Volume 04 Issue 07-2024
19
American Journal Of Applied Science And Technology
(ISSN
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VOLUME
04
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07
Pages:
19-34
OCLC
–
1121105677
Publisher:
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Servi
ABSTRACT
The integration of hydrogen fuel in a diesel engine has gained significant attention as a promising alternative to
conventional fossil fuels. This combination offers potential advantages such as reduced emissions of harmful
pollutants and improved fuel efficiency. By introducing hydrogen into the combustion process of a diesel engine, the
overall performance can be enhanced while addressing environmental concerns. This abstract explores the feasibility
and benefits of using hydrogen fuel in diesel engines, highlighting its potential impact on sustainable transportation
and the environment.
KEYWORDS
Diesel engines, hydrogen, alternative fuels, emissions, fuel efficiency, new combustion modes, catalytic converters,
exhaust gas recirculation, sustainable energy, transport systems.
INTRODUCTION
To date, we have invested much of our research efforts
to suppress in-cylinder pollutant formation in diesel
engines. A significant portion of the effort has been
directed towards exploring the use of new combustion
modes that have reduced pollutant formation in the
naturally aspirated and boosted diesel engine.
Increasingly stringent emissions regulations will force
the engine to be equipped with a 3-way catalyst or NOx
trap to further reduce the formation of regulated
pollutants. However, the use of such after treatment
Research Article
REDUCING POLLUTION WITH HYDROGEN FUEL IN DIESEL ENGINES
Submission Date:
July 08, 2024,
Accepted Date:
July 13, 2024,
Published Date:
July 18, 2024
Crossref doi:
https://doi.org/10.37547/ajast/Volume04Issue07-04
Obidjon Ergashev
Research Institute of Environment and Nature Conservation Technologies, Uzbekistan
Zikrilla Alimov
Research Institute of Environment and Nature Conservation Technologies, Uzbekistan
Journal
Website:
https://theusajournals.
com/index.php/ajast
Copyright:
Original
content from this work
may be used under the
terms of the creative
commons
attributes
4.0 licence.
Volume 04 Issue 07-2024
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American Journal Of Applied Science And Technology
(ISSN
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2771-2745)
VOLUME
04
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07
Pages:
19-34
OCLC
–
1121105677
Publisher:
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Servi
devices will require the engine to run at an air-fuel ratio
other than the lean operation which it is most efficient.
Running the engine stoichiometrically or with
increased EGR to reduce NOx formation both result in
increased fuel consumption and higher heat load in-
cylinder, negating the positive effects of the new
combustion modes on fuel efficiency and soot. An
alternative to these strategies would be to run the
engine with a different fuel that would allow it to meet
stringent emissions regulations while maintaining or
improving the fuel efficiency of the engine. Hydrogen
has been viewed as one of the most promising
alternative fuels. The main problem with using
hydrogen in a diesel engine is the low power output.
This is due to the low energy density and wide
flammability limits of hydrogen which result in high
heat release rates and ultimately engine knock. To
implement hydrogen combustion in a diesel engine, no
engine modification and no injector development is
required [1-2].
The utilization of hydrogen fuel in diesel engines
presents a compelling avenue towards achieving
cleaner and more efficient transportation systems.
With growing concerns over environmental pollution
and the finite nature of fossil fuels, the integration of
hydrogen as an alternative fuel source holds immense
promise. This introduction delves into the rationale
behind incorporating hydrogen fuel in diesel engines,
outlining the potential benefits, challenges, and
implications of this innovative approach. By exploring
the synergies between hydrogen and diesel
technology, this paper seeks to shed light on the
transformative potential of this integration in the
realm of sustainable energy and transportation [3-4].
METHODS
Methodology of laboratory testing of diesel engines
[5]
2.1 . Stand operation procedure
●
Balancing machine works in generator mode.
●
Turn on the main switch in the distribution cabinet
(Fig. 1).
●
Set the range switch on the right side of the remote
control to position III. In accordance with the intended
direction of rotation of the balancing generator, set
the switch under the rotation frequency device in the
appropriate position.
●
Turn on the main control current switch on the right
side of the remote control. "Resistance operation"
signal light indicates readiness for operation.
●
Activate fan switch.
●
Activate the trigger switch. Setting the excitation
voltage to 220 V using the control device on the remote
control.
●
Setting the regulators to the push position using the
"Increasing number of revolutions" button.
●
The balancer generator can now be controlled from
the engine under test.
1) Then use the buttons "The number of revolutions is
increasing - decreasing" located on the right side of the
remote control.
