particle emissions of direct injection ic engine fed with a...
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Andy Thawko, Harekrishna Yadav, Michael Shapiro and Leonid Tartakovsky
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Particle Emissions of Direct Injection IC
Engine Fed with a Hydrogen-rich
Gaseous Fuel
23rd ETH Conference on Combustion Generated Nanoparticles
18 June 2019
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Scientific background- Fuel Reforming
Experimental Setup
Performance of ICE with Thermo-Chemical Recuperation
Particle Emission
Summary
Outline
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Source: U.S Energy Information Administration (April 2018)
Petroleum consumption for transportation
92
35
92
3
92% of the transportation energy consumption is from crude oil
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Emissions Unit Euro 1 Euro 2 Euro 3 Euro 4 Euro 5a Euro 6b/c
NOx
mg/km
- - 500 250 180 80HC+NOx 970 700 560 300 230 170
CO 2720 1000 640 500 500 500PM 140 80 50 25 5.0 4.5PN #/km - - - - - 6 ∙ 1011
Emissions Unit Euro 1 Euro 2 Euro 3 Euro 4 Euro 5a Euro 6b/c
THC
mg/km
- - 200 100 100 100NOx - - 150 80 60 60
HC+NOx 970 500 - - - -CO 2720 2200 2300 1000 1000 1000
PM - - - - 5.00 4.50
PN #/km - - - - - 6 ∙ 1011
Diesel Passenger Cars:
Gasoline Passenger Cars:
European emission legislation
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Coolant
Output
Exhaust
400 C < TExhaust < 900 C
Fuel energy distribution
About 1/3 of
the energy
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Feasible solution
Emission mitigation
Crude oil dependency
reduction
Efficiency improvement
The goal
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On-board Fuel
reforming
Emission mitigation
Crude oil dependency
reduction
Efficiency improvement
Our goal
Waste heat recoveryMethanol - alternative
(renewable) fuel
Hydrogen combustion
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Primary fuel selectionMETHANOL
LIQUID METHANOL:
Promising primary liquid fuel
Low carbon-intensity
Potentially renewable
Can be produced from natural gas or
coal
Alternative for oil as a short term solution
Can be produced from captured CO2 – PtX fuel (electrofuel)
No significant infrastructure change needed
Low reforming temperatures
GASEOUS REFORMING PRODUCTS:
Hydrogen-rich gaseous fuel:
(75%)H2+(25%)CO2
Better fuel properties
LHV increase
Higher antiknock quality
High laminar flame speed
Wide flammability limits
Zero-impact pollutant emissions
No problems of onboard hydrogen
storage
3 ( ) 2 ( ) 2 2
3 ( ) 2
2 5 ( ) 4 2
1) MethanolSteam Reforming (MSR): 3 50kJ/mol
2)MethanolDecomposition (MD): 2 90 kJ/mol
3)EthanolDecomposition (ED): 50kJ/mol
g g
g
g
CH OH H O CO H H
CH OH CO H H
C H OH CH CO H H
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Thermo-Chemical Recuperation (TCR)
Primary alternative (renewable)
and low-carbon intensity liquid fuel
Waste heat recovery process
On-board hydrogen production
Ultra-low pollutant emissions
Methanol Steam Reforming (MSR)
CH3OH+H2O → 3H2+CO2 ΔH≈50 kJ/mol
High-Pressure Thermo-Chemical Recuperation
Poran, Thawko et al., Int. J Hydrogen Energy, 2018
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Single cylinder, spark ignition engine (Robin
EY-20 based)
Bore x Stroke, mm 67x52
Displacement, cm3 183
Compression ratio 6.3
Power, kW @ speed, rpm 2.2 @ 3000
Fuel
supply
system
Gasoline Carburetor
Hydrogen-Rich
Reformate
Direct
injectionEngine head with pressure transducer spark plug and injector
5 - In-cylinder pressure sensor
6 - Reformate direct injector
7 – Encoder
9 – Engine control system
24 – Reformer
33 – EEPS system
Experimental Setup
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Measured reformate composition
Methanol Steam Reforming (MSR)
CH3OH+H2O → 3H2+CO2 ΔH≈50 kJ/mol
Poran, Thawko, Eyal, Tartakovsky, Int. J Hydrogen Energy, 2018
