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Development of Alternative Fuel Engines: Solution to Energy–Environment Crisis
Prof. L. M. Das
Centre for Energy Studies
Indian Institute of Technology Delhi 8th December, 2012
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Alternate Fuels
Air quality degradation
Stringent Emission Norms
Reduced Fossil fuel Depletion
Reduced Emission and
Smog
Lower Operating
Cost
Reduced Fuel
Import Bill
Increase in oil price
NEED FOR ALTERNATIVE FUELS
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Hydrogen Compressed Natural Gas(CNG) Bio-Diesel Hydrogen Added Natural Gas Ethanol Methanol Liquefied Petroleum Gas (LPG) Biogas Producer Gas BtL GtL
List of Alternate Fuels
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IIT Delhi
August 18, 2004
-:Hydrogen:- Not a Radically New Concept
JULES VERNE
Mysterious Island
(1876)
….“With a new national commitment, our scientists and engineers will overcome obstacles to taking these cars from laboratory to showroom, so that the first car driven by a child born today could be powered by hydrogen and pollution-free“…..
On Freedom Fuel
Then ….“ I believe that water will one day be employed as fuel, that
hydrogen and oxygen which constitute it, used singly or
together will furnish an inexhaustible source of heat and light
of an intensity of which coal is not capable………water will be
coal of the future”
Now George Bush (2003)
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IIT Delhi
August 18, 2004
Source: T.Nejat Veziroglu ,Hydrogen Energy Technologies, UNIDO
Building Hydrogen Energy
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Hydrogen + CNG
Neat Hydrogen
Dual Fuelling
( Diesel + Hydrogen)
H2
Hydrogen Supplementation
(Petrol + Hydrogen )
Strategies for Hydrogen Application
FUEL CELL
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Intrinsic Merits of Hydrogen Engine
High Thermal Efficiency
Energy Content
– LHV: H2=120 MJ/kg;
– Gasoline=43 MJ/kg
Very tunable combustion
LFL/UFL(Vol%):
- H2=4/75
- Gasoline =1/7.6
Near Zero Emissions
Smooth Engine operation
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Minimum Ignition Energy as a Function of Equivalence Ratio for Hydrogen and Methane
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STABLE ENGINE OPERATION RANGE
• Range of equivalence ratio for
effective hydrogen engine
operation in lean burn mode
without showing any undesirable
phenomena *
• Unstable engine operation above
> 0.8 reported #
• Combustion instability and
reduction in thermal efficiency
has been reported for <0.4
*J.Breton Office of Natl. Combustion Liquids, 11 487 Theses Faculte Des Sciences
S.Wendlandt,Physik Chem.110 637 (1924)
#J.G.Finegold and Wm.D.Van Vorst “Engine performance with gasoline and hydrogen: A comparative
sytudy”THEME confernce 1974
H.S.Yi,K.Min,E.S.Kim “the optimized mixture formation for hydrogen fuelled engines”Int.j.Hydrogen Energy 2000
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IIT Delhi
August 18, 2004
Hydrogen – Specific Properties for Engine
Application Hydrogen
H2
Gasoline
Diesel
Fuel
Methanol
CH3OH
Propane
C3H8
Methane
CH4
Ignition energy (mJ/kg)
20 250 200 250 300
Flame.
