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_
_
1
x
H
2
S
uH
2
f
x
LPG
S
uLPG
f
_
_
(3)
where X
H
2
and X
LPG
are the mole fraction of hydrogen and LPG
respectively. The turbulent ame velocity may be obtained by
multiplying S
uf;H
2
_
0:8
T
0:53
_
(4)
where d cylinder diameter, p instantaneous cylinder
pressure (bar), T instantaneous mean gas temperature (K ),
T
S
is surface temperature assumed to be 550 K [31], C
1
2.28,
c
m
mean piston speed, and
A
S
Apistoncrown A
0:3
pistontopland
2.5. Combustion modeling
Because of differences inthe reactionrates, reactionconstants,
and energy release rates of three different kinds of fuels, i.e.,
diesel, LPG and hydrogen, modeling is conned to single zone
combustion. For manypurposes indiesel engine simulationthe
assumption of no dissociation with a single zone model is
acceptable. The assumptions reduce the computational time
signicantly without a serious loss of accuracy. As the
combustionshouldalways beweakof stoichiometric, this leads
totemperature at whichdissociationdoes not havemucheffect
on the thermodynamic performances of the engine. Hence, for
diesel engines, the combustion model is frequently modeled as
a single zone [32].
It is assumed that the mixture comprising of ideal gases
(including gaseous fuels and high temperature vapors) obeys
the following [33]:
The mixture as a whole obeys the equation of state
pV MR
mol
T, where M is the total number of moles of all
kinds, R
mol
the universal gas constant, kJ/kg-mol K. The
system is assumed to undergo quasi static processes.
The unburnt mixture of hydrogen, LPG, air and residual
gases forms a homogenous non reactive mixture.
The instantaneous heat transfer coefcient is same for all
metallic surfaces.
The dissociation takes place whenever temperature exceeds
1600 K.
Combustion is assumed to occur due to the entrainment of
fuels and air in stoichiometric proportion during premixed
combustion phase [34].
When a fuel C
a
H
b
O
g
N
d
burns with air in an equivalence
ratio 4 and the products are subjected to temperature and
pressure which attain equilibrium [35], the equation in the
premixed zone (Fig. 1) for the mixture of diesel, LPG, hydrogen
and air may be written as
xC
a
H
b
yC
3:36
H
8:72
zH
2
a
S
f
O
2
3:76N
2
0:044$Ar/n
1
CO
2
n
2
H
2
On
3
N
2
n
4
Hn
5
On
6
Nn
7
H
2
n
8
O
2
n
9
OH
n
10
CO n
11
NOn
12
Ar
(5)
where
a
S
x
_
a
b
4
_
5y
z
2
; and x y z 1: (5a)
x, y and z are the mole fractions of diesel, LPG and hydrogen
respectively. The chemical composition of fuels is shown in
Table 1.
Consider an elemental time step dt after some time t t
1
during the combustion process. Let R
i
be the symbols for the
coefcients of the constituents at the beginning of the process
of the time step dt, and P
i
the symbols for the coefcients of
the constituents at the end of time step dt. Then following
species are present during the beginning of process at time t
1,
Table 1 e Average composition of fuels.
Sr. No. Fuel Composition Mass (%)
1. LPG (Equivalent Chemical
Symbol C
3.36
H
8.72
)
C
2
H
6
1.0
C
3
H
8
62
C
4
H
10
37
2. Diesel (C
14.4
H
24.9
) C (By weight) 84.8
H (By weight) 15.2
i nt e r na t i ona l j o ur na l o f hy d r o g e n e ne r g y 3 5 ( 2 0 1 0 ) 1 1 9 1 8 e1 1 9 3 1 11920
R
1
CO
2
R
2
H
2
O R
3
N
2
R
4
HR
5
OR
6
NR
7
H
2
R
8
O
2
R
9
OH R
10
COR
11
NOR
12
Ar R
13
C
a
H
b
R
14
C
3:36
H
8:72
R
15
H
2
A; say
(6)
and at time t
2
t
1
dt,
P
1
CO
2
P
2
H
2
OP
3
N
2
P
4
HP
5
OP
6
NP
7
H
2
P
8
O
2
P
9
OH
P
10
COP
11
NOP
12
Ar P
13
C
a
H
b
P
14
C
3:36
H
8:72
P
15
H
2
B; say
(6a)
The absolute internal energy E(T ) of the cylinder contents at
time t
1
can be expressed as
ET
M
i
e
i
T
M
i
e
0
i
T (7)
where M
i
e
0
i
T is the internal energy at absolute zero of the ith
specie in the mixture. M
i
is the number of moles of ith specie
in the gas mixture. Now, the specic internal energy e
i
(T ) may
be expressed as [33],
e
i
T R
mol
_
_
_
_
j5
j1
u
ij
T
j
_
_
T
_
_
(8)
where R
mol
is the universal gas constant.