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0
10
20
30
40
50
60
70
80
90
100
Efficiency CO CO2 HC NOx
En
gin
e P
erfo
rma
nce
Imp
rov
emen
t [%
]
MSR
HP-TCR
Poran, Thawko, Eyal, Tartakovsky, Int. J Hydrogen Energy, 2018
0.10
0.15
0.20
0.25
0.30
0.35
1 3 5
Ind
ica
ted
Eff
icie
ncy
IMEP [bar]
Gasoline
MSR 40 bar
MSR 50 bar
HP-TCR
Thermo-Chemical Recuperation system Performance
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MSR
CH3OH+H2O → 3H2+CO2
Total particle concentration comparison
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Particle size and number distribution- Effect of Fuel
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Size (nm)
De
ns
ity
(g/c
m3)
0 50 100 150 200 250 300 350 400 450 500 5500
0.2
0.4
0.6
0.8
1
1.2
1.4
1.6
Consant density
Exponential decay
Particle size and mass distribution- Effect of Fuel
Based on Maricq’s et al. density distribution
𝑚𝑝 = 𝜌𝑒𝑓𝑓4
3𝜋(𝐷𝑝
2)3
𝜌𝑒𝑓𝑓 = 1.2378 ×4
3𝑒−0.0048𝐷𝑝
Maricq et al., Aerosol Science and Technology, 2006
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Singh et al., Fuel ,2016
Total particle concentration comparison
Previous studies showed significant PN reduction with hydrogen combustion
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High compression ratio ICE
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Single cylinder, Petter AD1 based
Bore x Stroke, mm 80x73
Displacement, cm3 367
Compression ratio 16
Power, kW @ speed, rpm 5.3 @ 3000
Fuel
injection
system
Diesel Direct
Hydrogen-Rich
Reformate
direct
port
Experimental setup
A comparison of direct and port reformate injection
Spark
system
Port injector
Direct gas
injector
Diesel
injector
Pressure sensor
Encoder
Throttle
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Fuel injection strategy - Efficiency
Wide open throttle in all cases
13-19% improvement for MSR DI
23-26% improvement for MSR PI
PI limitations:
Maximal power loss
Low volumetric efficiency
Abnormal combustion- backfire, pre-ignition
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High pressure hydrogen-rich reformate injection
Underexpanded gaseous jet
Possible mechanisms for particle formation
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Classification Nozzle pressure ratio (NPR)
Subsonic jet 1 < 𝑃0/𝑃∞ < 1.893
Moderately
underexpanded jet 2.08 < 𝑃0/𝑃∞ < 3.8
Highly underexpanded
jet3.84 < 𝑃0/𝑃∞
Crist S. et al., AIAA J., 1966
Snedeker RS. et al., J. Fluid Mechanics, 1971
Underexpanded jet in gaseous fuel DI
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Jet-wall impingement
Lubricant vapor entrainment towards the gaseous jet
Hydrogen low quenching distance
Stoichiometric ratio
Kim et al. (2001)
Particle formation in DI-ICE fed by hydrogen-rich
reformate- Possible mechanisms
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DI-ICE with High-Pressure Thermo-Chemical Recuperation was developed enabling:
Efficiency improvement (up to 39%)
Gaseous pollutant emission reduction (up to 94%, 96% and 97% for NOx, CO and HC, respectively)
Direct injection of reformate leads to higher particle formation compared to gasoline
Future research will focus on identification of particle formation mechanism, and development of
methods to mitigate particle emission
Summary
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The financial support of:
Israel Science Foundation (ISF)
Israel Ministry of Environmental Protection
Israel Ministry of Energy
Nancy and Stephen Grand Technion Energy Program (GTEP)
The Council for Higher Education (CHE)- Planning and Budgeting Committee (PBC)
is highly appreciated
Acknowledgments
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Andy Thawko
Technion – Israel Institute of Technology Grand Technion Energy Program
email: [email protected]
Leonid Tartakovsky
Technion – Israel Institute of Technology Mechanical Engineering Faculty
Grand Technion Energy Program
email: [email protected]
Further information: