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Energy 36 (2011) 5832e5837

Contents lists available at SciVerse ScienceDirect

Energy
journal homepage: www.elsevier.com/locate/energy

Comparison of the performance of a spark-ignited gasoline engine blended with


hydrogen and hydrogeneoxygen mixtures
Shuofeng Wang, Changwei Ji*, Jian Zhang, Bo Zhang
College of Environmental and Energy Engineering, Beijing University of Technology, #100 Pingleyuan, Chaoyang District, Beijing 100124, China

a r t i c l e i n f o a b s t r a c t

Article history: This paper compared the effects of hydrogen and hydrogeneoxygen blends (hydroxygen) additions on
Received 3 March 2011 the performance of a gasoline engine at 1400 rpm and a manifolds absolute pressure of 61.5 kPa. The
Received in revised form tests were carried out on a 1.6 L gasoline engine equipped with a hydrogen and oxygen injection system.
22 August 2011
A hybrid electronic control unit was applied to adjust the hydrogen and hydroxygen volume fractions in
Accepted 26 August 2011
the intake increasing from 0% to about 3% and keep the hydrogen-to-oxygen mole ratio at 2:1 in
Available online 17 September 2011
hydroxygen tests. For each testing condition, the gasoline flow rate was adjusted to maintain the mixture
global excess air ratio at 1.00. The test results confirmed that engine fuel energy flow rate was decreased
Keywords:
Hydrogen
after hydrogen addition but increased with hydroxygen blending. When hydrogen or hydroxygen volume
Hydroxygen fraction in the intake was lower than 2%, the hydroxygen-blended gasoline engine produced a higher
Gasoline thermal efficiency than the hydrogen-blended gasoline engine. Both the additions of hydrogen and
Combustion hydroxygen help reduce flame development and propagation periods of the gasoline engine. HC emis-
Emissions sions were reduced whereas NOx emissions were raised with the increase of hydrogen and hydroxygen
SI engines addition levels. CO was slightly increased after hydrogen blending, but reduced with hydroxygen
addition.
Ó 2011 Elsevier Ltd. All rights reserved.

1. Introduction output of the hydrogen engine is obviously lower than that of the
gasoline engine. Although the application of hydrogen direct
Concerning the fossil fuel depletion, developing new alternative injection could heighten the power output of a hydrogen engine,
fuels has become a pressing issue nowadays. Moreover, the the poor lubricity of hydrogen brings new challenges to the lifespan
adversely increased environmental pollution also requires of the high-pressure hydrogen injector [11,12].
controlling the harmful emissions during the combustion process Comparatively, since hydrogen has many good combustion and
[1]. Hydrogen is a green and renewable fuel, which combustion physicochemical properties, fueling an engine with the blends of
produces no carbon related emissions, such as CO, HC and CO2. hydrogen and other conventional fuels could also enable the engine
Generally, hydrogen can be produced from wind, solar and other to gain the improved thermal efficiency and emissions perfor-
renewable energies [2e5]. Besides, hydrogen has many excellent mance [13e15]. Because of the high flame and diffusion speeds of
combustion and physicochemical properties that avail enhancing hydrogen, the hydrogen-blended engines could gain the shortened
the engine performance. Thus, hydrogen has been proved to be one flame development and propagation durations which contribute to
of the most promising alternative fuels for vehicle engines [6e9]. the improved engine thermal efficiency. Moreover, the wide flam-
Sopena et al. [10] compared the combustion and emissions char- mability of hydrogen also enables the hydrogen engines to run at
acteristics of the hydrogen and gasoline engines. It is found that high excess air ratios where the dropped combustion temperature
thermal efficiency of the hydrogen engine was obviously higher and decreased cooling loss can be achieved [16]. Huang et al. [17,18]
than that of the gasoline engine. Moreover, since hydrogen found that the lean burn limit of the natural gas engine was
possesses a wide flammability, NOx emissions from the hydrogen extended, and HC emissions were decreased with the increase of
engine can be reduced by adopting lean combustion. However, hydrogen addition fraction. Ma et al. [19e21] investigated the cyclic
because of the low volume energy density of hydrogen, the torque variation characteristic of a hydrogen-enriched CNG engine. The
experimental results confirmed that the coefficient of variation in
indicated mean effective pressure was distinctly reduced with the
* Corresponding author. Tel./fax: þ86 1067392126. increase of hydrogen blending fraction. Meanwhile, the engine lean
E-mail address: chwji@bjut.edu.cn (C. Ji). burn limit was also extended after hydrogen addition. Ji et al.

