustion of hydrogen–diesel blend fuel was investigated under simulated direct injection (DI) diesel engine conditions. The investigation presented in this paper concerns numerical analysis of neat diesel combustion mode and hydrogen enriched diesel combustion in a compression ignition (CI) engine. The parameters varied in this simulation included: H₂/diesel blend fuel ratio, engine speed, and air/fuel ratio. The study on the simultaneous combustion of hydrogen and diesel fuel was conducted with various hydrogen doses in the range from 0.05% to 50% (by volume) for different engine speed from 1000 – 4000 rpm and air/fuel ratios (A/F) varies from 10 – 80. The results show that, applying hydrogen as an extra fuel, which can be added to diesel fuel in the (CI) engine results in improved engine performance and reduce emissions compared to the case of neat diesel operation because this measure approaches the combustion process to constant volume. Moreover, small amounts of hydrogen when added to a diesel engine shorten the diesel ignition lag and, in this way, decrease the rate of pressure rise which provides better conditions for soft run of the engine. Comparative results are given for various hydrogen/diesel ratio, engine speeds and loads for conventional Diesel and dual fuel operation, revealing the effect of dual fuel combustion on engine performance and exhaust emissions.     

Hydrogen production by steam reforming of liquefied natural gas (LNG) over Ni–Al2O3 catalysts prepared by a sequential precipitation method: Effect of precipitation agent

Mesoporous Ni–Al₂O₃ catalysts (denoted as NiAl–NH₄OH, NiAl–KOH, NiAl–NaOH, and NiAl–Na₂CO₃) were prepared by a sequential precipitation method using various basic solutions (NH₄OH, KOH, NaOH, and Na₂CO₃) as precipitation agents. They were then applied to the hydrogen production by steam reforming of liquefied natural gas (LNG). The effect of precipitation agent on the physicochemical properties and catalytic activities of mesoporous Ni–Al₂O₃ catalysts in the steam reforming of LNG was investigated. Physicochemical properties of Ni–Al₂O₃ catalysts were strongly influenced by the precipitation agent. Surface area and pore volume of Ni–Al₂O₃ catalysts decreased in the order of NiAl–NH₄OH > NiAl–KOH > NiAl–NaOH > NiAl–Na₂CO₃. Regardless of the identity of precipitation agent, nickel species were finely dispersed on the surface of Ni–Al₂O₃ catalysts through the formation of surface nickel aluminate phase. LNG conversion and hydrogen composition in dry gas decreased in the order of NiAl–NH₄OH > NiAl–KOH > NiAl–NaOH > NiAl–Na₂CO₃. Nickel surface area played an important role in determining the catalytic performance of Ni–Al₂O₃ catalysts. Among the catalysts tested, NiAl–NH₄OH catalyst with the highest nickel surface area showed the best catalytic performance and the strongest resistance toward carbon deposition in the steam reforming of LNG.     

Optimization of exhaust emissions,vibration, and noise of a hydrogen enriched fuelled diesel engine

In this study, the effects of various input parameters are examined on exhaust emissions, vibration, and noise of an unmodified diesel engine. The primary aim of this study is to optimize the vibration, noise, and exhaust emissions of the engine to get optimal configuration parameters. Experiments were carried out on a four-stroke, four-cylinder, diesel engine fuelled with diesel-biodiesel-hydrogen blends. To minimize the number of experiments Box-Behnken design (BBD) has been adopted. Optimum desirability is found as 0.862 with hydrogen addition of 4.63 L/min, fuel blend of 26.8% and 1500 rpm engine speed for the diesel engine. When the diesel engine is operated at 1500 rpm engine speed and fuelled with 4.63 L/min hydrogen addition and 26.8% biodiesel blend ratio; the optimum responses of CO, CO₂, NO_x, vibration, and noise are established as 214 ppm, 1.35%, 90.4 ppm, 38.6 m/s², and 91.3 dB[A], respectively. The predicted values were confirmed experimentally and the errors in predicted values are found in a limit range.     

On-board LPG reforming system for an LPG · hydrogen mixed combustion engine

In this study, we evaluated the properties of a reforming catalyst system for generating hydrogen from liquified petroleum gas (LPG) fuel and supplying hydrogen to an LPG engine. The fuel supply system of the LPG engine was modified in order to supply LPG to a reforming catalyst prior to combustion. A test apparatus was also built to evaluate the performance of a reforming catalyst system. Gas chromatography was used to measure H₂, N₂, O₂, CH₄, and CO emissions, while CO₂ emissions were measured using an exhaust gas analyzer. The products concentration of the reforming reactions according to reforming fuel quantity and air flow was analyzed. In actual engine operating conditions, H₂ yield and air flow were proportional, whereas H₂ yield and fuel reforming fuel quantity were inversely proportional. The experimental results of the reforming reaction under various conditions will be used as the basic data for integrating the reforming catalyst system into an actual operating engine.     

