Hydrogen Injection Research Articles

Delayed Detached-Eddy Simulations of Rough-Wall Turbulent Reactive Flows in a Supersonic Combustor

Reactive delayed detached-eddy simulations (DDESs) of hydrogen injection into a confined transverse supersonic flow of vitiated air are conducted. The corresponding conditions were studied in the LAPCAT-II combustor, which—due to thermal coating—exhibits non-negligible wall roughness. Its effects are taken into account with the equivalent sand-grain roughness model, and, to the best of the authors’ knowledge, it is the first time that this modeling framework is considered within the DDES framework to simulate turbulent reactive flows. Two operating conditions are considered, which differ in the value of the momentum ratio between the hydrogen and vitiated air inlet streams, thus leading to two distinct values of the operating equivalence ratio (ER). For its smallest value, smooth combustion is subject to a preliminary thermal runaway period, while for its largest value, combustion is more strongly intertwined with shock wave dynamics and boundary-layer separation. Since it features large subsonic regions, which are characteristic of situations close to thermal choking, the latter is referred to as the sudden or partially choked combustion mode. Computational results are assessed through comparisons with available experimental data for both operating conditions. The main mechanism through which wall roughness alters the combustion development lies in the reduction of the effective cross-sectional area that is induced by boundary-layer thickening. For the largest ER value, DDES conducted with the sand-grain roughness model does recover the partially choked combustion mode, while smooth wall (i.e., standard) DDES does not.

Influence of various gases and water vapors on the processes of tritium release from two-phase lithium ceramics

The processes of tritium generation and release in lithium-ceramic breeder blankets are affected by many factors, for example, the presence of impurities in the purge gas. As was shown earlier, oxygen, water vapor and hydrogen have the greatest influence on gas release from lithium ceramics. Hydrogen is planned to be specifically added to the purge gas mixture in breeder blanket to facilitate tritium release.The paper presents data of reactor experiments on irradiation of two-phase lithium ceramics (65 mol% Li4SiO4 /35 mol% Li2TiO3) under conditions of supplying various gases and water vapor into the chamber with samples.We analyzed the sections of experiments in which sequential, step-by-step injection of water, oxygen, hydrogen and deuterium vapors into a continuously pumped chamber with samples at steady-state quasi-equilibrium release of tritium from ceramics was carried out. Using a mass spectrometer, the gas composition in the chamber and, in particular, the release features of tritium-containing molecules, were recorded. Based on the obtained data, the mechanisms of tritium interaction with the investigated gases and water vapor on the ceramic surface were determined, as well as their influence on the processes of tritium release from ceramics.

Thermodynamic, exergetic and environmental evaluation and optimization of a bio-fuel fired gas turbine incorporated with wind energy derived hydrogen injection

The fluctuating nature of wind energy and shortage of biomass resources, as two types of renewables, can be fulfilled via their hybridization. In this respect, present research proposes a hybrid biomass/wind energy driven power generation framework based on combined gas turbine-Rankine cycle scheme. The gas turbine includes a reheat stage where the produced hydrogen is added to the combustion chamber for increasing flue gas temperature to enhance output power. The injected hydrogen is generated via a water electrolyzer which is powered by electricity from the wind turbines. The proposed scheme of biomass/wind powered system leads to a reduction in biomass consumption and will fulfill the fluctuations and non-continuous availability of wind energy. To appraise the feasibility of developed hybrid scheme, thermodynamic first and second law-based analyses were performed. Also, the exergo-environmental evaluation of the hybrid plant is conduced using three exergo-environmental indices. Finally, optimum operation conditions of the proposed hybrid plant is determined based on the minimization of environmental damage index. The results under optimum operation indicate that, the proposed hybrid power generation plant yields exergy efficiency of 47.35 % with environmental damage index of 0.0104.

Numerical investigation on knock intensity, combustion, and emissions of a heavy-duty natural gas engine with different hydrogen mixing strategies

With the continuous development of hydrogen energy technology, mixing hydrogen has become a potential method to enhance the performance of natural gas engines and reduce emissions. Aiming to offer guidance for optimizing strategies for mixing hydrogen from the perspectives of knock control and thermal efficiency enhancement, a three-dimensional model of a commercial heavy-duty natural gas engine is constructed based on the actual boundary conditions from a high load bench test. In this study, simulations were conducted under conditions where the hydrogen volume fraction ranged from 0% to 40%. The study explored the effects of two injection strategies, port fuel injection of hydrogen-enriched natural gas (PFI) and port fuel injection of natural gas combined with direct injection of hydrogen into the cylinder (PFI + DI), on engine knocking, performance, and emissions. Results indicate that for various injection strategies, there is an increasing trend in knock intensity (KI) with the higher hydrogen mixing ratio. When the hydrogen volume fraction exceeds 20%, the timing of direct hydrogen injection significantly affects KI. This effect is mainly caused by the distribution of unburned hydrogen at the knock onset crank angle (KOCA). Compared to other injection strategies, the PFI + DI strategy when the direct hydrogen injection time at 120°CA BTDC results in a high concentration of hydrogen near the spark plug at the ignition moment, combined with good mixture uniformity in the cylinder. This leads to the shortest CA0-10 and CA10-90, and achieves a maximum indicated thermal efficiency (ITE) of 44.68% under 20% hydrogen volume fraction. Compared to the original natural gas engine, the ITE increased by 2.9% and the NOx emissions increased by 166%, while the HC and CO emissions decreased by 88% and 53%.

Numerical investigation of premixed combustion of producer gas with hydrogen injection in a cyclonical chamber

ABSTRACT This paper employs computational fluid dynamics (CFD) simulations with an eddy dissipation concept model (EDC) and a skeletal reaction mechanism (SK17) to analyze the impact of hydrogen addition on the premixed combustion mode of producer gas (PG) fuel in a cyclonic flow combustion chamber. The results, validated against measured wall temperature data, demonstrate a minor discrepancy between simulation and experiment. The studied result showed that injection of hydrogen into PG fuel combustion elevates the temperature of the combustion process, which can be indicated by the average temperature across the combustion chamber, outlet temperature of exhaust gas, and reactive radical species. However, increasing H2 injection over 20% results in strongly increasing CO formations. Compared to a fixed thermal input case, hydrogen injection with a variable input power resulted in a higher combustion temperature and increased emissions of both CO and NO. The maximum CO emission reached approximately 1246 ppm, while NO peaked at around 75 ppm, both observed at a 30% hydrogen injection rate. The key finding of this study revealed that direct injection of hydrogen to the combustion under the condition of a given equivalence ratio is unfavorable due to insufficient oxygen for the reaction, leading to an increase in CO emissions. The optimal condition would be a hydrogen injection below 20%, which produces low CO and NO emissions.

Impact of Depth on Underground Hydrogen Storage Operations in Deep Aquifers

Underground hydrogen storage in geological structures is considered appropriate for storing large amounts of hydrogen. Using the geological Konary structure in the deep saline aquifers, an analysis of the influence of depth on hydrogen storage was carried out. Hydrogen injection and withdrawal modeling was performed using TOUGH2 software, assuming different structure depths. Changes in the relevant parameters for the operation of an underground hydrogen storage facility, including the amount of H2 injected in the initial filling period, cushion gas, working gas, and average amount of extracted water, are presented. The results showed that increasing the depth to approximately 1500 m positively affects hydrogen storage (flow rate of injected hydrogen, total capacity, and working gas). Below this depth, the trend was reversed. The cushion gas-to-working gas ratio did not significantly change with increasing depth. Its magnitude depends on the length of the initial hydrogen filling period. An increase in the depth of hydrogen storage is associated with a greater amount of extracted water. Increasing the duration of the initial hydrogen filling period will reduce the water production but increase the cushion gas volume.

