9/12/2019 1 National Institute of Technology Calicut

9/12/2019 1
NATIONAL INSTITUTE OF TECHNOLOGY CALICUT

Under The Guidance of
Dr.A.AMARAJU
Professor
Dept of Mechanical Engineering
Presenting by
J.M.BABU
M080314ME
Thermal Sciences
9/12/2019 2
 Introduction
 Objective
 Hydrogen
 Experimental setup
 Results & discussion
 Exhaust gas emissions
 Conclusion
 Future scope
 References
9/12/2019 3
 Day by day fossil fuel energy reserves are depleting and the fuel cost was
increasing.
 Fossil fuel causes global warming , air pollution, acid rains etc .
 This situation leads to search for alternative fuels. Some of the alternative
fuels are LPG, CNG, hydrogen, ethanol, vegetable oils, natural gas and
bio diesel blends.
 With in this hydrogen is the one of the best alternative fuels for diesel
engine because its having highest energy content per unit mass, can
operate on lean mixture, wide range of flammability etc
9/12/2019 NATIONAL INSTITUTE OF TECHNOLOGY CALICUT 4

 The main objective of the work is to show the effect of injection
pressure on engine performance when the engine is running on
electrolytically generated hydrogen oxygen mixture.

 Hydrogen is formed from a Greek words “hydro” and gens meaning
water and generator .
 Atomic number1 atomic symbol is H, atomic weight is 1.0079, melting

point is -259.34o c and boiling point is -252.87o c at standard atmospheric
pressure.
 It is the simplest element consists of one proton and one electron, it is the
most plentiful gas in the universe
 It will not occur as a single it will always combined with other elements
like water, hydrocarbon etc.
 Lightest of all elements and its 14 times lighter than air, if it spill into the
atmosphere it wont pollute atmosphere or ground water.

 Hydrogen is odorless, colorless, tasteless and non toxic.
 Hydrogen generated from diverse domestic resources can reduce
demand for oil by more than 11 million barrels per day by the year 2040.
 Coming to safety because of its high energy content hydrogen must be

handled properly, just like as gasoline and natural gas today.
 It requires careful handling ,hydrogen is no more dangerous gas than

other fuels , just different.
 Liquid hydrogen trucks have carried on the Nation’s roadways an

average of 70 million gallons per year without any major accident.
 Coming to flexibility hydrogen can be produced from a variety of

resources

NATIONAL INSTITUTE OF
9/12/2019 TECHNOLOGY CALICUT 8
HEAD COVER
Bore = 80 mm
Stroke = 110 mm.
Swept volume = 553 cm3.
Compression ratio = 16.5
Speed = 1500 rpm
Rated output = 3.7 5kw(5 hp)
9/12/2019 17
b
u
r Fuel
e
tt
tank
e
3
R 2
1
Electrolysis
cell
A
engine
Exhaust 5
gas
analyzer
battery

 Hydrogen oxygen quantity is supplied continuously at a
constant rate of 500 ml/min
 Only hydrogen quantity is supplied is 4.005Lph

 Remaining quantity is oxygen supply i.e. 2.025Lph
 Volume of gas generated in liters =(RITt/f.p.z)
 Where R= ideal gas constant =0.0820577 L atm K−1 mol−1

 I=current, T=temperature, t=time ,F=faradays
constant=96485.31 c mol−1 ,
 p=ambient pressure, z=no of excess electrons(2 for H2, 4 for
o2
9/12/2019
19
9/12/2019 20
COMPARISON
1.2
FUEL CONSUMPTION IN Kg/hr
0.8
DIESEL, 175 BAR

DIESEL,225 BAR
0.6
DIESEL,275 BAR
DIESEL, 325 BAR
0.4 DIESEL, 375 BAR
Linear (DIESEL, 375 BAR)
0.2
0
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
BRAKE POWER IN KW