0360-5442/$ e see front matter Ó 2011 Elsevier Ltd. All rights reserved.
doi:10.1016/j.energy.2011.08.042
S. Wang et al. / Energy 36 (2011) 5832e5837 5833

[22e26] investigated the performance of a hydrogen-blended


gasoline engine under various operating conditions. The test
results confirmed that the engine cyclic variation was eased after
hydrogen addition. Besides, the engine thermal efficiency was
continuously increased with the increase of hydrogen blending
ratio.
Because of the low hydrogen consumption rate when the
hydrogen is used as a fuel additive for SI engines, the onboard
hydrogen generator can be adopted to provide hydrogen for the
hydrogen-blended engines, which alleviates the concerns on
hydrogen refilling and onboard storage [27e29]. Meanwhile, except
for hydrogen, oxygen is also produced in the water electrolysis
process, which is regarded as a combustion promoter that
contributes to the fast and complete combustion of the fueleair
mixtures. Thus, the hydrogeneoxygen blends (hydroxygen)
producing by the water electrolysis hydrogen generator seem to be
capable of further improving the performance of the gasoline
engines. Uykur et al. [30] found that the effect of adding 10% Fig. 1. Schematics of the experimental system. 1. Oxygen bottle; 2. Oxygen pressure
adjuster; 3. Oxygen pressure indicator; 4. Oxygen flow meter; 5. Hydrogen cylinder
hydrogen and 5% oxygen on improving the flame speed of the
assembly; 6. Hydrogen pressure adjuster; 7. Hydrogen pressure indicator; 8. Hydrogen
methane-air mixture was equivalent to that of adding 20% flow meter; 9. Air flow meter; 10. Throttle; 11. Idle bypass valve; 12. Oxygen injector;
hydrogen only. Duger et al. [27] investigated the performance of 13. Original electronic control unit (OECU); 14. Hybrid electronic control unit (HECU);
a gasoline engine blended with hydrogen and oxygen produced 15. Calibration computer; 16. Fuel tank; 17. Fuel mass flow meter; 18. Fuel pump; 19.
Ignition module; 20. Gasoline injector; 21. Flame arrestor; 22. Hydrogen injector; 23.
from an onboard water electrolysis hydrogen generator. It was
Pressure transducer with spark plug; 24. Oxygen sensor; 25. A/F analyzer; 26. Sampling
found that the engine fuel economy was markedly enhanced at pipe; 27. Emissions analyzer; 28. Combustion analyzer; 29. A/D converter; 30. Charge
city-driving conditions after blending the hydroxygen. amplifier; 31. Optical encoder; 32. Crankshaft a. Signals from the OECU to HECU; b1.
However, as previous studies were mainly performed with Signals from the calibration PC to HECU; b2. Signals from the HECU to calibration PC.
premixed hydrogeneoxygen-air mixtures [27,30], the hydroxygen
volume fraction in the total intake gas was hard to be changed. But
for the modern SI engines, the hydroxygen blending fraction should the premixed hydrogeneoxygen blends can be easily ignited and
be varied to enable the engine to gain the best performance at consequently causes severe backfire in the hydroxygen rail. Thus,
different operating conditions. Moreover, few publications new hydroxygen supplying strategies are required to enable the
compared the performance of a gasoline engine blended with hydrogen and oxygen to be introduced into the intake manifolds
hydrogen and hydroxygen. As the hydrogen generator produces separately. To avoid backfire, four hydrogen injectors connecting
hydrogen and oxygen simultaneously, it is of necessity to compare with a hydrogen rail are mounted on the intake manifolds under-
the effects of hydrogen and hydroxygen additions on the perfor- neath the original gasoline injectors, and an oxygen injector is fixed
mance of gasoline engines, so that engine engineers could decide at the intake plenum. In the modified engine, as the hydrogen and