Multi-objective optimization of Hybrid Energy Systems based on Life Cycle Exergy and Economic criteria

The present study aims to develop a novel optimal design of hybrid energy systems based on exergy and lifecycle concepts using genetic algorithms. The model consists of both stand-alone and on-grid options with scenarios for exchanging energy with the grid. The objectives include cost minimization or benefit maximization primarily, and lifecycle exergy efficiency, i.e., cost as the sustainability index secondarily. This research considers renewable sources such as solar, wind, hydropower, and hydrogen production and storage in addition to conventional diesel generators. The optimization was performed subject to weather conditions and solar radiation profiles, demand, and environmental or economic aspects. Also, the model contains various modules such as water-heating, waste energy utilization, as well as the options of power exchange with the distribution network and injection of hydrogen produced from excess renewable sources into the gas network. The application was demonstrated in a case study, where specific demands and the climate of Tehran were assumed. The case study considers four scenarios, including standalone, completely on-grid, on-grid with a non-backup generator, and on-grid without an energy sale option. The first optimal objective, the levelized unit cost of energy for the standalone system, is $0.22 per kWh. Moreover, the second optimal objective, the lifecycle exergy cost, ranges from 1.93 to 4.13 in different grid-connection states.

Experimental Investigations of the Hydrogen Injectors on the Combustion Characteristics and Performance of a Hydrogen Internal Combustion Engine

Hydrogen is regarded as an ideal zero-carbon fuel for an internal combustion engine. However, the low mass flow rate of the hydrogen injector and the low volume heat value of the hydrogen strongly restrict the enhancement of the hydrogen engine performance. This experimental study compared the effects of single-injectors and double-injectors on the engine performance, combustion pressure, heat release rate, and the coefficient of variation (CoVIMEP) based on a single-cylinder 0.5 L port fuel injection hydrogen engine. The results indicated that the number of hydrogen injectors significantly influences the engine performance. The maximum brake power is improved from 4.3 kW to 6.12 kW when adding the injector. The test demonstrates that the utilization of the double-injector leads to a reduction in hydrogen obstruction in the intake manifold, consequently minimizing the pumping losses. The pump mean effective pressure decreased from −0.049 MPa in the single-injector condition to −0.029 MPa in the double-injector condition with the medium loads. Furthermore, the double-injector exhibits excellent performance in reducing the coefficient of variation. The maximum CoVIMEP decreased from 2.18% in the single-injector configuration to 1.92% in the double-injector configuration. This result provides new insights for optimizing hydrogen engine injector design and optimizing the combustion process.

NOx formation processes in rotating detonation engines

High-fidelity simulations of RDEs with H2-Air-NOx chemistry are employed to study NOx emissions in such devices. Discrete injection of gaseous hydrogen fuel and continuous injection of air oxidizer is used at various mass flow rate conditions in several 3D RDE simulations to understand resulting NOx production behaviors. Simulations are also performed for two different injector configurations, one in which air is injected axially into the detonation chamber [Axial Air Inlet (AAI)] and one in which air is injected radially [Radial Air Inlet (RAI)]. It is seen that the AAI RDE produces much less NOx than the RAI RDE, mainly due to the weaker waves seen in this system as a result of parasitic combustion losses from product gas recirculation. Parasitic combustion does lead to NOx formation in its own right, but the emissions levels from this process are negligible compared to emissions stemming directly from detonation processes. In regards to detonation strength in particular, it is generally seen that detonation strength increases with increasing mass flow rate, in turn increasing peak pressure, peak heat release and NOx emissions levels. Nevertheless, even the highest recorded NOx levels at the combustor exit in this study remain on the same order of magnitude as compared to gas turbine exhaust emissions levels, supporting the claim that significant differences between detonative and deflagrative combustion do not necessarily lead to significant differences in NOx levels. Overall, this study provides greater understanding into the behaviors of NOx formation in RDEs and how these behaviors are affected by changes in operating parameters.