Comparison
0.6
0.5
SPECIFIC FUEL CONSUMPTION IN Kg/kw-hr
0.4
DIESEL,175 BAR
0.3 DIESEL,225 BAR
DIESEL,275 BAR
DIESEL, 325 BAR
0.2
DIESEL, 375 BAR
0.1
0
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
BRAKE POWER IN KW

Comparison
50
BRAKE THERMAL EFFICIENCY(%)
45
40
35
30
DIESEL, 175 BAR
25 DIESEL, 225 BAR
DIESEL, 275 BAR
20
DIESEL, 325 BAR
15 DIESEL, 375 BAR
10
0
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
BRAKE POWER IN KW

Comparison
24.5
24
23.5
DIESEL,175 BAR
23 DIESEL, 225 BAR
MASS OF AIR IN Kg/hr
DIESEL, 275 BAR

22.5
DIESEL, 325 BAR
22 DIESEL, 375 BAR
Linear (DIESEL,175 BAR)
21.5
21 Linear (DIESEL, 275 BAR)

20.5
20 Linear (DIESEL, 375 BAR)
19.5
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
BRAKE POWER IN KW

Comparison
90
80
70
AIR FUEL RATIO
60
50 DIESEL, 175 BAR

DIESEL, 225 BAR
40
DIESEL, 275 BAR
DIESEL, 325 BAR
30
DIESEL, 375 BAR
20
10
0
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
BRAKE POWER IN KW

9/12/2019 26
1.2
0.8
DIESEL+HYDROGEN, 175 BAR

0.6 DIESEL+HYDROGEN, 225 BAR
D+H, 325 BAR
0.4
D+H, 375 BAR
0.2
0
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
BRAKE POWER IN KW

Comparison
0.6
SPECIFIC FUEL CONSUMPTION IN
0.5
0.4
Kg/kw-hr

0.3 D+H, 225 BAR
D+H, 275 BAR
D+H, 325 BAR
0.2
D+H, 375 BAR
0.1
0
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
BRAKE POWER IN KW

Comparison
50
45
40
35
30
25 D+H, 225 BAR
D+H, 275 BAR
20
D+H, 325 BAR
15 D+H, 375 BAR
10
0
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
BRAKE POWER IN KW

24.5
24
23.5
23

22.5 D+H, 225 BAR
D+H, 275 BAR
22 D+H, 325 BAR

D+H, 375 BAR
21.5
21
20.5
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
BRAKE POWER IN KW

Comparison
84
82
VOLUMETRIC EFFICIENCY(%)
80 DIESEL+HYDROGEN, 175 BAR

D+H,225 BAR
D+H, 275 BAR
78
D+H, 325 BAR
D+H, 375 BAR
76
Linear (DIESEL+HYDROGEN, 175 BAR)
Linear (D+H,225 BAR)
74 Linear (D+H, 275 BAR)
Linear (D+H, 325 BAR)
70
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
BRAKE POWER IN KW

90
80
70
AIR FUEL RATIO
60
50 DIESEL+HYDROGEN, 175 BAR

D+H,225 BAR
40 D+H,275 BAR
D+H, 325 BAR
30
D+H, 375 BAR
20
10
0
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
BRAKE POWER IN KW

Comparison
1.2
1
FUEL CONSUMPTION Kg/hr
DIESEL, 175 BAR

0.8 D+H, 175 BAR
DIESEL,225 BAR
D+H, 225 BAR
0.6
DIESEL, 275 BAR
D+H, 275 BAR
0.4 DIESEL, 325 BAR
D+H, 325 BAR
DIESEL, 375 BAR
0.2
D+H, 375 BAR
0
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
BRAKE POWER IN KW

Comparison
0.6
0.5
SPECIFI FUEL CONSUMPTION Kg/kw-hr
DIESEL, 175 BAR

0.4 D+H, 175 BAR
DIESEL, 225 BAR
D+H, 225 BAR
0.3
DIESEL, 275 BAR
D+H, 275 BAR
0.2 DIESEL,325 BAR

D+H, 325 BAR
DIESEL, 375 BAR
0.1
D+H, 375 BAR
0
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
BRAKE POWER IN KW