when the hydrogen and oxygen blends or just hydrogen should be oxygen were introduced into the engine separately, no backfire was
added to the gasoline engine. Thereby, there is a strong motivation found during the experiment. The opening and closing of hydrogen,
to quantitatively investigate and compare the effects of hydrogen oxygen and gasoline injectors are controlled by a self-developed
and hydroxygen additions on combustion and emissions charac- hybrid electronic control unit (HECU) according to commands
teristics of a gasoline engine. Furthermore, the stoichiometric from a calibration computer and sensor signals from the engine
hydrogeneoxygen blends can be easily ignited, due to the wide original electronic control unit (OECU). Thus, the hydroxygen or
flammability and low ignition energy of hydrogen. Thus, the pre- hydrogen volume fraction in the total intake and the global excess
mixed hydroxygen used in previous studies [27,30] tends to cause air ratio of the hydrogenegasolineeair mixtures can be adjusted
severe misfire in the hydroxygen supplying pipe at high engine freely by the HECU which provides a feasible way for feeding the
loads. To ensure the safety, it is of necessity to develop new engine with the suitable fuel or fuel blends under different engine
hydroxygen supplying strategies. Therefore, in this paper, a new operating conditions.
hydrogen and oxygen injection system was added to the modified A GW160 eddy-current dynamometer is connected with the
gasoline engine, which enables the hydrogen and oxygen to be crankshaft to control the engine speed and load (measurement
introduced into the intake manifolds separately. Besides, a new deviations: 1 rpm in speed, 0.28 Nm in torque). An FC2210 fuel
hybrid electronic control unit was adopted to govern the hydrogen mass flow meter is adopted to determine the mass flow rate of
and hydroxygen volume fractions in the intake and the global gasoline (measurement uncertainty: <0.33 g/min). The air,
excess air ratio of the hydroxygenegasolineeair mixtures, which oxygen and hydrogen mass flow rates are monitored by a 20N060,
provides a feasible way to feed the engine with the suitable fuel at a D07-19B and a D07-19BM thermal mass flow meters, respectively
different operating conditions. (measurement uncertainties: <0.1 L/min for air, <0.02 L/min for
oxygen and hydrogen). A Kistler 6117BFD17 spark plug-integrated
2. Experimental setup and procedure pressure transducer is used to measure the cylinder pressure and
enforce the ignition of the fourth cylinder (measurement uncer-
2.1. Experimental setup tainty: <0.3 bar). A Kistler 2613B optical encoder is utilized to
measure the crank angle position (crank angle resolution: 0.2  CA,
Fig. 1 shows the schematic diagram of the experimental system. measurement deviation <0.01  CA). A Dewetron combustion
The test engine is a 1.6 L, SI engine manufactured by Beijing analyzer is applied to record the cylinder pressures for 200
Hyundai Motors. The engine has a rated power of 82.32 kW at consecutive cycles and calculate the heat release rate, etc. NOx, HC
6000 rpm and a rated torque of 143.28 Nm at 4500 rpm. As the and CO emissions are measured by a Horiba MEXA-7100D EGR
standard hydroxygen has a hydrogen-to-oxygen mole ratio of 2:1, emissions analyzer. The measurement sensitivities are 1 ppm for
5834 S. Wang et al. / Energy 36 (2011) 5832e5837

NOx, CO and HC emissions. NOx are measured by the chemilumi-


nescent method, HC emissions are determined by the hydrogen
flame ionization detection method, and CO emission is detected by
the nondispersive infrared method. The measurement uncer-
tainties are less than 1% of the measured values for all emissions.