limits (%)*
4-75 1-8 1-7 6-26 2-10 5-15
Auto-ignition temp.(C)
580 400 220 380 490 650
Flame speed (m/s)
2.7 0.35 0.3 0.5 0.4 0.4
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Neat Hydrogen
Hydrogen Supplementation
(Petrol + Hydrogen )
Dual Fuelling
( Diesel + Hydrogen) Hydrogen + CNG
H2
Practical Mode of Operation
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Fuel Induction Techniques – IIT D
Mixture formation Flow timings Supply pressure Comments
Continuous
carburetion (CC)
Continuous flow A little above
atmospheric
Unsuitable for neat
hydrogen but can be
adopted for HANG
Continuous
manifold injection
(CMI)
Continuous flow Slightly greater
than
atmospheric
Not essentially different
from CC
Timed manifold
injection (TMI)
Flow commences after the
opening of the intake valve
but completed prior to IVC
1.4 - 5.5 kgf/cm2 Most appropriate
Low pressure
Direct cylinder
injection (LPDI)
Flow commences after the
intake valve closure and is
completed before significant
compression pressure rise
2.0 - 8.0 kgf/cm2 Requires tough thermal
environment
High pressure
Direct cylinder
injection (HPDI)
Flow commences at the end
of the compression stroke
Abnormally
high pressure
Uncontrolled combustion
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Combustion Characteristics of hydrogen
Hydrogen Combustion anomalies
wider flammability
high flame speed
low ignition energy
Gasoline
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Hydrogen Combustion anomalies
• Uncontrolled ignition induced by a hot spot
SURFACE IGNITION
• Occurring during the compression stroke with the actual start of combustion prior to spark timing
PRE-IGNITION
• Hydrogen–air charge combusts in an intake runner or intake manifold
Backfiring OR Back-flash
• Autoignition of the remaining end-gas with high-pressure oscillations and the typical pinging noise
Engine ‘‘knock’’
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Measures to Avoid Pre-Ignition combustion
Limiting the Equivalence Ratio
Adopting Exhaust Gas Recirculation (EGR) Avoiding hot spots and protrusions & Using spark plugs with narrow gap settings
Water Induction
Design of the ignition system with low residual charge
Specifically designed crankcase ventilation
Sodium-filled exhaust valves
Optimized design of the engine cooling passages
Hydrogen direct injection into the combustion chamber
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Bottlenecks in use for engines
• Reaching high power output.
• Reducing NOx at high loads.
• Avoiding backfire.
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BACKFIRE-Hydrogen Engines
Back firing-Solid lines and Regular pressure trace with dotted lines
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Limit the end of injection in a
fixed range based on engine
operation
Pre-ignition heats up the
combustion chamber, which
ultimately leads to backfiring in a
consecutive cycle
Variable valve timing for both
intake and exhaust
Prevention of Backfire
Injecting too early leads to a backflow of
hydrogen
Injecting too late results in left over
hydrogen in manifold
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Engine Design
KNOCK
Fuel–air mixture
properties
Pressure
Temperature
Time
Knock characteristics of Hydrogen Engines
Autoignition of end gas with rapid rate of
energy release at high amplitude pressure waves
Typical knock characteristics of a
heavy knocking cycle- oscillations of
almost 65 bar
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Avoiding abnormal combustion Injection system
Direct Injection
Timed Injection
Carburetion
Ris
k o
f ab
no
rmal
co
mb
ust
ion
High
Low
External mixture
formation : operated
at lower injection
pressures
Stratification is
possible & high
operation pressure
5–250 bar
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Combustion characteristics of hydrogen
The causes of undesired combustion of
hydrogen can be summarized as
– wider flamability-
limit
– low ignition energy
– high flame speed
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INJECTOR ACTUATION MECHANISMS
Hydraulically operated
Cam –actuated
Solenoid-actuated electronically –controlled
Positive Features of Injection System–
Eliminate pre-ignition, backfire and rapid rate of pressure rise
Reduces NOx emissions drastically – no other pollutant in hydrogen engine exhaust
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INJECTION SYSTEM INSTALLED ON A RESEARCH
ENGINE – PARAMETER OPTIMIZATION
Diesel oil is used as the hydraulic fuel
Jerk from the diesel injector forces open the hydrogen injector
Diesel after passing through the nozzle is collected back
Hydraulically operated
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INJECTION SYSTEM INSTALLED ON A RESEARCH
ENGINE – PARAMETER OPTIMIZATION
Cam Actuated
Uses a lift rod moved by a cam
and the motion being
transmitted through a specially
designed linkage
Engine control depends on the
response controllability,
durability and the fuel – feeding
capacity of the injector
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TOTAL HYDROGEN S.I. ENGINE GENSET USING
ELECTRONIC FUEL INJECTION SYSTEM
The system provided adequate flexibility to control the injection timings and injection duration to provide an appropriate and desired fuel quantity at the appropriate point in the engine cycle operation.
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PRESSURE CRANK ANGLE DIAGRAM-H2
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TOTAL HYDROGEN S.I. ENGINE GENSET
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HYDROGEN UTILISATION IN DIESEL ENGINE
Auto ignition temperature of Hydrogen is 576o C-ignition by compression alone –not possible even at a CR of 29 (Study at Cornell Univ)
Prof Ikegami’s work at Kyoto University
Dual fuel operation -most practical mode of diesel engine operation using hydrogen
Small horse power diesel engine –converted to hydrogen-diesel operation in IITD
Multicylinder Diesel engine --- 45% Energy substitution
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SMALL HORSE POWER PORTABLE HYDROGEN-DIESEL
DUAL FUEL GENSET UNIT
Compact portable
Hydrogen diesel genset
unit has been tested for
long running hours
Upto 38% full load
energy substitution
without any abnormal
combustion
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MULTICYLINDER HYDROGEN – DIESEL DUAL ENGINE
GENSET
Multicylinder high horse power diesel engine modified to hydrogen diesel dual fuel mode of operation.