COMPARISON
50
45
40
DIESEL, 175 BAR

35
D+H, 175 BAR
30 DIESEL, 225 BAR
D+H, 225 BAR
25
DIESEL, 275 BAR
20 D+H, 275 BAR
DIESEL, 325 BAR
15
D+H, 325 BAR
10 DIESEL, 375 BAR
D+H, 375 BAR
5
0
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
BRAKE POWER IN KW

Comparison
24.5
24
23.5

23
22.5 Linear (D+H, 225 BAR)

21.5
21
20.5
20
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
BRAKE POWER IN KW

Comparison
84
DIESEL, 175 BAR

82
D+H, 175 BAR
80
DIESEL, 225 BAR
78 D+H, 225 BAR
DIESEL, 275 BAR

76
D+H, 275 BAR

74
DIESEL, 325 BAR
72
D+H, 325 BAR
70 DIESEL, 375 BAR
D+H, 375 BAR

68
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
BRAKE POWER IN KW

Comparison
90
80
70
DIESEL, 175 BAR
AIR FUEL RATIO
60 D+H, 175 BAR

DIESEL, 225 BAR
50
D+H, 225 BAR
40 DIESEL, 275 BAR

D+H, 275 BAR
30 DIESEL, 325 BAR
D+H, 325 BAR
20
DIESEL, 375 BAR
10 D+H, 375 BAR
0
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
BRAKE POWER IN KW

9/12/2019 40
SI ENGINE C I ENGINE
 Un burnt hydrocarbon(HC)  Un burnt hydrocarbon(HC)

 Oxides of nitrogen(NO and  Oxides of nitrogen(NO and
NO2) NO2)
 Oxides of carbon(CO and  Oxides of carbon(CO and
CO2) CO2)
 Oxides of sulphur( SO2 and  Oxides of sulphur( SO2 and
SO3) SO3)
 Particulates
 Soot and smoke
9/12/2019 41
 CO: colorless, odorless, poisonous gas generated in an
engine when operated on rich fuel equivalence ratio.
 Not only CO is considered as undesirable emission
but its also represents lost chemical energy that was
not fully utilized in the engine
 Co is a fuel that can be combusted to supply additional
energy
CO+1/2 O2 CO2+heat
Max CO is generated when engine runs with rich mixture
such as starting, accelerating under load.
Even at stoichiometric or lean some CO will generate in
the engine.
Poor mixing, local rich mixture and incomplete
combustion will create some CO
9/12/2019 42
 Mixture of NO and NO2 called Nox, nitric oxide is
colorless, odorless, and is oxidized in the
atmosphere to form nitrogen oxide.
 Nitrogen oxide is odorous, brown colored, acitic
and highly corrosive that can effect our health and
environment
 Nitrogen oxides are the critical components of
photochemical smog , it will produce yellowish
brown colored of smog
 The reduction in NOx is due to the reduction in

peak combustion temperature

Comparison at different injection pressures
6
diesel, 175 bar

5
4 diesel, 225 bar

carbon dioxide(co2)
3
diesel, 275 bar
2
diesel, 325 bar

1
0 diesel, 375 bar

0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
-1
Brake power in kW

2000
diesel, 175 bar
1800
oxides of nitrogen(NOX)
1600 diesel, 225 bar

1400
1200 diesel, 275 bar
1000 diesel,325 bar
800
600 diesel,375 bar
400
Poly. (diesel,
200
175 bar)
0
0 1 2 3 4 5
Brake power in kW
9/12/2019 45
diesel, 175
0.08
bar
0.07
diesel,225 bar
carbonmonoxide(CO)
0.06
0.05
0.04 diesel, 325
0.03 bar
0.02 diesel, 375