2.2. Experimental procedure

All experiments were conducted at the constant coolant and


lubricant oil temperatures of 90  1  C and 95  1  C, respectively.
The engine was run at a typical city driving speed of 1400 rpm [31]
and an intake manifolds absolute pressure (MAP) of 61.5 kPa. The
spark timing for the maximum brake torque (MBT) was applied to
all testing points. The engine was first run with the pure gasoline.
Then, the hydrogen and hydroxygen volume fractions in the intake
were gradually increased from 0% to 3%, respectively. Besides, to
simulate the case of hydrogen and oxygen produced by a water
electrolysis hydrogen generator, the hydrogen-to-oxygen mole
ratio was fixed at 2:1 in the hydroxygen tests, which is so-called the
standard hydroxygen (2H2/O2). For a specified hydrogen or
hydroxygen blending ratio, the gasoline flow rate was adjusted to Fig. 2. hi versus am with hydrogen and standard hydroxygen additions.
keep the global excess air ratio of the fueleair mixtures at 1.00. The
hydrogen or hydroxygen volume fraction in the intake (am), global the standard hydroxygen-blended gasoline engine could gain
excess air ratios of the hydrogenegasolineeair (lH2 ) and the stan- higher thermal efficiency than the pure hydrogen-enriched gaso-
dard hydroxygenegasolineeair (lH2 þO2 ) mixtures and fuel energy line engine when am is smaller than 2%.
flow rate (Ef) are defined as: Fig. 3 shows the variations of fuel energy flow rate (Ef) with am
at 1400 rpm, a MAP of 61.5 kPa and MBT spark timing. As it is shown
am ¼ Vm =ðVm þ Vair Þ (1) in Fig. 3, Ef is raised with the increase of the standard hydroxygen
 addition fraction whereas decreased with the increase of hydrogen
lH2 ¼ ðVair  rair Þ= VH2  rH2  AFH2 þ mgas  AFgas (2) blending fraction. When am rises from 0% to 2.8%, Ef is decreased by
5.74% for the hydrogen-blended gasoline engine, but increased by
 3.14% for the standard hydroxygen-blended gasoline engine. This is
l2H2 þO2 ¼ ðVair  rair Þ= mgas  AFgas (3)
because the lower heating value of the standard hydroxygen is
higher than that of the stoichiometric air-gasoline-hydrogen
Ef ¼ VH2  rH2  LHVH2 þ mgas  LHVgas (4)
mixtures. Thus, the addition of the standard hydroxygen contrib-
In Eqs. (1)e(4), Vm and Vair are the measured volumetric flow utes to the increased Ef. However, because the volume energy
rates of the hydrogen or standard hydroxygen and air at normal density of hydrogen is lower than that of gasoline, Ef is decreased
conditions (L/min), respectively; mgas represents the measured with the increase of hydrogen addition level. Since both the engine
gasoline mass flow rate (g/min); rH2 and rair symbolize hydrogen indicted thermal efficiency and fuel energy flow rate are raised
and air densities at normal conditions (g/L); AFH2 and AFgas are the after the standard hydroxygen blending, it can be deduced that the
stoichiometric air-to-fuel ratios of hydrogen and gasoline; LHVH2 addition of the standard hydroxygen leads to the enhanced engine
and LHVgas are the lower heating values of hydrogen and gasoline torque output.
(kJ/g), respectively.

3. Results and discussion

3.1. Indicated thermal efficiency and fuel energy flow rate

The engine indicated thermal efficiency is crucial for evaluating


the engine fuel economy. Fig. 2 depicts indicated thermal efficiency
(hi) versus am at 1400 rpm, a MAP of 61.5 kPa and MBT spark timing.
Fig. 2 demonstrates that, since the addition of hydrogen helps
enhance the fast and complete combustion of the fueleair mixture,
hi is improved after the additions of hydrogen and the standard
hydroxygen. It is also seen from Fig. 2 that, when am is smaller than
2%, the engine blended with the standard hydroxygen produces
a higher indicated thermal efficiency than that blended with the
pure hydrogen. Under the testing conditions, hi achieves the peak
value of 35.7% at the standard hydroxygen volume fraction in the
intake of 0.75%. The possible explanation could be ascribed to the
fact that, as the addition of hydroxygen increases the oxygen frac-
tion in the intake, the fuel-rich area in the cylinder can be slightly
reduced after the hydroxygen blending. Since the decreased fuel-
rich area helps the complete combustion of the fueleair mixtures, Fig. 3. Ef versus am with hydrogen and standard hydroxygen additions.
S. Wang et al. / Energy 36 (2011) 5832e5837 5835

