Volume 03 Issue 07-2023
236
International Journal of Advance Scientific Research
(ISSN
–
2750-1396)
VOLUME
03
ISSUE
07
Pages:
236-245
SJIF
I
MPACT
FACTOR
(2021:
5.478
)
(2022:
5.636
)
(2023:
6.741
)
OCLC
–
1368736135
A
BSTRACT
Today, the demand for energy resources is structurally changing, especially in the transition from
hydrocarbon resources to renewable sources, the development of hydrogen energy is becoming an urgent
issue. In this article, the economic indicators of the D-243 engine by adding hydrogen additive as fuel are
determined.
K
EYWORDS
Hydrogen, power, electrolysis, experience, energy, diesel, fuel, brake, rotational speed, crankshaft,
temperature, standard.
I
NTRODUCTION
An analysis of the development trends of the
world fuel market shows a gradual transition to
alternative fuels due to the depletion of
traditional fuel resources and the strengthening
of standards for the content of toxic substances in
the exhaust gases (ChG) of internal combustion
engines (IYoD). Among the alternative fuels,
hydrogen is the most promising for solving the
tasks of reducing waste gases and expanding the
hydrogen raw material base in the future.
The conversion of the internal combustion engine
to the above hydrogen fuel requires complex
research and a large amount of production work
due to the lack of the necessary reference. It is
important to minimize engine design and
Journal
Website:
http://sciencebring.co
m/index.php/ijasr
Copyright:
Original
content from this work
may be used under the
terms of the creative
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4.0 licence.
Research Article
EXPERIMENTAL STUDY OF THE EFFECT OF ADDING
HYDROGEN TO THE DIESEL ENGINE'S ECONOMIC
CHARACTERISTICS
Submission Date:
July 20, 2023,
Accepted Date:
July 25, 2023,
Published Date:
July 30, 2023
Crossref doi:
https://doi.org/10.37547/ijasr-03-07-39
O.G.Ergashev
Research Institute Of Environment And Nature Conservation Technologies, Uzbekistan
Volume 03 Issue 07-2023
237
International Journal of Advance Scientific Research
(ISSN
–
2750-1396)
VOLUME
03
ISSUE
07
Pages:
236-245
SJIF
I
MPACT
FACTOR
(2021:
5.478
)
(2022:
5.636
)
(2023:
6.741
)
OCLC
–
1368736135
technological changes, which require time and
significant investment. At the same time, due to
various reasons (technological, cost, time, etc.) in
the design, limited limitations force in some cases
to make non-optimal decisions that worsen the
results achieved in terms of environmental and
economic indicators of engines. The use of
traditional methods of suppressing toxic
components in hydrogen gas (exhaust gas
recirculation, catalytic converters) significantly
reduces the economic and power characteristics
of the internal combustion engine. Thus, it is
necessary to use non-standard methods to
improve the environmental and economic
characteristics of internal combustion engines
within the established limits.
1. Diesel engine test results.
Table 1.
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 size, cubic cm
4750
Engine power, rpm/rpm
60/2200
Torque, Nm/rev.min
298/1600
Engine weight, kg
430 (D243)
Volume 03 Issue 07-2023
238
International Journal of Advance Scientific Research
(ISSN
–
2750-1396)
VOLUME
03
ISSUE
07
Pages:
236-245
SJIF
I
MPACT
FACTOR
(2021:
5.478
)
(2022:
5.636
)
(2023:
6.741
)
OCLC
–
1368736135
Fuel consumption, l.s.
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 YeK-12, YeK-14
EO-3323 VP-05-04
1. Power and fuel economy indicators of the tractor.
In the experiments, the stands, laboratory devices
and equipment of the Center for Certification and
Testing of Agricultural Techniques and
Technologies (QTTSM), the laboratory for testing
tractor vehicles and loaders were used.
Tests were carried out on a TTZ 812 tractor rear
PTO, "Rapido" weight head (made in the 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 Tashkent State
Transport University. The methods of obtaining
hydrogen by electrolysis of water are well-
studied, there are industrial examples of
electrolyzers with different performance,
including those that meet the requirements of
IYoD. Their disadvantages are a high level of
energy consumption (about 3 kW of energy is
needed to obtain 1 m3, that is, about 0.1 kg of
hydrogen) and relatively large dimensions.
Experiments were carried out in order to
determine the main power and fuel economy
indicators of the TTZ-812 tractor and to use
hydrogen fuel instead of diesel fuel.
The following TSTU scientific staff, doctoral
students and researchers took part in the
experiments:
- Ph.D., Doctor of Technical Philosophy, Ph.D.,
Associate Professor Ismatov J.S. ;
- TSTU basic doctoral student, research worker
Ergashev O.G.
- TSTU independent researcher, Djalilav J.Kh.
By CCTAMT:
- S.A. Kunduzov, Ph.D.
- Hamzaev M.Q., head of the laboratory of
CCTAMT, scientific worker;
- Toychiev E.B., the leading engineer of the
CCTAMT laboratory.
Methodology:
Laboratory experiments were conducted in
compliance with GOST 30747-2001 (ISO 789-1-
90).
It was determined by taking into account the
useful work coefficient of the intermediate
reducer and the efficiency of the four-joint 2
Volume 03 Issue 07-2023
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International Journal of Advance Scientific Research
(ISSN
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VOLUME
03
ISSUE
07
Pages:
236-245
SJIF
I
MPACT
FACTOR
(2021:
5.478
)
(2022:
5.636
)
(2023:
6.741
)
OCLC
–
1368736135
cardan shaft when braking through the operation
of a diesel engine tractor. 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:
2. Power and fuel economy indicators of the
tractor
Table 2.