0.01 bar
0
diesel, 375
-0.01 0 1 2 3 4 5 bar
brake power in kW

4 diesel+hydrogen,175
3.5 bar
Carbon dioxide(co2)
3
diesel+hydrogen,225
2.5 bar
2
diesel+hydrogen,275
1.5
bar
1
0.5 diesel+hydrogen,325
bar
0
0 2 4 6 diesel+hydrogen, 375
Brake power in kW bar

2500 diesel+hydrogen, 175
oxides of nitrogen(NOX)
bar
2000
diesel+hydrogen, 225
1500 bar
1000 diesel+hydrogen,275
bar
500
diesel+hydrogen,325
0 bar
0 2 4 6
diesel+hydrogen, 375
Brake power in kW bar

0.08
diesel+hydrogen, 175 bar
0.07
0.06 diesel+hydrogen, 225 bar

carbonmonoxide(co)

0.04
0.03
0.02
0.01 Poly. (diesel+hydrogen,

175 bar)
0
Poly. (diesel+hydrogen,
0 1 2 3 4 5
-0.01 225 bar)
Brake power in kW

 Performance characteristics of the engine working on
pure diesel mode and dual fuel mode are plotted by
varying the injection pressure.
 It was observed that as injection pressure increases fuel

consumption decreases, increasing the brake thermal
efficiency, mass of air, air to fuel ratio and hence
volumetric efficiency increases with injection pressure.
 It was observed that injection pressure could not be

increased beyond 375 bar. If the injection pressure is
more than 375 bar it was observed that no fuel was
injected from the injector
 The optimum injection pressure is 375 bar because at this injection
pressure engine is giving highest brake thermal efficiency of
43.46% at pure diesel mode, at dual fuel mode 46.31%, hence the
overall improvement of brake thermal efficiency observed is 8.7%
by employing both techniques (injection pressure, dual fuel
mode).
 Exhaust emissions shows that HC, CO and NOX decreases as the
injection pressure of the engine is increasing from 175 bar to 375
bar.
 HC, CO and NOX emissions are still decreasing when the engine
is running at dual fuel mode when compared with pure diesel
mode at the same injection pressure.
 It was observed that only CO2 increases with injection pressure

for both the cases of pure diesel and dual fuel mode
9/12/2019 51
AICTE SPONSERED NATIONAL CONFERENCE

 If the same thing applied to the engines which
running with less efficiency it will give more
profit to the country.
 This techniques I have conducted on stationary

engines, by producing more amount of
hydrogen oxygen mixture and can run on
mobile engines and we can get more mileage.
As compared with diesel at low injection
pressure.
 Ismet Celıkten
 An experimental investigation of the effect of the injection pressure on
engine performance and exhaust emission in indirect injection diesel
engines
 2. Fuel injection pressure effect on performance of direct injection diesel

engines based on experiment
 3. N. Saravanan, G. Nagarajan, K.M. Kalaiselvan, C. Dhanasekaran

 An experimental investigation on hydrogen as a dual fuel for diesel
engine system with exhaust gas recirculation technique
 4. Sukhumar puhan , R. Jegan, G.Nagarajan

 Effect of injection pressure on performance ,emission and combustion
characteristics of high linolenic linseed oil methyl ester in a DI diesel
engine

 5. R.Hari Ganesh, V. Subramaniana, V. BALASUBRAMANIANA
 Hydrogen fueled spark ignition engine with electronically
controlled manifold injection: an experimentally study
 6. T Bahacik, S De Maria, W.Y.Sam

 Constant volume adiabatic combustion of stoichiometric
hydrogen oxygen mixtures
 7. Normissa lida, Takeshi sato

 Effect of intake oxygen concentration on characteristics of
particulate emissions from a DI diesel engine
 8. James .W. HELE

 Nox emission reduction in hydrogen fueled internal
combustion engine at 3000 rpm using exhaust gas
recirculation technique

 9. S Ehmus , samettin
 The comparision of engine performance and
exhaust emission characteristics of sesame oil-
diesel fuel mixture with diesel fuel in a direct
diesel engine

 10. Roosli, Abu Bakar, Semin

 fuel injection pressure effect on performance of
direct injection diesel engines based on experiment
 ,