Molybdenum addition to modified iron oxides for improving hydrogen separation in fixed bed by redox processes

A system to produce hydrogen with high purity and without CO₂ emissions briefly consists of two operating units: production and separation. The coupling of the steam-iron process to the cracking of methane can manage that goal. However the steam-iron process needs an active and stable redox solid at moderate temperatures. The most suitable (pure iron oxide) suffers quick and strong deactivation mainly due to the structural changes upon reduction-oxidation cycles. Among those tested in our laboratory, one promising solid was proposed: 98 wt%Fe₂O₃–1.75 wt%Al₂O₃–0.25 wt%CeO₂. In this work, the expensive and rare cerium has been substituted by molybdenum. After optimizing the Mo amount in the solid, the long lasting experiments show that the new triple oxide, 98 wt%Fe₂O₃–1.75 wt%Al₂O₃–0.25 wt%MoO₃, in spite of some initial deactivation, maintains slightly better hydrogen production rates than the cerium sample. At temperature and conditions studied the Mo-solid was able to run, without coke formation, under real exhaust gas from natural gas thermocatalytic decomposition, producing about 8.1 g of high purity (>99.995%) hydrogen h⁻¹ kg of solid⁻¹. This means a natural gas processing of about 68 Nm³ h⁻¹ 1000 kg of solid⁻¹ (at 67% conversion of methane to hydrogen).     

Hydrogen-rich gas generation via the exhaust gas-fuel reformer for the marine LNG engine

Reformed exhaust gas recirculation technology has attracted great attention in internal combustion engines. A platform of an exhaust gas-fuel reformer connected with the marine LNG engine was set up for generating on-board hydrogen. Based on the platform, effects of the methane to oxygen ratio (M/O) and reformed exhaust gas ratio (R_EG) from the reformer and excess air ratio (λ) from the engine on the components, hydrogen yield, thermal efficiency and reforming process of the reformer were experimentally investigated. Results shown that hydrogen-rich gases (reformate) can be generated by reforming the mixture of engine exhaust gas (about 400 °C) and methane supplied via the reformer with Ni/Al₂O₃ catalyst, and the hydrogen concentration of reformate was between 6.2% and 12.6% by volume. The methane supplied rate and λ affected the components and temperature of the reactant in the reformer, while R_EG changed the gas hour space velocity during the exhaust gas-fuel reforming processes, resulting in the difference in the components of the reformate and thermal efficiency. At the present experimental condition, the highest H₂ concentration reformate was generated under the M/O of 2.0, λ of 1.55 and R_EG of 6%.     

On-board generation of hydrogen to improve in-cylinder combustion and after-treatment efficiency and emissions performance of a hybrid hydrogen–gasoline engine

Hydrogen on-board fuel reforming has been identified as a waste energy recovery technology with potential to improve Internal combustion engines (ICE) efficiency. Additionally, can help to reduce CO₂, NO_x and particulate matter (PM) emissions. As this thermochemical energy is recovered from the hot exhaust stream and used in an efficient way by endothermic catalytic reforming of petrol mixed with a fraction of the engine exhaust gas. The hydrogen-rich reformate has higher enthalpy than the petrol fed to the reformer and is recirculated to the intake manifold, which will be called reformed exhaust gas recirculation (rEGR).The rEGR system has been simulated by supplying hydrogen (H₂) and carbon monoxide (CO) into a conventional Exhaust Gas Recirculation (EGR) system. The hydrogen and CO concentrations in the rEGR stream were selected to be achievable in practice at typical gasoline exhaust temperatures (temperatures between 300 and 600 °C). A special attention has been paid on comparing rEGR to the baseline ICE, and to conventional EGR. The results demonstrate the potential of rEGR to simultaneously increase thermal efficiency, reduce gaseous emissions and decrease PM formation.Complete fuel reformation can increase the calorific value of the fuel by 28%. This energy can be provided by the waste heat in the exhaust and so it is ideal for combination with a gasoline engine with its high engine-out exhaust temperatures.The aim of this work is to demonstrate that exhaust gas fuel reforming on an engine is possible and is commercially viable. Also, this paper demonstrates how the combustion of reformate in a direct injection gasoline engine via reformed Exhaust Gas Recirculation (rEGR) can be beneficial to engine performance and emissions.     

Performance and emission comparison of a supercharged dual-fuel engine fueled by producer gases with varying hydrogen content

This study investigated the effect of hydrogen content in producer gas on the performance and exhaust emissions of a supercharged producer gas–diesel dual-fuel engine. Two types of producer gases were used in this study, one with low hydrogen content (H₂ = 13.7%) and the other with high hydrogen content (H₂ = 20%). The engine was tested for use as a co-generation engine, so power output while maintaining a reasonable thermal efficiency was important. Experiments were carried out at a constant injection pressure and injection quantity for different fuel–air equivalence ratios and at various injection timings. The experimental strategy was to optimize the injection timing to maximize engine power at different fuel–air equivalence ratios without knocking and within the limit of the maximum cylinder pressure. Two-stage combustion was obtained; this is an indicator of maximum power output conditions and a precursor of knocking combustion. Better combustion, engine performance, and exhaust emissions (except NO_x) were obtained with the high H₂-content producer gas than with the low H₂-content producer gas, especially under leaner conditions. Moreover, a broader window of fuel–air equivalence ratio was found with highest thermal efficiencies for the high H₂-content producer gas.     

