Hydrogen addition in a spark ignition engine

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1 Hydrogen addition in a spark ignition engine F. Halter, C. Mounaïm-Rousselle Laboratoire de Mécanique et d Energétique Orléans, FRANCE GDRE «Energetics and Safety of Hydrogen» 27/12/2007

2 Main advantages linked to the use of H 2 Benefits: Low initiation energy needed High laminar buning velocity Reduction of quenching No HC and CO emissions

3 Main drawbacks linked to the use of H 2 Fuel is gaseous Modification of the injection system Diminution of the filling Hydrogen density is very low Reduction of 20 % of the power engine Hydrogen is very sensitive to auto ignition Obligation to diminish the compression rate (for exemple BMW ε=11.3 à 9.5) Reduction of quenching (heat transferts to walls more elevated)

4 Current situation Numerous industrials are interested in this technology: BMW, Ford, Mazda, Toyota, MAN, Quantum,

5 Synthesis on the use of pure hydrogen New injection system Distribution and storage problems Safety problems Conclusion : Lot of modifications Study of an alternative solution

6 Main interest in adding small amount of H2 Facilitate the heat up of the system (engine and catalytic converter) during cold starts. To run with elevated dilution levels (EGR) for middle load middle speed conditions.

7 Interests of coupling EGR and H2 addition High dilution levels leads to: diminution of NOx emissions Increase of HC and CO emissions Increase of instability phenomena The hydrogen addition compensates these drawbacks To couple both technologies The onboard hydrogen production is the easiest way to avoid 2 different tanks. This can be achieved by the use of a reformer

8 Experiments performed in the L.M.E Effect of hydrogen and nitrogen addition in a SI-engine 0 % 90 % H 2 in volume in the fuel 0 % 30 % N 2 in volume Halter et al., IHEC 2007, Istanbul Effect of reformer gases addition in a SI-engine 0 % 50 % of reformer gases addition in volume Halter et al., SAE paper, 2007 Effect of hydrogen and nitrogen addition on turbulent burning velocities in a SI-engine with optical accesses Halter et al., Submitted to the Intern. Symposium of Combustion

9 Aim of the present experimental study Characterization of reformer gas addition

10 Engine specifications Engine type Displacement volume Bore Stroke Compression ratio Connecting rod J4S Renault 4 valves / cylinder 499 cm 3 88 mm 82 mm 9,5 137 mm

11 Operating conditions Mixtures studied 24% CO - 31% H 2 45% N C r ( 3CO2 + 4H 2O + 5*3,78N 2 ) CO + H 2 8, N 2 3H n( fuel _ reformer) n( fuel _ reformer) + n( fuel _ engine) = 0 50 % Engine performances IMEP = PdV Vc COV IMEP [bar] σ IMEP = [%] IMEP IMEP = 3[ bar] σ IMEP is the standard deviation of the indicated mean effective pressure Ignition timing and intake pressure were optimised to find the maximum of the Indicated Mean Effective Pressure.

12 Experimental set-up Air Compressor Air dryer H 2 O Heating system Pollutants analyser Regulation Encode N 2 CO 2 CO NO C 3 H 8 CH 4 H 2 Liquid fuel Data acquisition J4S engine Motor and generator Thermal mass flow meter/controller Coriolis flow controller

13 Schematic view of the reformer loop H 2 CO N 2 Fuel Reformer Fuel Air ENGINE Exhaust gases

14 Experimental results Benefit in consumption Engine performances Intake pressure COV IMEP for the different working conditions (CA50 CA10) versus dilution Pollutant emissions CO emissions (g/ikwh) NOx emissions (g/ikwh) HC emissions (g/ikwh)

15 Benefit in consumption The global fuel consumption is evaluated. Benefit in consumption (%) % fuel in the reformer (r) We observe a linear increase. When 50 % of reformer gases are added, the benefit in consumption reaches 15 %

16 Intake pressure Intake pressure (bar) 0,7 0,69 0,68 0,67 0,66 0,65 0,64 0,63 0,62 0,61 0, % fuel in the reformer (r) Adding reformer gases allows to reduce pumping losses.

17 Coefficient of covariance of the IMEP COV IMEP 1,8 1,7 1,6 1,5 1,4 1,3 1,2 1, % fuel in the reformer (r) When reformer gases are added to the mixture we observe a decrease of the COV IMEP. Conte et Boulouchos (2004) obtained similar evolutions. Thanks to reformer gases addition, dilution limits are shifted towards higher values.

18 Duration of the first combustion process 17 16,5 CA50 - CA , , % fuel in the reformer (r) Decrease of the value (CA50-CA10) when reformer gases are added (H 2 high reactivity) This will be investigated in the engine with optical accesses

19 Carbon monoxide emissions 13,0 12,0 CO (g/kwh) 11,0 10,0 9,0 8,0 7, % fuel in the reformer (r) We observe first a drastic increase due to the CO addition. Then, we observe a decrease of CO emissions. Oxidation of CO into CO 2

20 Nitrogen oxides emissions 2,9 2,7 NOx (g/kwh) 2,5 2,3 2,1 1,9 1,7 1, % fuel in the reformer (r) Higher reactivity is counterbalanced by dilution The ignition timing contributes also to the observed decrease

21 Unburnt hydrocarbons emissions 3,5 3,0 HC (g/kwh) 2,5 2,0 1,5 1,0 0,5 0, % fuel in the reformer (r) Carbon atoms injected in the engine is reduced. The global reactivity and flame stability are increased.

22 Conclusions The potentiality of using reformer gases to increase the global performances of a spark-ignition engine was studied. Reformer gases addition induces a benefit effect both on engine performances (consumption, pumping losses, stability) and also on pollutant emissions (CO 2, CO, NOx, HC) A thermo dynamical study, as performed by Conte et al. (2004) and Jamal et al. (1996), will be necessary to evaluate the global output of the system.

23 General conclusion and future prospects The different studies performed in the L.M.E. have shown promising results. A PhD thesis has started in october 2007 (PSA Peugeot-Citroën Région Centre)

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