The coefcients u
ij
( j 1e5) are referred from [33]. From
Eqs. (7) and (8), the absolute internal energy E
R
of the mixture
at time t
1
can be written as
E
R
15
i;j
0
1
R
i
e
0
j
0
15
i;j
0
1
R
i
T
1
j
0 (9)
where i 1e15, and j 1e15 implies that 1 CO
2
, 2 H
2
O,
3 N
2
, 4 H, 5 O, 6 N, 7 H
2
, 8 O
2
, 9 OH, 10 CO,
11 NO, 12 Ar, 13 C
n
H
m
, 14 C
3.36
H
8.72
, 15 H
2
; T
1
is the
temperature at time t
1
, and the absolute internal energy E
P
at
time t
2
as
E
P
15
i;j
0
1
P
i
e
0
j
0
15
i;j
0
1
P
i
T
2
j
0 (10)
The rst law of thermodynamics for the process is
dQ dW dE
where dE E
P
E
R
change in internal energy during the time
interval dt; dQ and dW are the corresponding heat and work
transfer respectively. Therefore,
dQ dW
_
M
P
i
e
0P
i
M
P
i
e
P
i
T
P
_
M
R
i
e
0R
i
M
R
i
e
R
i
T
R
(11)
dQ dW
_
M
P
i
e
0P
i
M
R
i
e
0R
i
_
M
P
i
e
P
i
T
P
M
R
i
e
R
i
T
R
(12)
where M
P
i
e
0P
i
M
R
i
e
0R
i
is the heat of reaction. The Q
VS
, at
absolute zero can be predicted from heat of reaction at some
reference temperature T
S
; Q
VS
is negative at exothermic
reaction. This lower heat of reaction may be replaced by lower
caloric value q
vs
, which is positive during exothermic
reaction.
Thus Q
VS
q
vs
Then the generalized form of rst law of thermodynamics
for the process during the step dt becomes
dQ dW
_
M
P
i
e
0P
i
M
P
i
e
P
i
T
S
_
M
R
i
e
0R
i
M
R
i
e
R
i
T
S
d
mf
q
vs
dQ
h
(13)
where d
mf
, the mass of fuels, is burnt during time interval dt,
and dQ
h
is the heat transfer to the metallic surfaces.
2.6. Cycle analysis
During the period of ignition delay, the gaseous-air mixture is
entrained into the core of pilot diesel spray and forms pre-
mixed diffusion burn zone, which is assumed to burn stoi-
chiometrically [15]. The fresh mixture of diesel, gaseous fuels
and air is entrained from the surroundings to this burn zone
and its energy is released immediately. The ame propagates
towards the ammable region of the gaseous-air mixture and
forms a propagation burn zone. Hence, the combustion is
assumed to complete by two combustion processes as the
amount of gaseous fueleair mixture whichis entrained during
the time of ignition delay period along with premixed pilot
diesel is burnt stoichiometrically and instantaneously: a part
is assumed to burn at constant volume process due to pres-
ence of hydrogen and the rest of the diffused pilot fuel and
gaseous fueleair mixture is assumed to burn at constant
pressure process.
The cycle consists of the following processes, depicted in
Fig. 3,
(i) Polytropic compression of the mixture of air, LPG and
hydrogen from A to B,
(ii) Adiabatic instantaneous constant volume combustion
process from B to C,
(iii) Adiabatic instantaneous constant pressure combustion
process from C to D,
(iv) Polytropic expansion of the products of the combustion
from D to E; and nally,
(v) Constant volume exhaust process from E to A.
P
V
A
B
C
D
E
Fig. 3 e Cycle analysis.
i nt e r na t i o na l j our na l o f hy d r og e n e ne r g y 3 5 ( 2 0 1 0 ) 1 1 9 1 8 e1 1 9 3 1 11921
2.6.1. Polytropic compression of the mixture of air, LPG and
hydrogen
A mixture of air, LPG and hydrogen is inducted into the
cylinder and compressed polytropically from A to B. The
process calculation is based on the rst law of thermody-
namics by dividing the stroke volume into large number of
elemental volume changes. Let i and i 1 represent the
states before and after some time step dt during the process
AB. For isentropic compression dQ 0, and as there is no
combustion d
mf
$q
vs
0; the rst law for the polytropic
compression process, Eq. (13), reduces to
ET
i
0
1
ET
i
0 dW dQ
h
0 (14)
The work term, dW, equals pdV for an innitesimal change.