Hydrogen
substituted upto 45% on energy basis
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HYDRAULICALLY OPERATED INJECTION SYSTEM
CAM-ACTUATED INJECTION SYSTEM
Neat Hydrogen-fuelled
S.I. Engine Genset
TOTAL HYDROGEN S.I. ENGINE GENSET USING ELECTRONIC FUEL
INJECTION SYSTEM
SIX CYLINDER HYDROGEN – DIESEL DUAL ENGINE GENSET HYDROGEN FUELLED DIESEL
ENGINE
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NOx vs Equivalence Ratio
Ultra lean
operation --
close to zero
emissions
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BTE vs BMEP
Maximum
Thermal
efficiency close
to 44 % at lean
engine operation
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Effect of charge Diluents ( CI engines)
No
Diluent
Water:2640 ppm
Heleium:10% Nitrogen:30%
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Kick-off Meeting Photographs on 12th
March 2009
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Hydrogen operated Three Wheeler-
Passenger Version
Demonstrated in Auto Expo 2010
His Excellency Mr Binali Yildirim Minister of Transport Republic of Turkey, is discussing with Prof.L.M.Das about the newly designed passenger version.
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Inaugural Ceremony of DELHY -3W
9th January 2012, Pragati Maidan
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Hydrogen operated auto displayed during auto expo
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Official inauguration was held on 9th January 2012 in Pragati Maidan, New Delhi
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Dr. K. Yumkella, Director General of UNIDO having
joy Ride in DELHY 3W
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FUELLING STATION IN PRAGATI MAIDAN
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Use of Vegetable oils
“The use of vegetable oils for engine fuels may seem insignificant today, but such oils may become in course of time as important as petroleum and the coal tar products of the present time”
Rudolf Diesel (1912),
-Inventor of Diesel engine -Address to the Engineering Society of St Louis,
Missouri in 1912
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Biodiesel Developed in lab from typical
non-edible Indian Feedstock • Castor (C)
• Cottonseed (CS)
• Jatropha (J)
• Karanja (K)
• Linseed (L)
• Mahua (M)
• Neem (N)
• Polanga (P)
• Rubber (R)
• Simarouba (S)
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PROBLEMS ENCOUNTERED WITH NEAT
VEGETABLE OIL
Clogging of Fuel Lines Carbonization of injector tips Deposit on Cylinder Walls Poor Ignition and combustion due to improper atomization Lube oil Contamination
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CARBON DEPOSIT ON INJECTOR TIP USING
NEAT VEGETABLE OIL
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TRANSESTERIFICATION (IN LAB)
Karanja Oil
Alcohol
(Methanol/Ethanol)
CI Engine
Neat
Biodiesel
(B100)
Biodiesel
(with moisture)
Waste water
Alcohol free
Biodiesel
Glycerine
(unrefined)
Biodiesel
(unrefined)
KOH
(Catalyst)
Byproduct : separated
from biodiesel by
settling
Neat or blended
with diesel
Moisture removal by
Anhydrous Sodium
Sulphate or by
heating
Washing with
water
Removal of
excess
alcohol by
vacuum
distillation
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Biodiesel production: lab and Pilot plant
Biodiesel plant for process optimization (one Liter capacity) Fifty liter Batch capacity-Biodiesel Pilot Plant at IIT Delhi
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50 Litres/Batch Capacity-
Biodiesel Pilot Plant In IITD
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Glycerol separation and Washing Biodiesel with water
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Biodiesel produced in IIT Delhi
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Biodiesel PILOT plant installed at IITD
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General Motor (USA) Team with Tavera vehicle
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General Motors
(USA) team’s visit
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Tavera vehicle in Bhubaneswar during ORISSA Tour after
covering 1500km one way (fueled with KOME 20%)
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Performance Test of Tavera on Chassis
Dynamometer at IOC (R&D) Centre, Faridabad