Prospectus of hydrogen enrichment in internal combustion engines: Methodological insights on its production, injection, properties, performance and emissions

Hydrogen-enriched fuel has emerged as an important energy source for internal-combustion engines due to its cleanliness, continuous regeneration and efficient combustion. This review provides a synopsis of current developments in the field of hydrogen-enriched fueling for internal combustion engines. The purpose of this review article is to collect information on hydrogen enhancement in internal combustion engines and to provide a systematic viewpoint on their emissions and performance in various SI and CI engines. Firstly, the fundamentals of hydrogen enrichment followed by a full explanation of hydrogen production technologies as well as the characteristics of Hydrogen enriched mixtures of well-established IC engine fuels. In addition to this, the types of hydrogen injection systems are explained and the merits and demerits of each injection system are compared. Performance, emission and combustion characteristics of IC engines enriched with hydrogen are analyzed. Future research on hydrogen-enriched internal combustion engines has also been briefly outlined.

Ammonia combustion using hydrogen jet ignition (AHJI) in internal combustion engines

The application of ammonia and hydrogen in internal combustion engines (ICE) is a promising zero-carbon technology. This paper investigates ammonia combustion in ICE using hydrogen multiple-injection jet-ignition (MIJI). The experiment was conducted on a single-cylinder heavy-duty engine with a compression ratio of 17 and a cylinder bore of 123 mm. In the passive jet ignition mode, the minimum hydrogen energy ratio for stable operation of the ammonia-hydrogen engine was 15 %. Using H2 active jet ignition could improve the combustion stability significantly. It was found that engine performance was gradually improved by H2 injection strategy in order of single-injection, double-injection to triple-injection. The triple-injection strategy could achieve a more ideal distribution of ammonia-hydrogen mixture: the first injection forms a homogeneous mixture to increase fuel reactivity; the second injection creates a stratified hydrogen mixture, facilitating rapid flame propagation; the third injection forms a relatively rich mixture in the jet chamber conducive to spark ignition. Through the optimization of the hydrogen injection strategy and spark timing, stable combustion (COV = 1 %) and high thermal efficiency (ITE = 42.5 %) in ammonia-hydrogen engines were achieved, with a minimum hydrogen energy ratio less than 3 %.

Numerical investigation on gaseous fuel injection strategies on combustion characteristics and NO emission performance in a pure hydrogen engine

With the proposal of “dual-carbon” goals and increasingly stringent emission regulations, hydrogen as a zero-carbon alternative fuel has great potential in engine applications. In the appliance of pure hydrogen engines, direct injection plus lean burn technology can effectively improve engine performance and reduce emissions. Therefore, this work establishes a three-dimensional (3D) simulation model of the pure hydrogen spark-ignition internal combustion engine (ICE) coupled with chemical reaction kinetics. Then, the applicability of different commonly used hydrogen simplified mechanisms to characterize the combustion process based on experimental data is evaluated, and the feasibility of the transient calculation model is verified. Then, the engine combustion and emission performance are compared by adopting hydrogen port injection (HPI) and hydrogen direct injection (HDI) strategies. Meanwhile, the effects of hydrogen injection timing (HIT) on flow, combustion and nitric oxide (NO) emission processes under direct injection plus lean burn mode are analyzed. The results show that: 1. For mixture distribution at ignition timing (IT), the hydrogen should be distributed near the spark plug and avoid its concentration being too rich since the richer mixture will lead to intense combustion and rapid heat release. 2. When using HDI mode, the engine combustion performance and power performance are better than that of the HPI mode. Delaying HIT, the power performance improves under HDI modes, while both the indicated thermal efficiency (ITE) and indicated mean effective pressure (IMEP) reached the maximum at Case6-HDI-100 with the values are 40.52 % and 0.498 MPa, respectively. 3. Considering the engine combustion, power and emission performance, Case6-HDI-100 (HIT at 100 °CA BTDC) is the preferred scheme. Its ITE and IMEP are 8.49 % and 37.33 % higher than that of Case1-HPI (HPI mode scheme) and 6.50 % and 14.95 % higher than that of Case4-HDI-220 (the lowest scheme under HDI mode), respectively, while nitrogen oxide (NOx) emissions meet the European Stage V non-road emission standards. This study provides some reference values for the combustion design of pure hydrogen ICEs.