If the change is sufciently small the work term can be
approximated by [32]
dW
P
i
0 P
i
0
1
2
V
i
0
1
V
i
0 (15)
where V
i1
is given by [23]
V
i 1
V
C
1
1
2
r
C
1
_
R 1 cosq
_
R
2
sin
2
q
_
1=2
_
(16)
where R l/a; l length of connecting rod; a length of crank
radius.
Substitution of Eq. (15) into Eq. (14) yields
ET
i
0
1
ET
i
0
P
i
0 P
i
0
1
2
V
i
0
1
V
i
0 0 (17)
As there is no combustion during this process, the pressure
and temperature relation may be written as
P
i
0
1
V
i
0
V
i
0
1
T
i
0
1
T
i
0
P
i
(18)
The rst value of (T
i1
) is thus obtained as
T
i
0
1
T
i
_
V
1
V
2
_
k1
where k is polytropic index, while further values of (T
i1
) at
different states are
T
i
0
1
n1
T
i
0
1
_
f E
i
0
1
n1
M$C
V
T
i
0
1
n1
_
(19)
where M$C
V
T
i
0
1
M
i
C
V
i
T
i
0
1
and
f E
i
0
1
n1
ET
i
0
1
ET
i
0
P
i
0 P
i
0
1
2
V
i
0
1
V
i
0 (19a)
M
i
is the number of moles of gas i in the mixture; C
v
specic
heat.
For an ideal cycle, no products of combustion are left as
residuals; the amount of various gases forming the mixture in
the cylinder depends upon overall equivalence ratio4. If the
actual fueleair ratio is (F/A) and the stoichiometric fueleair
ratio is (F/A)
ST
, and the number of moles of the mixture in the
cylinder at the beginning of the compression stroke at A is
given by Eq. (6), i.e.
R
1
R
2
R
4
to R
13
0; R
8
a
S
f
overall
;
R
3
3:76 R
8
; R
14
y; R
15
z;
and since there is no combustion, the number of moles at
state A and B remains the same. The overall equivalence ratio
(4
overall
) for the mixture of three fuels is given as
f
overall
_
_
_
m
d
_
ma
_
m
H
2
_
C
cH
2
C
a
_
st
m
LPG
_
C
cLPG
C
a
_
st
__
_
_
_
_
C
d
C
a
_
st
Therefore,
f
overall
14:3m
d
_
m
a
_
34:01m
H
2
15:57m
LPG
_ (20)
where m
a
, m
d
, m
H
2
, and m
LPG
are the mass of air, diesel,
hydrogen, and LPG in kg respectively.
2.6.2. Adiabatic instantaneous constant volume combustion
process
If during the entire combustion, x moles of diesel, y mol of LPG
and z moles of hydrogen are burnt then total moles of fuels
burnt are M x y z. It is now assumed that only a fraction
X
f
of fuels is burnt during the constant volume combustion
process. Thus, the moles of fuels burnt are X
f
Mduring process
BC.
Let 1 and 2 represent the states before and after time step dt
within the process BC. Then Eq. (13) is written as
dQ dW f
1
E
E
2
T
2
E
2
T
S
E
1
T
1
E
1
T
S
X
f
M$q
vs
dQ
h
(21)
The rst value of T
2
is obtained from
T
2
T
1
X
f
M$q
vs
M
1
$C
V
T
1
(22)
Further calculations of T
2
are made from the expression
T
2
n
T
2
n1
f
1
E
M
R
i
C
V
T
2
n1
and P
2
P
1
_
T
2
T
1
__
M
2
M
1
_
(23)
where M
1
and M
2
are the number of moles of products before
and after combustion, and q
VS
is the sum of lower caloric
value of diesel, LPG and hydrogen.
2.6.3. Adiabatic instantaneous constant pressure combustion
process
Now, (1 X
f
) portion of pilot diesel fuel is burnt during the
combustion at constant pressure. Thus, the mass of total fuels
burnt during this process is (1 X
f
)M.