3.2. Combustion analysis

Flame development and propagation durations directly reflect


the engine combustion quality. Figs. 4 and 5 plot the variations of
flame development (CA0e10) and propagation (CA10e90) periods
with am. CA0e10 and CA10e90 are defined as the crank angle
durations from the spark discharge to 10% and from 10% to 90% heat
release of the total fuel, respectively. It can be seen from Fig. 4 that,
since the ignition energy of hydrogen is only 1/10 of that of gasoline
and the addition of hydrogen stimulates the formation of O and OH
radicals [32], the hydrogen and hydroxygen-blended gasoline
engines could gain a shorter CA0e10 than the original engine.
Moreover, as hydrogen possesses a high flame speed, CA10e90 is
also decreased with the increase of hydrogen and hydroxygen
addition fractions. When am is smaller than 2.5%, the standard
hydroxygen-blended gasoline engine produces a shorter CA0e10
and CA10e90 than the hydrogen-blended engine. But when am is
further increased, both CA0e10 and CA10e90 of the hydroxygen-
blended engine are slightly longer than those of the hydrogen-
blended engine. This could be attributed to the fact that, as the
increased oxygen concentration helps reduce the lean-oxygen area Fig. 5. CA10e90 versus am with hydrogen and standard hydroxygen additions.
and therefore avails the fast and complete combustion of the
fueleair mixtures, the standard hydroxygen-blended gasoline
engine could gain shorter CA0e10 and CA10e90 than the decreasing HC emissions caused by the crevice effect, the additions
hydrogen-enriched gasoline engine at low blending levels. of hydrogen and hydroxygen lead to the reduced HC emissions.
However, for a specified am, the hydrogen fraction in the Besides, the formation of HC emissions is closely related with the
hydroxygen-blended engine is lower than that in the hydrogen- chemical equilibrium process. As the raised cylinder temperature
blended engine. Thus, CA0e10 and CA10e90 of the engine after hydrogen or hydroxygen addition helps ease the formation of
blended with the standard hydroxygen are longer than those of the HC emissions during the combustion process [33], HC emissions are
hydrogen-blended gasoline engine when am is further increased. effectively reduced after hydrogen and hydroxygen additions. It is
also found from Fig. 6 that, when am exceeds 1.5%, the effect of
3.3. Emissions hydrogen addition on decreasing HC emissions is more pronounced
than that of the standard hydroxygen addition. This is because at
Because of the incomplete combustion of gasoline and the high low mixture blending levels, the addition of the standard
combustion temperature in cylinders, SI engines always exhaust hydroxygen results in the increased oxygen concentration which
large amounts of HC, CO and NOx emissions at city driving condi- benefits enhancing the complete combustion. But for a given
tions. This section compares the effects of hydrogen and the stan- mixture addition fraction, the hydrogen content in the standard
dard hydroxygen additions on reducing the toxic emissions from hydroxygenegasolineeair mixtures is obviously lower than that in
the gasoline engine before a three-way catalytic convertor. the hydrogenegasolineeair mixture. Therefore, at high mixture
Fig. 6 shows the variations of HC emissions with am at 1400 rpm, blending ratios, as the short quenching distance of hydrogen and
a MAP of 61.5 kPa and MBT spark timing. It can be found from Fig. 6 decreased C-atom gradually become key factors for reducing HC
that, since hydrogen has a short quenching distance which benefits emissions, the hydrogen-enriched gasoline engine could expel less

