Beruflich Dokumente
Kultur Dokumente
net/publication/262723881
CITATIONS READS
3 772
1 author:
Mohamed M Elgohary
Alexandria University
53 PUBLICATIONS 275 CITATIONS
SEE PROFILE
Some of the authors of this publication are also working on these related projects:
All content following this page was uploaded by Mohamed M Elgohary on 15 July 2019.
M. Morsy El-Gohary
Naval Arch., and Marine Engg. Dept., Faculty of Engg., Alexandria University, Alexandria, Egypt
The introduction of new fuel types like hydrogen into the field of maritime transport is
considered to be a challenge due to the severe environmental conditions the marine power
plant has to work in. Therefore, any attempt to introduce a new technology in this field must
be accompanied by sufficient studies and experimental data to provide the engineers and
ship operators with enough data about the new fuel type used. This data has to be
experimentally approved but in the first and preliminary stages of design of power plants
working with new fuels it may not be available or feasible to make large scale experiments,
so a computer program is used to give reasonably accurate data about the new design. The
demand on energy production will be increased by increasing the population and sea borne
trade. The use of other alternatives oil should start to replace diesel oil onboard ships.
Hydrogen is considered a good candidate for such replacement. This paper introduces the
procedures followed to design a hydrogen internal combustion engine.
! " # $ %&
' ( '# )
& * +, -. / & , 0- / '!
(" )
& 6* + ,7 $ % ' 8-. 5 4-. ( ' 12" # 3&
% 9 : (* % : + & . / '! 6 ; (
=# 6 A # ' 9 !+=> ?& # : # @ - 5<# ) ! 1= 1
. 1? .) B 6 ' !? 8-. 5 2 ! 1=
derive it from natural gas through a process temperatures. The following equations
called “steam reformation.” That process, represent the change in density ( ρ) of
however, generates CO2 as a by-product. hydrogen gas at various temperatures and
Hydrogen also can be derived from water pressures. These equations are based on the
through electrolysis, but if the electricity is ideal gas law with a compressibility factor (Z)
generated from a coal-fired power plant, the for the hydrogen gas the gas pressure and
“clean” hydrogen also carries with it the temperature respectively and R is the gas
upstream emissions associated with coal constant for hydrogen (4157 N m / kg K).
production, transportation and use. It may be
relatively simple to generate hydrogen by P
electrolysis, i.e. running an electrical current ρ= . (1)
ZRT
through water; the cost of producing the
hydrogen also includes the upstream costs of Z = 0.99704 + 6.4149E-9 P. (2)
generating the electricity. If the electricity is
generated from renewable energy sources, the Where, P (Pa) is the pressure of the gas, VH (m3)
cost of hydrogen production includes the costs is the volume and T (K) is its temperature.
embodied in renewable power generation. Using the gas constant given above, eq. (2) can
be restated as follows.
3. Hydrogen storage
VH = Z 4157.2 mH T / P (3)
Hydrogen is an extremely difficult gas to
store, which will limit its use until convenient Where, mH is the mass of Hydrogen .The tank
and cost effective storage technologies can be radius (r) can be calculated from the volume
developed and commercialised. One gram of determined in the previous equation. The tank
hydrogen gas, for instance, occupies about 11 is assumed to be either a sphere or a cylinder
liters of space at atmospheric pressure. So for with spherical ends. The sphere is actually a
convenience of use, it must be pressurized to special case of the cylinder in which the length
several hundred atmospheres and stored in a (L) is zero. Next equation can be solved for r
pressure vessel. In liquid or compressed form, through an iterative process [10].
hydrogen can only be stored under cryogenic
VH = (4πr3 / 3) + (πr2 L). (4) simulate the engine cycle due to the high
combustion rate of hydrogen which makes the
The energy density of gaseous hydrogen can combustion inside the engine cylinders too
be improved by storing hydrogen at higher close to constant volume process [2]. The
pressures. This requires material and design constant volume Otto air standard cycle is
improvements in order to ensure tank programmed into the EES program using the
integrity. Hydrogen storage depends on the following four main processes:
storage pressure and temperature as shown in Isentropic compression of charge air
figs. 2, 3. • Constant volume heat addition, at fuel
injection
4. Thermodynamic design • Isentropic expansion (power stroke)
• Constant volume heat rejection
The first step of engine design is by These four processes are detailed next. The
defining the main requirements needed to be previous cycle works between four points, the
achieved; in this case both power and speed only known point is point (1), where the air is
are the main requirements. Power of 3000 kW admitted into the cylinder, the air conditions
or 4080 hp and speed of 600 rpm – in the at this point are known; 100oC temperature
medium speed range – are chosen. These and 4 bar pressure, this is the air condition
values are determined to make a comparison after turbocharging. To determine point (2),
with the M32C medium speed diesel engine of the engine compression ratio (Rp) must be
the well known engine maker MaK, this helps estimated.