Let 1 and 2 represent the state change during the time step
dt within the process CD. Thus, the rst law of thermody-
namics from Eq. (13) assuming no heat losses hence dQ
h
0;
dW P
1
(V
2
V
1
) becomes
dQ P
1
V
2
V
1
_
M
P
00
i
e
0P
00
i
M
P
00
i
e
P
00
i
T
S
_
M
R
00
i
e
0R
00
i
M
R
00
i
e
R
00
i
T
S
_
1 X
f
_
M$q
vs
(24)
M
R
i
isthenumber of molesat thebeginningof processisgivenas
R
i
R
iBC
X
f
$M; R
8
R
8BC
a
S
_
X
f
$M
_
;
R
3
3:76$R
8
; R
13
R
13BC
_
X
f
$M
_
$x; R
14
R
14BC
_
X
f
$M
_
y;
R
15
R
15BC
_
X
f
$M
_
$z;
where R
1
,R
2
,.....R
15
, are the moles at the start of
i nt e r na t i ona l j o ur na l o f hy d r o g e n e ne r g y 3 5 ( 2 0 1 0 ) 1 1 9 1 8 e1 1 9 3 1 11922
constant pressure combustion process at C.
P
1
,P
2
,.....P
15
, are the moles of products after combus-
tion at constant pressure within the process CD.
While,
P
i
R
i
M; i 1 to 12 except 3 and 8; P
3
R
3
;
_
P
8
P
8BC
a
S
M
_
; P
13
P
14
P
15
0;
Hence, M
1
R
i
; M
2
P
i
; then Eq. (13) becomes
0 E
2
T
2
E
1
T
1
P
1
V
2
V
1
_
1 X
f
_
M$q
vs
dQ (25)
The rst values of T
2
are predicted as
T
2
T
2BC
_
1 X
f
_
$M$q
vs
M
1
C
P
T
1
; V
2
_
M
2
M
1
__
T
2
T
1
_
$V
1
;
Further values of T
2
are given as
T
2
n
T
2
n1
f
2
E
n1
M
2
C
P
T
2
n1
; where C
P
C
V
T
2
R
mol
; f
2
E
n1
E
2
T
2
E
1
T
1
P
1
V
2
V
1
_
1 X
f
_
M$q
vs
dQ
2.6.4. Polytropic expansion process from D to E
The composition of mixture within the cylinder after
combustion remains the same during the expansion process
DE. Thus, the calculations of the state changes are same as
those of polytropic compression process from A to B with the
number of moles equal to the moles at the end of the adiabatic
instantaneous constant pressure combustion process, D.
The logic for compression and expansion processes is the
same with change in the nomenclature of their respective
variables.
The cycle closes at A by considering constant volume
process from E to A.
The thermal efciency of the cycle is predicted as [36]
h
Thermal
1
T
E
T
A
T
C
T
B
kT
D
T
C
(26)
3. Heat release rate
The ignition delay in millisecond (ms) is given as [37]
s
id
0:01$P
2:5
f
1:04
exp
_
6000
T
g
_
(27)
where P and T
g
are the mean cylinder pressure (atm) and
charge temperature (K) during the ignition delay period and f
is the equivalence ratio of the fuel vapor-air mixture. Miya-
moto et al. [38] showed two Wiebes functions for heat release
as
dQ
dq
a
1
Q
P
q
P
M
P
1$
_
q
q
P
_
MP
exp
_
a
1
_
q
q
P
_
MP1
_
a
2
Q
d
q
d
M
d
1$
_
q
q
d
_
M
d
exp
_
a
2
_
q
q
P
_
M
d
1
_
(28)
where the subscripts, p and d refer to the premixed and
diffusive combustion parts, respectively, Q
p
and Q
d
are the
quantity of premixed and diffusion combustion parameter
respectively, M
p
and M
d
are shape factors, q
p
and q
d
are the
duration of energy release, a
1
and a
2
are constants.
Q
P
b$f
1
t
_
m
d
q
vsd
m
LPG
q
vsLPG
m
H
2
q
vsH
2
_
;
Q
d
1 bf
2
t
_
m
d
q
vsd
m
LPG
q
vsLPG
m
H
2
q
vsH
2
_
;
4. Mean gas temperature
The mean gas temperature, which is required for the calcu-
lation of heat transfer equation, is predicted by considering
polytropic process, pV
k
constant
T
2
T
1
_
V
1
V
2
_
k1
T
1
_
p
2
p
1
_
k1=k
(29)
Therefore, at a known reference position, i.e., at inlet valve
closure or crank angle at the start of injection:
p
ref
$V
ref
k$R$T
ref
By assuming k (polytropic index) and R to be constant;
T
calc
p
calc
$V
calc
$
T
ref
p
ref
$V
ref
(30)
Based on the above equations, a computer programme was
developed to analyze the theoretical results. The main inputs
to the model are: engine geometry, engine speed, mass ow
rate of diesel and gaseous fuels, density of fuels, polytropic
index (calculated fromlog P vs log V curve), injection pressure,
nozzle orice diameter, inlet temperature and pressure.