Dr. A.RAMARAJU
Dr. S.JAYARAJ
Dr.A.SHAIJA
Dr. C.MURALEEDHARAN
TO THE PANEL MEMBERS
MECHANICAL DEPARTMENT
HEAT ENGINES LAB STAFF
AND FINALLY
EXTERNAL EXAMINAR
higher calorific values
160000
140000
120000
100000
80000
higher calorific values
60000
40000
20000
0
diesel petrol charcoal coal gasoline hydrogen oils veget

comparison
50
45
40
diesel, 175 bar

35
30 diesel, 225 bar
25
diesel, 275 bar
20 diesel+hydrogen, 275 bar
diesel,325 bar
15
10 diesel,375 bar
diesel+hydrogen
5
0
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
BRAKE POWER IN KW

Comparison diesel,175 bar
diesel,225 bar
1
diesel+hydrogen,225 bar
diesel, 275 bar

0.8
diesel, 325 bar

0.6
0.4 diesel, 375 bar
0.2 Linear (diesel+hydrogen, 375 bar)
0
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
BRAKE POWER IN KW

comparison
90
80
70
diesel,175 bar
60 diesel+hydrogen, 175 bar
AIR FUEL RATIO
diesel, 225 bar

50
diesel+hydrogen, 225 ba
diesel, 275 bar
40
30 diesel, 325 bar

20 diesel, 375 bar
10
0
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
BRAKE POWER IN KW

comparison
84
82
80
Series1
diesel+hydogen, 175 bar
78
diesel, 225 bar
diesel+hydrogen,225 bar
76
diesel, 275 bar
74
diesel, 325 bar
72
diesel, 375 bar
70
68
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
BRAKE POWER IN KW
9/12/2019 65
Property Value
Molecular weight 44.01
Specific gravity 1.53 at 21 oC
Critical density 468 kg/m3
Concentration in air 370,3 * 107 ppm
Stability High
Liquid Pressure < 415.8 kPa
Solid Temperature < -78 oC
Henry constant for solubility 298.15 mol/ kg * bar
Water solubility 0.9 vol/vol at 20 oC
 Motor vehicles produce exhaust gases containing oxides of
nitrogen such as nitrogen dioxide (NO2) and nitric oxide
(NO)
 At the high temperatures of the car's combustion chamber

(cylinder), nitrogen and oxygen from the air react to form
nitric oxide (NO):
N2(g) + O2(g) -----> 2NO(g)
 Some of the nitric oxide (NO) reacts with oxygen to form

nitrogen dioxide (NO2):
2NO(g) + O2(g) -----> 2NO2(g)
 The mixture of nitric oxide (NO) and nitrogen dioxide (NO2)

is sometimes referred to as NOx.

 When the nitrogen dioxide (NO2) concentration is well above clean air
levels and there is plenty of sunlight, then an oxygen atom splits off from
the nitrogen dioxide molecule:
NO2(g) sunlight
----------> NO(g) + O(g)
 This oxygen atom (O) can react with oxygen molecules (O2) in the air to
form ozone (O3):
O + O2 -----> O3
 Nitric oxide can remove ozone by reacting with it to form nitrogen
dioxide (NO2) and oxygen (O2):
NO(g) + O3(g) -----> NO2(g) + O2(g)
 When the ratio of NO2 to NO is greater than 3, the formation of ozone is

the dominant reaction. If the ratio is less than 0.3, then the nitric oxide
reaction destroys the ozone at about the same rate as it is formed, keeping
the ozone concentration below harmful levels.
9/12/2019 70
 Premature ignition and flashback.
 Low Density.
 Reduced volumetric efficiency.
 Cost of production and storage.