to give good reference values to assess the new
design. After determining the main
requirements, a standard air cycle must be V1
Rp = . (5)
chosen to approximate the real engine cycle. V2
For hydrogen fueled internal combustion
engine, Otto cycle may be reasonably used to
The EES program can calculate the air excess air factor, for this engine it is made
specific volume at point (1) without any constant at 4 to maintain good combustion
further programming as all air properties are characteristics.
stored inside. A value of 10 is chosen for (Rp);
hence V2 can be calculated from equation (1). Qeff = 0.7 · CVair. (8)
By determining V2, point (2) is known and any
other air property can be calculated. In order The internal energy of air at point (3) is that at
to get to point (3), the amount of heat added to point (2) plus the amount of effective heat
the cycle must be first calculated. This heat is added during process 2-3, therefore, point (3)
the effective heat (Qeff) resulting from the fuel can be now determined. Process 3-4 is an
combustion after deducting the amount of isentropic expansion process where the air
heat lost to cooling water. Cooling water losses fuel mixture expands to the same volume of
is guessed to be 30% [2], thus only 70% of point (1), for simplicity, the mixture is
chemical energy of fuel will be added to the assumed to be only air over the entire cycle as
cycle. Chemical energy of fuel is its calorific shown in figs. 4, 5.
value (CV) which is 130,000 kJ/kg for Table 1 resumes all the data of the
hydrogen [3]. Since the working fluid of the thermodynamic calculations, assumptions are
cycle is air and not hydrogen, this calorific given first, and then the results of the analysis
value must be corrected to be per kg of air follow.
rather than per kg of hydrogen. After determining the main characteristics
of the engine cycle, some processing of the
CV results will lead to determining the main
CV air = . (6)
M air dimensions of the engine. First the number of
cylinders is chosen, for good comparison with
Mair is the mass of air entering the engine per the ordinary medium speed diesel engine, the
kg of fuel and is determined from same number of cylinders of 6 is chosen. Also,
a stroke-bore ratio of 1.5 is taken the same as
Mair = AF · . (7) that of the diesel engine.
Assumptions
Ambient temperature 27 °C
Ambient pressure 1 bar
Temp. after turbo 100 °C
Pressure water losses 4 bar
Cooling water losses 30 %
Fuel calorific value 130.000 kJ/kg
Excess air factor 4
Compression ratio 10
Results
Point 1 4 bar (assumed)
Point 2 95 bar
Pressure
Point 3 173.8 bar
Point 4 100
Point 1 100 °C (assumed)
Point 2 613 °C
Temperature
Point 3 1348 °C
Point 4 485.8°C
Engine efficiency 33%
Brake mean eff. pressure 12.76 bar
I rod
SL = π 2 * E * . (12)
Fig. 8. 3D model of the piston. 2
I rod
2 L
σ rod ,bend = * F rod * ( rod ) * d rod . (15)
3 2 * I rod
Fig. 11. 3D model of designed crankshaft.
The compression stress ( rod,comp) is calculated
from: 7. Conclusions
F max
σ rod ,comp = . (16) The paper presents a brief introduction to
π 2
* d rod how to solve the first step of calculations in
4
the problem of designing an internal
combustion engine working with hydrogen.
Equivalent stress for combined
The design results shown in the previous
compressive and bending effect is the sum of sections may seem strange to the professional
both compressive and bending stresses. This
reader and yield to heavy, big and expensive
sum must be lower than the value of the
engine, but it must not be forgotten that this
allowable stress of the material used. is a first step, another refinement procedures
Allowable stress = 3380 bar
will follow and also prototype experiments
Equivalent stress = 2911 bar (safe)
have to be made to assess how far the
The design of the crankshaft is of a very calculations are from the real world and fine
high level of importance, it is the most
tuning processes will take place after. This
expensive part of the engine and it is procedure can also be applied to different
subjected to continuous and discrete power plants types.Hydrogen gas turbine
dynamical loads. The following empirical
design can benefit also from the advantages of
equation is used to estimate the diameter of the computer programs, previous work of the
the crankshaft.
author gives a good idea on how this could be
done. [8]
1
2 .
=
dcrank 1.2 * (D * (0.131 * L + 0.05 * 2 * dcrank ))3
References
(17)
[ ] M. El-Gohary and H. El-Sherif, "Future
The crank diameter from this equation is of Hydrogen as Green Energy in Marine
about 30 cm. Applications", Proceedings of the 10th
World Renewable Energy Congress,
Florence, Italy (2006).
[ ] Ibrahim, "Combustion Engines", Dar El-
Ma’aref, Egypt (1995).
[ ] J. Norbeck et al. "Hydrogen fuel for
surface transportation", SAE (1996).
[ ] A. Ibrahim, "The Temperature Entropy
Chart for Hydrogen Engines", AEJ, Vol.
37 (5) (1998).
[ ] www.Cat.com "Caterpillar Marine Power
Systems", MaK M32C project guide,
Hamburg /Germany (2008).
[ ] R. Cammack, M. Frey and R. Robson,
"Hydrogen as a Fuel", Taylor and Francis
Fig. 10. Designed connecting rod.
(2001).