2) Deactivation is carried out in the following sequence:
a) turning off the engine from the balancer generator;
b) turn on the engine fan;
c) turn off the main switch in the distribution cabinet.
●
Engine installation for testing.
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●
Braking of the internal combustion engine on the
electric brake stand is carried out in accordance with
GOST 7057-2001, section, without removing the tractor
from the tractor chassis through the power take-off
shaft. During the test, the tractor is installed indoors.
Figure 1.
Distribution cabinet with
load resistance
Figure 2.
Control panel
●
Engine testing frequency is set according to GOST
70/23.2.7-88 [8].
●
To brake the engine, the tractor must be driven to a
standstill (remove the PTO cover first) and the PTO
drive shaft of the tractor is used for the most useful
rotation speed of the balancer shaft when braking
engines of different power using the cardan shaft.
connection with the intended reducer.
Connecting the shaft of the reducer with the shaft of
the balancer using a transmission.
●
Install the exhaust pipe to the exhaust pipe of the
engine.
●
Shut off the fuel supply to the engine from the
tractor tank, disconnect the fuel line from the engine
coarse fuel filter and connect the fuel line from the fuel
gauge assembly instead. If necessary, connect the
equipment to measure the thermal regime of the
engine.
●
Turn on the tumbler on the remote control of the fuel
gauge, as a result of which the cover opens and fuel
flows from the tank of the device to the engine.
●
Remove air from the engine power system.
●
If there is any fuel or oil leakage in the engine,
eliminate it.
●
Check the water in the radiator, the oil in the engine
crankcase, fuel pump, regulator and power take-off
shaft reducer and top up if necessary.
●
Start the engine, turn on the tractor PTO, and gently
transfer the engine's average crankshaft rotation from
the tractor PTO to the brake shaft. Before doing this, II.
and carry out the operations mentioned in Sections III.
●
Let the engine run at medium speed for 5 minutes,
then increase the crankshaft rotation frequency to the
maximum.
●
Load the engine (the button "The number of
revolutions decreases" on the right side of the remote
control) to 0.2-0.3 of the maximum power and run the
engine in this mode for 5-7 minutes. Then gradually
increase the load to a value of 0.90-0.95 of the
maximum power and continue to warm up for 30
minutes to the operating temperature specified in the
relevant technical documents for the engine.
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●
Check and listen to the engine and braking system
and the transmission to it during the warm-up process.
2 . 2. Device for measuring fuel consumption.
●
Scales and stopwatches of the VNS type are designed
to determine the hourly fuel consumption by
measuring the duration of consumption of a portion of
the fuel given for the experiment during the
experience of the engines in stand tests.
2.3 . A device for measuring the frequency of the
rotating shaft of a balancer machine.
●
A tachometer that measures revolutions of a
balancer machine directly on its shaft.
2.4 . Technical safety and industrial sanitation
requirements
.
●
Rotating parts of diesel engines, test stands and
measuring instruments must have protective devices.
2.5. Technical service. Each element of the
electrobrake stand is subject to mechanical wear, so
constant attention to it ensures continuous operation
[6].
Fig. 3. The reduction scheme of the
"Rapido" brake stand
1)
From the tractor. 2) Permanently installed 3)
Double toothed racks move along the slots 4) Rapido.
(Figure 3). Brake stand reducer scheme
i
1
=
З3
З1
=
46
21
= 2,19
(at 540 rpm for tractors with PTO)
i
2
=
З4
З2
=
39
28
= 1,39
(at 1000 rpm for tractors with PTO)
The optimal operating mode of the two-stage
reduction gear balancing machine is possible at a rotor
speed in the range of 500-1500 rpm.
When testing tractor engines through the power take-
off shaft, it is necessary to increase the speed to the
required speed through a reducer (power take-off
shaft) installed between the tractor and the balancing
machine.
A two-stage reducer (in our case) allows working in
two speed modes with a gear ratio i 1 = 2.19 and i 2 =
1.39 on the stand.
Table 1
Determining the indicators of the useful work coefficient of the reducer No. 1 of the Rapido brake stand by the
method of thesometry. Rapido = 2.19. Traction cycle through the tractor (QKV) = 540 rpm [7].
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VOLUME
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No.
P/P
Weight
mechanism
indicators
kg
Test No. 1
Test No. 2
Test No. 3
average
value of
useful
work
coefficient
Repeatability
Repeatability
Repeatability
Download
increase
Increase
in
download
Increase
in
download
Increase
in
download
Increase
in
download
Increase
in
download
-
-
-
-
-
-
-
-
-
2.5.