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Biodiesel-fuelled vehicle at different places of India
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MNRE sponsored TATA Indica car fueled with KOME (B20)
Covered >30,000 km
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ESCORT Tractor powered by Karanja biodiesel (B20)
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Thermal Efficiency Vs BMEP
IIT Delhi
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BSEC Vs BMEP (MOME)
BSEC Vs BMEP
0
5
10
15
20
25
30
35
0 2 4 6
BMEP (N/m 2)
BS
EC
(K
J/h
r/K
W) Diesel
10% MOME
20%MOME
30%MOME
IIT Delhi
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Thermal Efficiency Vs BMEP (LOME) IIT Delhi
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BMEP Vs BTE
BMEP vs BTE
0
0.1
0.2
0.3
0.4
0 1 2 3 4 5 6 7 8 9
BMEP (MPa)
BT
E (
%) Diesel
B20
B100
B10
(KOME) IIT Delhi
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Evaluation of performance & Emission
Characteristics done on Stationary Engine
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Brake Specific Fuel Consumption vs Engine Power Output
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Pressure Vs Crank Angle At Full
Load
pressure Vs Crank Angle At Full Load
-10
0
10
20
30
40
50
60
70
-100 -50 0 50 100
Crank Angle (Degree)
pre
ssu
re (
Bar)
Cylinder pressure
Motoring pressure
pressure Vs Crank Angle At Full Load
-10
0
10
20
30
40
50
60
70
80
-100 -50 0 50 100
Crank Angle (Degree)
pre
ssu
re (
Bar)
Cylinder pressure
Motoring pressure
Petro-diesel
B 20 Karanja oil
Methyl Ester
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pressure Vs Crank Angle At Full Load
-10
0
10
20
30
40
50
60
70
80
90
-100 -50 0 50 100
Crank Angle (Degree)p
res
su
re (
Ba
r)
Cylinder pressure
Motoring pressure B 50 Karanja oil
Methyl Ester
pressure Vs Crank Angle At Full Load
-10
0
10
20
30
40
50
60
70
80
90
-100 -50 0 50 100
Crank Angle (Degree)
pre
ss
ure
(B
ar)
Cylinder pressure
Motoring pressure
B 100 Karanja oil
Methyl Ester
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Smoke Opacity Vs BMEP (LOME) IIT Delhi
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NOx Vs BMEP (LOME) IIT Delhi
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NOx Vs BMEP
IIT Delhi
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Carbondioxide Emission in g/kWh
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Carbonmonoxide Emission in g/kWh
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UBHC Emission in g/kWh
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Nitrogen oxides Emission in g/kWh
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Smoke Opacity (%)
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Emission of Carbon-dioxide
0
200
400
600
800
1000
1200
1400
1600
0 1 2 3 4 5 6 7
Engine Power Output (kW)
Em
issio
ns i
n g
/kW
h
Diesel
B20
B50
B100
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Emission of Carbon-monoxide
0
5
10
15
20
25
30
0 1 2 3 4 5 6 7
Engine Power Output (kW)
Em
issio
ns i
n g
/kW
h
Diesel
B20
B50
B100
Carbon monoxide emissions increase with load because fuel burning gets hindered at high
loads due to which more fuel goes and doesn’t get time to get completely burned. B 20 has
minimum CO emissions
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Emission of Unburnt Hydrocarbons
0.00
0.05
0.10
0.15
0.20
0.25
0.30
0.35
0 1 2 3 4 5 6 7
Engine Power Output (kW)
Em
issio
ns i
n g
/kW
h
Diesel
B20
B50
B100
Hydrocarbon emissions are due to incomplete combustion and poor atomization.
Therefore, B 20 is having minimum HC emissions as compared to other blends
and diesel.
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Emission of Oxides of Nitrogen
0
1
2
3
4
5
6
7
8
9
10
0 1 2 3 4 5 6 7
Engine Power Output (kW)
Em
issio
ns i
n g
/kW
h
Diesel
B20
B50
B100
NOx is temperature dependent and biodiesel blends has after
combustion temperature due to presence of oxygen molecules. Hence
more NOx wih with increasing % of biodiesel
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Smoke Opacity (%) vs Engine power (kW)
0
10
20
30
40
50
60
70
0 1 2 3 4 5 6 7
Engine Power Output (kW)
Sm
oke O
pacit
y (
%)
Diesel
B20
B50
B100
Smoke minimum with B 20 blend due to appropriate mixing of
diesel and biodiesel.
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Indian Institute of Technology, Delhi