Catalysts for hydrogen production in a multifuel processor by methanol,dimethyl ether and bioethanol steam reforming for fuel cell applications

Methanol, dimethyl ether and bioethanol steam reforming to hydrogen-rich gas were studied over CuO/CeO₂ and CuO–CeO₂/γ-Al₂O₃ catalysts. Both catalysts were found to provide complete conversion of methanol to hydrogen-rich gas at 300–350 °C. Complete conversion of dimethyl ether to hydrogen-rich gas occurred over CuO–CeO₂/γ-Al₂O₃ at 350–370 °C. Complete conversion of ethanol to hydrogen-rich gas occurred over CuO/CeO₂ at 350 °C. In both cases, the CO content in the obtained gas mixture was low (<2 vol.%). This hydrogen-rich gas can be used directly for fuelling high-temperature PEM FC. For fuelling low-temperature PEM FC, it is needed only to clean up the hydrogen-rich gas from CO to the level of 10 ppm. CuO/CeO₂ catalyst can be used for this purpose as well. Since no individual WGS stage, that is necessary in most other hydrogen production processes, is involved here, the miniaturization of the multifuel processor for hydrogen production by methanol, ethanol or DME SR is quite feasible.     

Energy consumption and CO2 emissions of potato peel and sugarcane biohydrogen production pathways, applied to Portuguese road transportation

This paper analyses the energy consumption and CO₂ emissions of biological hydrogen production from sugarcane and potato peels using life cycle assessment methodology for the Portuguese scenario. Potato peels are assumed to be produced locally from Portuguese potato cultivation. Sugarcane is assumed to be imported from Brazil and fermented in Portugal. The uncertainty is quantified by a Monte Carlo approach. Biohydrogen was compared with natural gas reforming, electrolysis and other energy resources such as diesel and electricity. Between bioH₂ feedstocks, sugarcane stands out with the lowest values for energy consumption and CO₂ emissions with 0.30–0.34 MJ of consumed energy and 24–31 g of CO₂ emitted per 1 MJ of H₂ produced. However these results do not have a major contribution to the Portuguese energy independency problem. On the other hand potato peels feedstocks are more attractive, presenting values of 0.49–0.61 MJ/MJ_H2 and 60-77 gCO₂/MJ_H2. According to Portuguese production capabilities, it is estimated that biohydrogen will be able to supply 3100 vehicles of a typical Portuguese urban taxi fleet or up to 1.4 million passenger cars with a daily commuting distance of 30 km.     

Effect of natural gas enrichment with hydrogen on combustion process and emission characteristic of a dual fuel diesel engine

The paper presents results of experimental research on a dual-fuel engine powered by diesel fuel and natural gas enriched with hydrogen. The authors attempted to replace CNG with hydrogen fuel as much as possible with a constant dose of diesel fuel of 10% of energy fraction. The tests were carried out for constant engine load of IMEP = 0.7 MPa and a rotational speed of n = 1500 rpm. The effect of hydrogen on combustion, heat release, combustion stability and exhaust emissions was analyzed. In the test engine, the limit of hydrogen energy fraction was 19%. The increase in the fraction caused an increase in the cycle-by-cycle variation and the occurrence of engine knocking. It was shown that the enrichment of CNG with hydrogen allows for the improvement in the combustion process compared to the co-combustion of diesel fuel with non-enriched CNG, where the reduction in the duration of combustion by 30% and shortening the time of achieving 50% of MFB by 50% were obtained. The evaluation of the spread of the end of combustion is also presented. For H₂ energetic share over 20%, the spread of end of combustion was 48° of crank angle. Measurement of exhaust emissions during the tests revealed an increase in THC and NO_x emissions.     

Hydrogen production by steam reforming of dimethyl ether over ZnO–Al2O3 bi-functional catalyst

A series of ZnO–Al₂O₃ catalysts with various ZnO/(ZnO + Al₂O₃) molar ratios have been developed for hydrogen production by dimethyl ether (DME) steam reforming within microchannel reactor. The catalysts were characterized by N₂ adsorption-desorption, X-ray diffraction and temperature programmed desorption of NH₃. It was found that the catalytic activity was strongly dependent on the catalyst composition. The overall DME reforming rate was maximized over the catalyst with ZnO/(ZnO + Al₂O₃) molar ratio of 0.4, and the highest H₂ space time yield was 315 mol h⁻¹·kg_cat⁻¹ at 460 °C. A bi-functional mechanism involving catalytic active site coupling has been proposed to account for the phenomena observed. An optimized bi-functional DME reforming catalyst should accommodate the acid sites and methanol steam reforming sites with a proper balance to promote DME steam reforming, whereas all undesired reactions should be impeded without sacrificing activity. This work suggests that an appropriate catalyst composition is mandatory for preparing good-performance and inexpensive ZnO–Al₂O₃ catalysts for the sustainable conversion of DME into H₂-rich reformate.