Fig. 4. CA0e10 versus am with hydrogen and standard hydroxygen additions. Fig. 6. HC versus am with hydrogen and standard hydroxygen additions.
5836 S. Wang et al. / Energy 36 (2011) 5832e5837

Fig. 8 depicts NOx emissions versus am for the hydrogen and the
standard hydroxygen-blended gasoline engines at 1400 rpm, a MAP
of 61.5 kPa and MBT spark timing. Fig. 8 demonstrates that NOx
emissions are raised after hydrogen and hydroxygen additions. This
is because hydrogen possesses a high adiabatic flame temperature
and the additions of hydrogen and hydroxygen lead to the short-
ened combustion duration, the cylinder temperature tends to be
increased after hydrogen and hydroxygen additions. As the
increased combustion temperature may shift the thermodynamic
equilibrium to stimulate the formation of NOx emissions [1], NOx
are increased after hydrogen and hydroxygen additions. Moreover,
as the hydroxygen provides more oxygen which could stimulate the
formation of NOx, for a specified am, NOx emissions from the
standard hydroxygen-blended engine are higher than those from
the hydrogen-blended gasoline engine.

4. Conclusions

This paper investigated and compared the effects of hydrogen


and standard hydroxygen additions on improving the performance
Fig. 7. CO versus am with hydrogen and standard hydroxygen additions. of a gasoline engine at 1400 rpm and a MAP of 61.5 kPa under
stoichiometric conditions. The main conclusions are summarized as
follows:
amounts of HC emissions than the standard hydroxygen-blended
At low blending fractions, the standard hydroxygen-blended
gasoline engine when am is larger than 1.5%. gasoline engine produces a higher thermal efficiency and shorter
Fig. 7 displays CO emission versus am for the hydrogen and the
flame development and propagation durations than the hydrogen-
standard hydroxygen-blended gasoline engines at 1400 rpm, a MAP enriched gasoline engine. But at high blending fractions, the
of 61.5 kPa and MBT spark timing. Fig. 7 shows that CO emission
addition of pure hydrogen tends to help the engine gain a higher
increases with the increase of hydrogen volume fraction in the
thermal efficiency than the standard hydroxygen addition. Since
intake whereas decreases with the increase of the standard
the volume energy density of the standard hydroxygen is higher
hydroxygen addition fraction. The possible reason can be ascribed
than that of the hydrogenegasolineeair mixtures, the increased
to the fact that, since hydrogen has a wide flammability and a high
fuel energy flow rate is gained after the hydroxygen addition, which
flame speed, the added hydrogen tends to be ignited and com-
symbolizes that the standard hydroxygen-blended gasoline engine
busted prior to the gasoline and therefore causes some lean-oxygen
could gain a higher torque output than the original and hydrogen-
areas in the cylinder. Thus, CO is increased after hydrogen addition
enriched gasoline engines. The standard hydroxygen-blended
at the stoichiometric condition. Comparatively, the oxygen content gasoline engine produces lower CO emission than the original
in the hydroxygen could further oxidize CO into CO2 which is not
and hydrogen-enriched gasoline engines. At low blending fractions,
the case for the pure hydrogen addition. Thereby, the addition of
the addition of hydroxygen is more effective on reducing HC
hydroxygen is more effective on reducing CO emission than the
emissions. However, because of the raised combustion tempera-
pure hydrogen addition. When the hydroxygen volume fraction in
ture, both the additions of hydrogen and hydroxygen lead to the
the intake rises from 0% to 2.8%, CO is reduced by 21.86% for the
increased NOx emissions. Due to the further increased oxygen
standard hydroxygen-blended gasoline engine.
concentration in the cylinder, the hydroxygen-blended gasoline
engine expels larger amounts of NOx than the hydrogen-enriched
engine. Thus, proper techniques are required to control NOx
emissions from the standard hydroxygen-blended gasoline
engines.

Acknowledgments

This work was supported by National Natural Science Founda-


tion of China (Grant No. 50976005).

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