The gaseous-air mixture properties were computed from
inlet valve closer to start of injection with respect to variation
in cylinder volume. The inlet temperature and pressure were
considered to be initial conditions at inlet valve closer. The
fuel preparation was considered from the end of the brake-up
spray penetration length. The ow chart of the computer
model is shown in Fig. 4, where the sufces ivc, inj, id, inj. dur.,
evo, p and d represent inlet valve closer, injection timing,
ignition delay, injection duration, exhaust valve opening,
premixed combustion phase and diffusion combustion phase
respectively. The incremental step of 0.1
and 1.0
crank angle
is exhibited in the ow chart (Fig. 4).
5. Experimental
Atest diesel engine setup was developed to carry out the study
on dual fuel engines.
A four stroke compression ignition engine, model Ashok
Leyland ALUWO4CT, turbocharged withinter-cooler and gen-
set was used for the experimental investigation which is
designated as Engine A. Table 2 shows the engine geometry
and operating parameter for the present work. The diesel
engine was modied to work on dual fuel mode by attaching
a hydrogen and LPG gas cylinder connection to the intake
manifold throughame traps, and mass owmeters, followed
byaone waynonreturnvalveandcommonamearrestor. The
engine was coupled to a D.C. generator of 62.5 kW. The load on
the engine was varied by introducing ve water pump and
twelve 3 kW industrial water heaters in a set of four each. The
engine was run at constant speed of 1500 RPM. The amount of
i nt e r na t i o na l j our na l o f hy d r og e n e ne r g y 3 5 ( 2 0 1 0 ) 1 1 9 1 8 e1 1 9 3 1 11923
pilot diesel fuel was automatically controlled with the help of
governor while the ow of gaseous fuels was controlled
manually. The predetermined amount of gaseous fuel was
inducted into the intake manifold through the gaseous fuel
supply system. High precision optical crank angle encoder
(maker of Kistler) was usedto determine the locationof the top
dead center (TDC) position precisely and then correlate
cylinder pressure data with cylinder volume.
Since the engine was modied to run simultaneously with
liquid and gaseous fuels, two separate fuel induction, meter-
ing and measurement systems were used. The liquid fuel
measurement system for the test rig was based on the gravi-
metric principle. For this purpose a 1000 cc glass bulb appa-
ratus with a control valve was placed in between the fuel tank
and engine fuel supply system. For gaseous fuels two separate
ame traps and mass ow meters were used. The percentage
uncertainty of the measuring instruments is as follows: mass
ow rate of gaseous fuels 4%, mass ow rate of diesel 4%,
load 3% and speed 3 revolutions.
The results obtained were compared with the results of
Saravanan et al. [9] on the engine, designated as Engine B in
Table 2.
The experiments were performed on the Engine A under
the following four conditions.
(i) Case I: Engine run on diesel only.
(ii) Case II: Engine run on diesel as pilot fuel and hydrogen as
secondary fuel.
(iii) Case III: Engine run on diesel as pilot fuel and LPG as
secondary fuel.
(iv) Case IV: Engine run on diesel as pilot fuel and LPG plus
hydrogen as secondary fuel.
Fig. 4 e Flow chart for computer model.
i nt e r na t i ona l j o ur na l o f hy d r o g e n e ne r g y 3 5 ( 2 0 1 0 ) 1 1 9 1 8 e1 1 9 3 1 11924
The theoretical results reported in the present paper are
compared with the experimental results of the engine run at
80% load condition for all the four cases described above. The
constants and coefcients, which are used in semi-empirical
equations, are shown in Table 3. The various mass distribu-
tions of the fuels in the four cases of experiments are shownin
Table 4. Further, for the analysis of brake thermal efciency
the experiments were conducted for all the four cases (Cases
IeIV) at 9, 16, 40, 64 and 80% of load condition.
6. Result and discussion
The rated speed 1500 rpm, injection pressure 260 bar, injection
timing16
23
crank angles
(CA) yielded results within a variation of 3e4% between the
theoretical and experimental values.