Split injection strategies for a high-pressure hydrogen direct injection in a small-bore dual-fuel diesel engine

Hydrogen-diesel dual direct-injection (H2DDI) engines present a promising pathway towards cleaner and more efficient transportation. In this study, hydrogen split injection strategies were explored in an automotive-size single-cylinder compression ignition (CI) engine, with a focus on varying the injection timings and energy fractions. The engine was operated at an intermediate load with fixed combustion phasing through adjustments of pilot diesel injection timing. An energy substitution principle guided the variation in energy fraction between the two hydrogen injections and then diesel injection while keeping the total energy input constant. The findings demonstrate that early first hydrogen injection timings lead to characteristics indicative of premixed combustion, reflecting a high homogeneity of the hydrogen-air mixture. In contrast, hydrogen stratification levels were predominantly influenced by later second injection timings, with mixing-controlled combustion behaviour apparent for very late injections near top dead centre or when the second hydrogen injection held high energy fractions, which led to decreased nitrogen oxides (NOx: NO and NO2) emissions. The carbon dioxide (CO2) emissions did not show high sensitivity to the hydrogen split injection strategies, exhibiting about 77 % reduction compared to the diesel baseline due primarily to increased hydrogen energy fraction of up to 90 %.

An experimental investigation on the lean-burn characteristics of a novel hydrogen fueled spark ignition engine: Hydrogen injection via a micro-hole on the spark plug

Hydrogen addition in SI engines has been a subject of extensive research over the years, primarily owing to its environmentally friendly attributes and its potential to optimize combustion, especially in lean-burn conditions. However, the use of hydrogen as a gaseous fuel presents challenges due to its high mass-to-volume ratio, which can substantially reduce engine power density, whether in direct injection (DI) or port injection PI conditions. Thus, how to maximum hydrogen's benefits on combustion while minimizing its consumption has become a topic worthy to be studied. In this research, a novel concept where hydrogen direct injected through an aperture on edge of the spark plug (SHDI) was proposed and experimentally investigated on a 1.5 L turbocharged gasoline direct injection (GDI) engine under lean-burn condition. Experiments were conducted at 1600 rpm and medium load conditions with hydrogen injection ratios φH2 varying from 0 % to 5.5 % and excess air coefficients (λ) up to 1.5. Hydrogen port injection (HPI) strategy was also employed as a reference to gauge the performance enhancement achieved through SHDI. The experimental results reveal that, in comparison to HPI, SHDI exhibited more pronounced effects in enhancing initial flame propagation and assisting to formation of stable flame nucleus which, in turn, extended the lean-burn limit substantially. Moreover, SHDI strategy also resulted in a more substantial improvement in mean effective pressure (IMEP) and brake thermal efficiency (BTE) compared to the HPI. However, emissions of NOX, HC and CO were higher in the SHDI mode as opposed to the HPI mode This disparity may be attributed to the elevated local temperatures in the vicinity of the spark plug and the interference caused by the hydrogen jet flow, which disrupted the in-cylinder flow pattern, consequently leading to increased levels of unburnt mixture.

Enhanced hydrogen sequestration through hydrogen foam generation with SDS Co-Injection in subsurface formations

Inherent obstacles of hydrogen injection encompass preferential channeling through larger pathways, hampering microscopic sweep efficiency within porous media. This work pioneers hydrogen foam generation via co-injection with aqueous sodium dodecyl sulfate (SDS) to enhance subsurface hydrogen trapping capacity. SDS addition substantially reduces hydrogen-water interfacial tension and enhances viscoelasticity. In contrast to robust hydrogen foam stability, CO2 foams display compromised integrity, stemming from surfactant aggregation and ensuing infiltration channels that permit aqueous phase CO2 dissolution. Hydrogen foams conversely sustain uniform surfactant films, forestalling hydrogen ingress into water. Synergetic microfluidic and pore-scale simulations visualise mechanisms underlying intensified hydrogen capture and mobility reduction attributed to deformation and flow resistance when traversing constricted pores. Introducing the amphiphilic SDS surfactant considerably promotes hydrogen adsorption through its hydrophobic tail. Core flooding experiments quantify over 2 times hydrogen storage ratio amplification with SDS relative to sole hydrogen injection. The framework contributes pragmatic strategies to harness high-efficiency hydrogen foam for scalable clean energy storage.