Cathode (reduction): 2 H+(aq) + 2e− → H2(g)
Anode (oxidation): 2 H2O(l) → O2(g) + 4 H+(aq) +
4e−
Cathode (reduction): 2 H2O(l) + 2e− → H2(g) + 2
OH-(aq)
Anode (oxidation): 4 OH-(aq) → O2(g) + 2 H2O(l) +
4 e−
Overall reaction: 2 H2O(l) → 2 H2(g) + O2(g)

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9/12/2019 1

NATIONAL INSTITUTE OF TECHNOLOGY CALICUT

9/12/2019 NATIONAL INSTITUTE OF TECHNOLOGY CALICUT 4

9/12/2019 NATIONAL INSTITUTE OF TECHNOLOGY CALICUT 5

 Atomic number1 atomic symbol is H, atomic weight is 1.0079, melting

9/12/2019 NATIONAL INSTITUTE OF TECHNOLOGY CALICUT 6

 Coming to safety because of its high energy content hydrogen must be

 It requires careful handling ,hydrogen is no more dangerous gas than

 Liquid hydrogen trucks have carried on the Nation’s roadways an

 Coming to flexibility hydrogen can be produced from a variety of

9/12/2019 NATIONAL INSTITUTE OF TECHNOLOGY CALICUT 7

9/12/2019 NATIONAL INSTITUTE OF TECHNOLOGY CALICUT 18

 Only hydrogen quantity is supplied is 4.005Lph

 Volume of gas generated in liters =(RITt/f.p.z)

 Where R= ideal gas constant =0.0820577 L atm K−1 mol−1

DIESEL, 175 BAR

9/12/2019 NATIONAL INSTITUTE OF TECHNOLOGY CALICUT 21

9/12/2019 NATIONAL INSTITUTE OF TECHNOLOGY CALICUT 22

9/12/2019 NATIONAL INSTITUTE OF TECHNOLOGY CALICUT 23

DIESEL, 275 BAR

21 Linear (DIESEL, 275 BAR)

20 Linear (DIESEL, 375 BAR)

9/12/2019 NATIONAL INSTITUTE OF TECHNOLOGY CALICUT 24

50 DIESEL, 175 BAR

9/12/2019 NATIONAL INSTITUTE OF TECHNOLOGY CALICUT 25

DIESEL+HYDROGEN, 175 BAR

9/12/2019 NATIONAL INSTITUTE OF TECHNOLOGY CALICUT 27

DIESEL+HYDROGEN, 175 BAR

9/12/2019 NATIONAL INSTITUTE OF TECHNOLOGY CALICUT 28

9/12/2019 NATIONAL INSTITUTE OF TECHNOLOGY CALICUT 29

DIESEL+HYDROGEN, 175 BAR

22 D+H, 325 BAR

9/12/2019 NATIONAL INSTITUTE OF TECHNOLOGY CALICUT 30

80 DIESEL+HYDROGEN, 175 BAR

9/12/2019 NATIONAL INSTITUTE OF TECHNOLOGY CALICUT 31

50 DIESEL+HYDROGEN, 175 BAR

9/12/2019 NATIONAL INSTITUTE OF TECHNOLOGY CALICUT 32

DIESEL, 175 BAR

9/12/2019 NATIONAL INSTITUTE OF TECHNOLOGY CALICUT 34

DIESEL, 175 BAR

0.2 DIESEL,325 BAR

9/12/2019 NATIONAL INSTITUTE OF TECHNOLOGY CALICUT 35

DIESEL, 175 BAR

9/12/2019 NATIONAL INSTITUTE OF TECHNOLOGY CALICUT 36

Linear (D+H, 175 BAR)

22.5 Linear (D+H, 225 BAR)

9/12/2019 NATIONAL INSTITUTE OF TECHNOLOGY CALICUT 37

DIESEL, 175 BAR

DIESEL, 225 BAR

78 D+H, 225 BAR

DIESEL, 275 BAR

D+H, 275 BAR

70 DIESEL, 375 BAR

D+H, 375 BAR

9/12/2019 NATIONAL INSTITUTE OF TECHNOLOGY CALICUT 38

60 D+H, 175 BAR

40 DIESEL, 275 BAR

10 D+H, 375 BAR