State Standard Of Uzbekistan Diesel Fuel
Technical Conditions Own DSt 989:2010
2.5.1. Technical requirements [8]
2.5.2. Diesel fuel must comply with the requirements of
this standard and be prepared according to
technological documents approved in the prescribed
manner.
2.5.3. The fuel must comply with the requirements and
values specified in Table 2 in terms of physical and
chemical parameters.
Table 2
Naming of the indicator
Value for brand
Control method
TD-L
TD Z-1
TD Z-2
TDU
MUT
02 5131
MUT
02 5132
MUT
02 5131
1 Cetane number, not less
45
45
45
45
According to GOST
3122 or [1].
2 Density at 20 °C, kg/m
3
,
not much
860
860
840
860
According to GOST
3900 or GOST ISO
12185 or GOST 31392
or [2] or [3]
3 Fractional composition:
50% drive at temperature,
°C, not higher
280
280
280
290
According to GOST
2177 or [4].
driving at 90 % temperature.
°C, not higher
360
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96% drive at temperature,
°C, not higher
360
350
350
4 Solidification temperature,
°C, not high
Minus 10
Minus
35
Minus 25
0
or
[5].
5 Clouding temperature, °C,
not high
Minus 5
Minus
15
Minus 5
5
According to GOST
5066 (second method)
or [6].
6 Filtering coefficient, not
much
3
3
3
3
According to GOST
19006
7 Amount of water
no
no
no
no
According to GOST
2477 or GOST 31394 or
[7].
8 Amount of mechanical
impurities
no
no
no
no
According to GOST
6370 or [8].
9 Limit temperature of
filtration, °C, not high
Minus 5
Minus
25
Minus 15
According to GOST
22254 or [9] or [26]
10 Specific resin
concentration, mg per 100
cm
3
of fuel, not much
40
30
40
According to GOST
8489 or [10].
11 Number of iodine, g per
100 cm
3
of fuel. not much
6
6
6
6
According to GOST
2070
12 Coking 10% residue, not
more than %
0.2
0.3
0.2
0.3
According to GOST
19932 or [11].
13 Usage, %, not much
0.01
0.01
0.01
0.01
According to GOST
1461 or [12].
14 Mass fraction of sulfur in
fuel, not more than %:
According to GOST
19121 or GOST 1431 or
GOST 1437 or [13] or
[14]
Type I
0.2
0.2
0.2
0.2
Type II
0.5
0.5
0.5
0.5
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15 Mass fraction of
mercaptan sulfur, not more
than %
0.01
0.01
0.01
0.01
According to GOST
17323
determined the amount of exhaust gases from TD-L
diesel under laboratory conditions.
Table 3
Exhaust gas determination table [9].
No
Model
Automobile
Automobil
e namber
Results of measurement of smoke
Before the addition of hydrogen fuel
free acceleration mode
CO
CO
2
CH
NO
X
maximum shaft
speed mode
1
2
3
4
5
6
7
8
1
-
-//-
-
-
-
-
-
No
p/p
Model
Automobile
Automobil
e number
After the addition of hydrogen fuel
free acceleration mode
CO
CO
2
CH
NO
X
maximum shaft
speed mode
1
-
-//-
-
-
-
-
-
RESULTS AND DISCUSSION
3.1. Research Methods Of Data Processing And
Experimental Tests.
In order to sustainably develop agricultural machinery
in the Republic of Uzbekistan and provide producers of
agricultural products with modern high-performance
machinery and technologies for growing agricultural
crops that meet international standards and are
suitable for regional natural-climate and soil conditions
The center for certification and testing of agricultural
techniques and technologies under the Cabinet of
Ministers of the Republic of Uzbekistan is a laboratory
capable of testing various types of techniques [10].
Figure 4 shows an overview of the Rapido load cell and
electric brake stand for PTO testing of tractor engines.
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Figure 4. Working condition
of GPF-5-17n electric brake stand
"Rapido" weight measuring device
when testing tractor pressure.
High-tech environmental, functional and power tests
of all types of tractors and vehicles using software to
manufacture, create and integrate measuring
modules, electronic units, information-measuring
systems, microprocessors and various converters into
the stand equipment system allows to transfer.
