Abstract
An existing diesel engine was fitted with a common rail direct injection (CRDi) facility to inject fuel at higher pressure in CRDi mode. In the current work, rotating blades were incorporated in the piston cavity to enhance turbulence. Pilot fuels used are diesel and biodiesel of Ceiba pentandra oil (BCPO) with hydrogen supply during the suction stroke. Performance evaluation and emission tests for CRDi mode were carried out under different loading conditions. In the first part of the work, maximum possible hydrogen substitution without knocking was reported at an injection timing of 15° before top dead center (bTDC). In the second part of the work, fuel injection pressure (IP) was varied with maximum hydrogen fuel substitution. Then, in the third part of the work, exhaust gas recirculation (EGR), was varied to study the nitrogen oxides (NOx) generated. At 900 bar, HC emissions in the CRDi engine were reduced by 18.5% and CO emissions were reduced by 17% relative to the CI mode. NOx emissions from the CRDi engine were decreased by 28% relative to the CI engine mode. At 20%, EGR lowered the BTE by 14.2% and reduced hydrocarbons, nitrogen oxide and carbon monoxide by 6.3%, 30.5% and 9%, respectively, compared to the CI mode of operation.
Highlights
The common rail direct injection (CRDi) engine operated at an internal gas pressure of 900 bar and 10◦ before top dead center (bTDC) fuel injection timing was found to provide improved BTE
Existing single cylinder diesel engine was fitted with CRDi facility, and tests were conducted in CRDi mode at higher pressure
The performance of the CRDi engine caused by fuel injection pressure (IP) variation from 600 bar to 1000 bar is described
Summary
NOx emissions were lowered by 75% with the recirculation of exhaust gas in the hydrogen-diesel dual fuel (DF) operation [4]. A shorter ignition delay (ID) compensated for the rise in heat release rate (HRR) and peak pressure (PP) [6] Pilot fuels such as hydrogen, producer gas, or a blend of both were used in the diesel engine. The peak pressure was recorded for 30% use of hydrogen, but further increase in the quantity showed pressure reduction for different loads. The outcomes of using hydrogen gas as fuel in a diesel engine were as follows: Enhancement in the BTE was collateral with emission reduction, but NOx content was unchanged [13,14]. The CRDi engine operated at an internal gas pressure of 900 bar and 10◦ bTDC fuel injection timing was found to provide improved BTE. The research undertaken provided evaluation data for a parametric study using diesel-hydrogen and BCPO-hydrogen as fuels in a CRDi engine incorporating combustion chamber modifications
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