6.1. Ignition delay
Ignition delay period was found to be 9
, 13
, 11
and 10
for
Cases IeIV respectively. Ignition delay period increased
slightly with the addition of hydrogenand LPG[2]. This may be
because the addition of hydrogen or LPG or a mixture of LPG
and hydrogen in the charge reduces the air intake and hence
oxygen in the cylinder. The other reason for increase in delay
period is formation of intermediate compounds during
compression due to partial oxidation of gaseous fueleair
mixture. This is caused by the loss of the very reactive OH
radical in the reaction with molecular hydrogen, which gives
less reactive species that are not capable of accelerating the
reaction at the same rate as that of OH radicals [10]. At higher
concentration of hydrogen plus LPG in the mixture, ignition
delay decreases due to addition of signicant amounts of
energy and species. The measured and predicted ignition
delay period for all the four cases is shown in Table 5.
6.2. Cylinder pressure and mean gas temperature
The predicted and experimental results of variation in
cylinder pressure with crank angle (CA) under addition of
hydrogen, LPG and mixture of hydrogen and LPG are shown in
Fig. 5. The pilot fuel quantity varied due to addition of gaseous
fuel into the cylinder. The quantity of pilot fuel injected affects
the mean diameter of the spray. The peak pressures for Cases
IeIV are 80.70, 68.37, 80.73, and 84.41 bar at 367
, 367
, 365
,
and 366
CA) Measured 9 13 11 10
Predicted 7 10 8 9
Table 4 e Mass of different fuels.
Case no. Mass of diesel
kg/min
Mass of hydrogen
kg/min
Mass of LPG
kg/min
I 0.1434 e e
II 1.148 10
4
0.04897 e
III 1.066 10
4
e 0.143072
IV 6.56 10
5
6.396 10
3
0.1055
Engine B [9] 2.95 10
3
0.6285 (7.5 lpm) e
0 100 200 300 400 500 600 700
0
10
20
30
40
50
60
70
80
90
100
P
r
e
s
s
u
r
e
(
b
a
r
)
Crank Angle (Degree)
Measured
Predicted
Cylinder Pressure Curve (Diesel + LPG + H
2
)
Fig. 5 e Cylinder pressure (bar) vs crank angle (
CA) for
diesel and mixture of LPG and hydrogen.
i nt e r na t i ona l j o ur na l o f hy d r o g e n e ne r g y 3 5 ( 2 0 1 0 ) 1 1 9 1 8 e1 1 9 3 1 11926
low ame velocity of the lean gaseous fuels-air mixture and
enough time available in transferring heat to the adjacent
cylinder walls. While in Case I at light load, the penetration of
spray may be such that it does not reach the cylinder walls
and combustion is conned to the piston combustion
chamber (bowl) only. The combustion zone is surrounded by
air that works as semi-insulator in between the burned gases
and the cylinder walls. This may reduce the heat losses to the
cylinder walls and thereby increase the thermal efciency in
Case I operation as compared to Cases IIeIV [10].
The brake thermal efciency of dual fuel engine when
operating on Cases IIeIV is still lower up to 60% of load i.e.,
23.22%, 24.20%and 25.47%respectively as compared to 25.55%
in Case I. The addition of hydrogen or/and LPG causes higher
diesel consumption. Hydrogen and LPG have higher ame
velocity and diffusivity than diesel fuel; therefore, these
gaseous fuels consume most part of the oxygen from the
entrained air during main part of combustion. Hence, a part of
injected diesel goes into the exhaust without taking part in
combustion. This leads to lower brake thermal efciency.
At higher load i.e., at 80% load, the brake thermal ef-
ciencies were 32.64%, 31.3%and 33.56%for the Cases II, III and
IVrespectively as compared to 31.5%of Case I, due to presence
of rich gaseous fueleair mixture. The higher ame velocity of
these gaseous fuels takes less time to reach the cylinder walls
and hence less time is available for heat transfer to the
cylinder wall. Therefore, heat losses are less, resulting in
higher brake thermal efciencies. The brake thermal ef-
ciency of Case IV (mixture of hydrogen and LPG) was more
than brake thermal efciency of Case II and III, because it was
improved by the presence of small amount of LPG in the
mixture. The LPG reduces the laminar burning velocity of
hydrogen and suppresses the propensity of onset of both
diffusional-thermal and hydrodynamic cellular instabilities in
hydrogen-air ames. It also retards the reaction intensity and
increases the critical radius [38]. While the LPG has unstable
ame at lean gaseous fueleair mixture, but due to the pres-
ence of hydrogen, the ame becomes more stable and hence
results in higher brake thermal efciency.