5. Laboratory research implementation processes
The main problem of using hydrogen is the availability
of a way to get it in the right amount and store it on
board the tractor. Therefore, although there are
experienced hydrogen filling stations in a number of
countries (more than 10 in the world), clean hydrogen
cars are not widely used at the moment. The method
of using hydrogen fusion somewhat simplifies the
issues of storing the small amount of hydrogen
needed, for example in cylinders, but still requires a
refueling infrastructure. Therefore, it is better to use an
autonomous source of hydrogen, which allows you to
obtain it in its pure form or in a mixture with other
gases. At the same time, modern science has a number
of methods, including methods of obtaining hydrogen
by electrolysis of water and catalytic conversion of
hydrocarbons. The prospects of the catalytic
conversion method have been separately considered
above, but these methods have not been applied in
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practice and require time and financial costs associated
with the organization of scientific research [11].
Figure 7.
A scheme for supplying hydrogen gas
as an additional fuel to a diesel engine.
1- piston, 2- cylinder, 3- connecting rod, 4- diesel
fuel, 5- air, 6- hydrogen gas.
Hydrogen gas was additionally supplied to the diesel
engine under laboratory conditions (Fig. 7).
3.2. Diesel engine test results.
Table 4.
D-243 CHARACTERISTICS
Block material
cast iron
Fuel type
diesel
Number of cylinders
4
The number of valves in the cylinder
2
Piston path, mm
125
Cylinder diameter, mm
110
Compression ratio
16
Engine volume, cubic cm
4750
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Engine power, ok/rev.min
60/2200
Torque, Nm/rev.min
298/1600
Engine weight, kg
430 (D243)
Fuel consumption, ls
8.8
Engine-mounted vehicles
MTZ-80, 82, 892, 952 MTZ MT-
353, MP-403, MGL-363, MMP-
393, MPL-373 TTZ-811 TTZ-812
Belarus-90, 820, 821, 900 EK-12,
EK- 14 EO-3323 VP-05-04
3.3 . Power and fuel economy and economic
performance of the tractor [12]
Experimental tests used the stands, laboratory devices
and equipment of the Center for Certification and
Testing of Agricultural Techniques and Technologies,
Laboratory of Testing Tractor Vehicles and Loaders.
The tests were carried out on the TTZ-812 tractor rear ,
"Rapido" weight head (manufactured in the former
GDR), 160 kW electric brake stand. Experiments were
carried out using an experimental laboratory device of
an (electrolyzer) type hydrogen generator connected
to an electric brake stand, developed by scientific staff
of the Research Institute of Environment and Nature
Conservation Technologies. Methods of obtaining
hydrogen by electrolysis of water are well studied,
there are industrial examples of electrolyzers with
various production efficiencies, including those that
meet the requirements of internal combustion engine.
Their disadvantages are a high level of energy
consumption (about 3 kW of energy is needed to
obtain 1 m 3 , that is, about 0.1 kg of hydrogen) and
relatively large dimensions.
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Figure 8.
General view of an
electrolyzer with a productivity
of 0,3 m
3
/hour
Experimental tests were carried out in order to
determine the main power and fuel-saving and
economic indicators of the TTZ-812 tractor and to use
hydrogen fuel instead of diesel fuel.
3.4. Methodology
Laboratory
experiments
were
conducted
in
compliance with GOST 30747-2001 (ISO 789-1-90).
When braking through the operation of a diesel engine
tractor, it was determined that the useful work
coefficient of the intermediate reducer was taken into
account and the efficiency of the 2 cardan shaft with
four joints was taken into account. The rotation speed
of the brake machine was recorded by the universal
measuring system Testo-400. Engine fuel consumption
was measured on a VNC-type scale. During the tests,
the temperature of fuel and ambient air, as well as
atmospheric pressure and humidity of atmospheric air
were determined. During the tests, the cabin's air
conditioning system was turned off. The tractor does
not have a pneumatic brake system.
The following results were obtained during the
experiments [9-13]:
3.5 . Power and fuel economy indicators of the tractor
Test results of TTZ - 812 tractor (power take-off shaft).
The maximum rotation frequency of the diesel
crankshaft at idle speed, min -1 2293 .
Rotational torque in power take-off shaft at the
rotation frequency of the tail part corresponding to the
nominal rotation frequency of the diesel crankshaft,
N·m 864.62
Torque in power take-off shaft when the diesel engine
is operating in the maximum torque mode, N·m 1025.75
The rotation frequency of the power take-off shaft tail
part when the diesel engine is operating in the
maximum torque mode, min -1 410.5
Atmospheric conditions (average values during the
test):
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- ambient air temperature °C + 9.5
- atmospheric pressure kPa 99.1
- relative humidity of ambient air % 59.9
Maximum coolant temperature °C 80.