Trapping, hysteresis and Ostwald ripening in hydrogen storage: A pore-scale imaging study

Green hydrogen, produced from surplus electricity during peak production, can be injected into subsurface reservoirs and retrieved during high-demand periods. In this study, X-ray tomography was employed to examine hysteresis resulting from repeated hydrogen injection and withdrawal. An unsteady state experiment was performed to evaluate the distribution of hydrogen and brine after drainage and imbibition cycles: images of the pore-space configuration of fluids were taken immediately once injection had stopped and after waiting for a period of 16 h with no flow. A Bentheimer sandstone sample with a length of 60 mm and diameter of 12.8 mm was used, and hydrogen was injected at ambient temperature and a pore pressure of 1 MPa. The gas flow rate was decreased from 2 ml/min to 0.08 ml/min over three cycles of gas injection followed by water flooding, while the brine injection rate was kept constant. The results showed the presence of capillary pressure hysteresis and hydrogen migration through Ostwald ripening due to the diffusion of gas dissolved in the brine. These phenomena were characterized through analysis of interfacial curvature, area, connectivity and pore occupancy. The hydrogen tended to reside in the larger pore spaces, consistent with water-wet conditions. 16 h after flow had stopped, the hydrogen aggregated into larger ganglia with a single large connected ganglion dominating the volume. Moreover, the Euler characteristic decreased after 16 h, indicating an improvement in connectivity. The work implies that Ostwald ripening – mass transport of dissolved gas – leads to less hysteresis and better connectivity than would be assumed ignoring this effect, as done in assessments of hydrocarbon flow and trapping.

Effect of Compression Ratio on the Performance of Direct-Injection Hydrogen Engines

Direct injection of hydrogen into the cylinder can avoid abnormal combustion such as backfire, and the hydrogen engine can operate in a wider range of excess air coefficient. However, direct injection hydrogen engines still have problems such as high NOx emissions under high load conditions, reduced power output due to lean combustion, and low thermal efficiency. This paper adopts a variable compression ratio structural design to study the impact of compression ratio changes on the comprehensive performance of direct injection hydrogen engines. The results show that under the same working conditions, as the engine compression ratio increases, the turbulence in the engine cylinder becomes more intense, increasing the back pressure in the cylinder, inhibiting the diffusion of hydrogen, making the hydrogen distribution more concentrated and the combustion conditions in the cylinder better. The overall performance of the engine is significantly improved.

Establishment and Calibration of Performance Simulation Model for Hydrogen Injector of Fuel Cell

Establishment and Calibration of Performance Simulation Model for Hydrogen Injector of Fuel Cell

Experimental study on the factors influencing performance and emissions of hydrogen internal combustion engines

Hydrogen internal combustion engines (H2-ICEs) have advantages such as clean combustion and zero carbon emissions, and have become one of the important technical routes for decarbonization in the internal combustion engine industry. In this paper, several key factors affecting the performance and emissions of hydrogen internal combustion engines, such as ignition timing, excess air coefficient, and hydrogen injection timing, were systematically studied on a spark ignition multi-point injection (MPI) hydrogen internal combustion engine bench. The experimental results indicate that the ignition timing controls the combustion phase of hydrogen. Moderate early ignition can improve the brake thermal efficiency (BTE) while having little impact on the NOX emissions. Excess air coefficient(λ) can significantly affect the performance and emissions of H2-ICE. Along with the increase of the λ, the NOX emissions first increases and then continues to decline. When the λ reaching 2.1 or above, near zero emissions of NOX can be achieved. The advance of hydrogen injection timing will slightly increase the peak of cylinder pressure and instantaneous heat release rate. However, overall, the impact of hydrogen injection timing on BTE and NOX emissions is not significant on MPI H2-ICE.

Effect of Hydrogen Injection Flow Rate on the Performance of In-Cylinder Direct Injection Hydrogen Engines

Effect of Hydrogen Injection Flow Rate on the Performance of In-Cylinder Direct Injection Hydrogen Engines