The theoretically predicted brake thermal efciency for
Cases II to IV of Engine A were found to be 31.66%, 27.97%, and
32.3%respectively as compared to 31.03%of Case I at 80%load.
Similarly, by present combustion modeling the brake thermal
efciency of Engine B [9] was predicted on dieselehydrogen
dual fuel mode and was found to be 14.83% as compared to
their measured values of 15.29% at 80% load.
The predicted brake thermal efciency was 3e4% less than
the measured brake thermal efciency due to over prediction
of the heat transfer and frictional losses. The assumption that
the process is quasi static is not true in actual sense. As the
liquid fuel is injected into the atmosphere of gaseous fueleair
mixture, it gets vaporized and mixes with the gaseous fuels
that makes non-uniform fueleair ratio in the combustion
zone. The polytropic index k also varies during combustion
process, while in the present combustion model it was
assumed to be constant. The comparison between measured
and predicted brake thermal efciency at 80% load condition
in all the four cases with respect to Engine A and B are shown
in Table 8.
Table 6 eMeasured and predicted cylinder peak pressure.
Case I II III IV
Measured cylinder peak pressure (bar) 80.49 68.37 79.11 83.82
Predicted cylinder peak pressure (bar) 76.66 62.98 75.55 78.79
300 320 340 360 380 400 420 440 460
0
300
600
900
1200
1500
1800
T
e
m
p
e
r
a
t
u
r
e
(
K
)
Crank Angle (Degree)
Measured
Predicted
Mean Gas Temperature (Diesel + LPG + H
2
)
Fig. 6 e Mean gas temperature (K) vs crank angle (
CA) for
diesel and mixture of LPG and hydrogen.
Table 7 e Measured and predicted cylinder mean
temperature.
Case I II III IV
Measured cylinder
mean temperature
(K)
1863.42 at
382
CA
1751.08 at
372
CA
1828.94 at
381
CA
1678.26 at
378
CA
Predicted cylinder
mean temperature
(K)
1798.13 at
378
CA
1698.57 at
365
CA
1746.64 at
374
CA
1619.39 at
370
CA
Fig. 7 e Brake thermal efciency (h) vs Load (%) with
different gaseous fuels subst.
i nt e r na t i o na l j our na l o f hy d r og e n e ne r g y 3 5 ( 2 0 1 0 ) 1 1 9 1 8 e1 1 9 3 1 11927
6.4. Net heat release analysis
Fig. 8aed, show predicted and measured net heat release rate
with crank angle of Cases I to IV. The net heat release rate of
Case I (Fig. 8a) by rst phase of combustion is 94.26 J/
CA at
TDC. It shows two phases of combustion. The rst phase is
due to premixed combustion while second phase by diffused
combustion of diesel fuel, while Cases IIeIV (Fig. 8bed) show
one more phase of combustion. In dual fuel operation, heat
release is mainly due to three phases of combustion; rst, by
premixed burning of pilot diesel fuel and combustion of part
of gaseous fueleair mixture that is entrained during the
ignition delay period. In the second phase of combustion, it is
due to auto ignitionof gaseous-air mixture in the close vicinity
of pilot spray zone and diffusive burning of remaining pilot
diesel fuel. In the third phase of combustion, heat is released
by ame propagation from spray zone into the gaseous
fuelseair mixture [12].
At lean gaseous fueleair mixture as in Case II, Fig. 8b shows
lower peak of rst phase of combustion 60.57 J/CA at 355
CA
than Case I because heat release is mainly controlled by pre-
mixed burning of part or complete pilot diesel fuel plus small
amount of gaseous fuel entrained into the spray zone. The net
heat released rates in second and third phases of combustion
are 44.86 J/CA at 361
CA and 29.9 J/CA at 366
CA respectively.
The heat released during compression process is due to
preignition chemical reaction of hydrogen with the air.
In Case III, Fig. 8c the heat release rate during compression
process is due to partial oxidation of LPG gas. The heat release
rate during rst phase of combustion is 77.57 J/CA at 356
CA.
This is due to energy released by part of pilot diesel fuel
accumulated during ignition delay period and part of LPG gas
entrained in to the spray zone. The net heat release rate by
Table 8 e Measured and predicted brake thermal
efciency.