Engine oil temperature, °C 80.
Table 5.
The amount of diesel engine exhaust gases and the amount of exhaust gases when hydrogen is
added
Model
Diesel
RPM
When hydrogen is added
RPM
CO
CO2
CH
NO
X
CO
CO2
CH
NO
X
TTZ 812
0.02
1.72
0.00
18.41
1000
0.01
1.62
0.00
18.32
1000
0.03
2.03
0.02
17.80
1400
0.01
2.00
0
17.79
1400
0.02
2.35
0.04
17.68
1600
0.01
0.17
0
17.56
1600
0.01
2.59
0
16.97
2000
0
1.61
0.03
10.71
2000
Average
0.02
2.17
0.015
17.71
1500
0.0075
1.35
0.0075
16,095
1500
The results of exhaust gases in Table 4 were obtained
on the 5-component gas analyzer "Infrakar 5M-2.01".
The results at the bottom of the table show that 100
grams of hydrogen was added per hour to the DTL. The
environmental results are shown in Figure 9, with CO
reduced by 50%. It can be seen that CH decreased by
50%, CO2 decreased by 15%, and Nox decreased by 10%
[14].
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Figure 9.
In diesel and hydrogen gas in addition when working of the engine
ecological indicators
.
3. 5. Analysis of power and fuel efficiency and
economic indicators of the tractor QKV according to
the results of brake tests
In order to determine the main power and fuel
efficiency and economic indicators and evaluate their
compliance with the data of the tractor manufacturing
plant, brake tests of the TTZ-811 tractor with a diesel
engine of the D-243 model were conducted by power
take-off shaft.
The tests of braking the tractor through the rear PTO
were carried out on the electric brake stand with a
power of 160 kW, with a "RAPIDO" stand
(manufactured by the GDR) and a step-up reducer with
a gear ratio of i p =2.19.
The parameters of the tractor with a diesel engine
were determined in braking by means of 2 cardan
shafts (power take-off shaft) with an intermediate
reducer and four articulated joints in accordance with
GOST 30747-2001 (ISO 789-1-90), the rotation
frequency of the brake machine was determined by
electropulse assembly of revolutions 'recorded by the
work counter.
Engine fuel consumption was measured on type scales.
During the tests, the temperature of the fuel and the
ambient air, as well as the atmospheric pressure and
humidity of the ambient air were determined and
taken into account during the pilot test.
The power take-off shaft indicators of the tractor
obtained during the tests were brought to standard
conditions, and the values of the correction
coefficients are used from GOST 18509-88.
The useful work coefficient in transferring the torque
from the engine to the output shaft of the power take-
off was assumed to be equal to 0.92.
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According to the results of brake tests of the tractor
during 39 hours of operation, the maximum power at
2200 min -1 engine crankshaft rotation frequency
(power take-off shaft) is 54.4 kW, with the addition of
hydrogen 57.25 kW (according to factory data - 54 was
not more than kW).
The specific fuel consumption at the maximum power
of the engine
was 253.76 g/kW·h hours on diesel with 269.8 g/kW·h
hydrogen addition (according to test data, from 269.8
g/kW·h does not exceed).
The coefficient of nominal screw torque reserve was
18.63%, which is within the permissible requirements
(15%) [15-16].
CONCLUSION
The maximum power of the TTZ-811 tractor with the D-
243 engine in the power take-off shaft is 5-13% more
than the factory requirements, which can be explained
by the sufficient performance of the tractor.
The specific fuel consumption is reduced by 6% from
the test requirements.
The torque reserve reserve is 20.15% and meets the
requirements of the tractor manufacturer -15%.
Experimentally, the addition of hydrogen in a suitable
volume to a diesel fuel air mixture engine resulted in a
reduction of hydrocarbon emissions of up to 40%, while
the values of NOx and CO emissions were also reduced.
REFERENCES
1.
Verhelst, S., & Wallner, T. (2009). Hydrogen-fueled
internal combustion engines. Progress in Energy
and Combustion Science, 35(6), 490-527.
2.
Szwaja, S., & Grab-Rogalinski, K. (2009). Hydrogen
combustion in a compression ignition engine.
International Journal of Hydrogen Energy, 34(10),
4413-4421.
3.
Bika, AS, Franklin, LM, & Kittelson, DB (2014).
Emissions and performance of a diesel engine
operating on partial hydrogen in natural gas.
International Journal of Hydrogen Energy, 39(12),
6153-6165.
4.
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