Case I II III IV
Brake thermal efciency
Engine A
Measured 31.5 32.64 31.3 33.82
Predicted 31.03 31.66 30.35 32.30
Brake thermal efciency
Engine B
Measured e 15.29 e e
Predicted e 14.83 e e
340 350 360 370
0
20
40
60
80
100
Measured
Predicted
Net Heat Release Rate (Diesel)
N
e
t
H
e
a
t
R
e
l
e
a
s
e
R
a
t
e
(
J
/
C
A
)
Crank Angle (Degree)
340 350 360 370
-20
0
20
40
60
80
Net Heat Release Rate (Diesel+H
2
)
III Phase of
Combustion
II Phase of
Combustion
I Phase of
Combustion
N
e
t
H
e
a
t
R
e
l
e
a
s
e
R
a
t
e
(
J
/
C
A
)
Crank Angle (Degree)
Measured
Predicted
340 350 360 370
-20
0
20
40
60
80
Net Heat Release Rate (Diesel + LPG)
III Phase of
Combustion
II Phase of
Combustion
I Phase of
Combustion
N
e
t
H
e
a
t
R
e
l
e
a
s
e
R
a
t
e
(
J
/
C
A
)
Crank Angle (Degree)
Measured
Predicted
340 350 360 370
-20
0
20
40
60
80
Net Heat Release Rate (Diesel + LPG + H
2
)
I Phase of
Combustion
II Phase of
Combustion
III Phase of
Combustion
N
e
t
H
e
a
t
R
e
l
e
a
s
e
R
a
t
e
(
J
/
C
A
)
Crank Angle (Degree)
Measured
Predicted
b
d
c
a
Fig. 8 e a. Net heat release rate (J/CA) vs crank angle (
CA) for diesel. b. Net heat release rate (J/CA) vs crank angle (
CA) for
diesel and hydrogen. c. Net heat release rate (J/CA) vs crank angle (
CA) for diesel and LPG. d. Net heat release rate (J/CA) vs
crank angle (
, 13
,
11
and 10
crank angles for the Cases II, III and IV respectively. Hence the
assumption of an additional constant volume process appears
reasonably justied.
7. Conclusions
The combustion models have been developed to calculate
variations in pressure and net heat release rate with respect to
crank angle. These theoretical models can also be used to
predict ignition delay, brake thermal efciency, mean gas
temperature, and net heat transfer rate.
These results have been veried by performing experi-
ments on 4 cylinder turbocharged, intercooled with 62.5 kW
gen-set diesel engine and with the results on single cylinder
diesel engine obtained by other researchers. The experiments
were performed to measure brake thermal efciency at
different load conditions, pressure and net heat release rate
with respect to crank angle on following four cases.
(i) Case I: Engine runs on diesel only.
(ii) Case II: Engine runs ondiesel as pilot fuel and hydrogenas
secondary fuel.
(iii) Case III: Engine runs on diesel as pilot fuel and LPG as
secondary fuel.
(iv) Case IV: Engine runs on diesel as pilot fuel and LPG plus
hydrogen as secondary fuel.
350 355 360 365 370
0
10
20
30
40
50
60
70
80
90
Mass Fraction Burnt Curve
Crank Angle
Diesel
Diesel + H
2
Diesel + LPG
Diesel + H
2
+ LPG
Fig. 9 e Mass fraction burnt (%) vs crank angle (
CA).
i nt e r na t i o na l j our na l o f hy d r og e n e ne r g y 3 5 ( 2 0 1 0 ) 1 1 9 1 8 e1 1 9 3 1 11929
A reasonable agreement between the predicted and
experimental results reveals that this model gives quantita-
tive and qualitative realistic prediction of in-cylinder
processes and engine performances during combustion.
The predicted brake thermal efciency is found to be 3e4%
less than the experimentally measured brake thermal ef-
ciency due to consideration of quasi static processes.
The predicted maximumpressure rise and net heat release
rate are 6e7% less than experimental results due to under
prediction of charge/air velocity, turbulence and may be due
to over prediction of heat transfer to the cylinder walls and
combustion chamber.
Acknowledgement
The authors are grateful to Professor Pramod S. Mehta,
Internal Combustion Engine Laboratory, Indian Institute of
Technology, Madras, Chennai and Dr. Bimal Kumar Mishra,
Department of Applied Mathematics, Birla Institute of Tech-
nology, Mesra, Ranchi, for inspiration and helpful discussion.
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