Test results of TTZ-812 tractor through VOM
Power in VOM, kW
Rotational frequency, min-1
Fuel consumption, kg/h
Comparative fuel
consumption, g/kW·h
Diesel
crankshaft
Tail part of
VOM
Diesel
When
hydrogen is
added
Dizel
Vodorod
qo‘shilgnda
Dizel
Vodorod
qo‘shilgnda
Maximum power at VOM
56,26
59,68
2200
570,78
12,21
11,28
275,9
259,4
Variation of the load on the VOM at the nominal frequency of rotation of the diesel crankshaft
56,87
59,26
2205
572,15
12,04
11,18
280,59
244,78
56,49
59,95
2104
571,69
11,93
11,08
275,69
250,89
56,76
59,18
2022
571,23
11,52
11,02
271,06
259,28
56,26
59,68
1918
570,78
10,95
10,12
275,9
259,4
56,23
59,63
1808
570,32
10,55
10,05
270,38
258,43
Variation of VOM tail rotation frequency at full load
56,44
58,9
1705
546,12
10,22
9,39
267,36
243,89
47,29
49,09
1582
410,5
9,48
9,14
260,36
247,89
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International Journal of Advance Scientific Research
(ISSN
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VOLUME
03
ISSUE
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Pages:
236-245
SJIF
I
MPACT
FACTOR
(2021:
5.478
)
(2022:
5.636
)
(2023:
6.741
)
OCLC
–
1368736135
47,02
49,93
1528
396,35
9,46
9,04
250,98
259,94
Average
54,4
57,25
1896
501.10
98,36/9=10,92 92,4/9=10,26
269,8
253,76
The average difference
has increased by 5%
The average difference is a
6% reduction in fuel
consumption
The average difference
is a 6% reduction in
fuel consumption
The maximum rotation frequency of the diesel
crankshaft at idle, min-1 2293.
Torque in VOM at the tail part rotation frequency
corresponding to the nominal rotation frequency
of the diesel crankshaft, N·m 864.62
Torque in VOM when the diesel engine is
operating in the maximum torque mode, N·m
1025.75
Rotational frequency of the VOM tail section when
the diesel engine is operating in the maximum
torque mode, min-1 410.5
Atmospheric conditions (average values during
the test):
-
ambient air temperature oS + 9.5
-
atmospheric pressure kPa 99.1
-
relative humidity of ambient air % 59.9
Maximum coolant temperature oS 80.
Engine oil temperature, oS 80.
Table 3.
Power and fuel economy indicators of the tractor brought to standard atmospheric conditions
indicators
Meaning of indicators
According to the
factory
To test data
than in diesel
When hydrogen is
added
1
2
3
4
1 tractor performance indicators in VOM:
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Pages:
236-245
SJIF
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MPACT
FACTOR
(2021:
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)
(2022:
5.636
)
(2023:
6.741
)
OCLC
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- maximum power in VOM at the
regulated rotation frequency of the
engine crankshaft (2200 min-1), kW
(h·p)
Not less than 54
54,4
57,25
- the relative fuel consumption at the
nominal rotation frequency is 2200
min-1 g/kW·h
Not more than 255
269,8
253,76
2 Engine performance indicators:
- Maximum engine power kW (h·p)
in the package and in the conditions
of the corresponding operating
power
59
59,43
62,54
- rotation frequency of the engine
crankshaft at maximum power, min-
1
2200
2200
2200
- relative fuel consumption g/kW·h
at maximum power
269
269,8
253,76
Analysis of power and fuel economy indicators
according to the results of tractor PTO brake tests
In order to determine the main power and fuel
economy indicators and to evaluate their
compliance with the factory data, brake tests
were carried out using the VOM of the TTZ 811
tractor with a diesel engine of the D-243 model.
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" weight
head (manufactured by GDR) and a step-up
reducer with a gear ratio of ip=2.19.
The parameters of the tractor with a diesel engine
were determined in accordance with GOST
30747-2001 (ISO 789-1-90) when braking
through the VOM using an intermediate reduction
gear and 2 cardan shafts with four articulated
joints, the frequency of rotation of the brake
machine by electropulse collection of revolutions
recorded by the counter.
Engine fuel consumption was measured on VNTs
type scales. During the tests, the temperature of
fuel and ambient air, as well as atmospheric
pressure and humidity of ambient air were
determined.
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SJIF
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FACTOR
(2021:
5.478
)
(2022:
5.636
)
(2023:
6.741
)
OCLC
–
1368736135
The VOM 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.
Fig. 1. Research of "Rapido" electric brake stand
The coefficient of useful work in transferring the
torque from the engine to the output shaft of the
power take-off device was assumed to be equal to
0.92.
According to the results of brake tests of the
tractor during 39 hours of operation, the
maximum power in VOM is 54.4 kW at a
crankshaft rotation frequency of 2200 min-1,
57.25 kW with the addition of hydrogen
(according to factory data - more than 54 kW was
not 'p').
At maximum power, the specific fuel
consumption was 253.76 g/kW·h with hydrogen
addition of 269.8 g/kW·h in diesel (according to
test data, 269.8 g/kW·h does not exceed).
The coefficient of nominal torque reserve was
18.63%, which is within the permissible
requirements (15%).
C
ONCLUSION
The maximum power of the TTZ 811 tractor with
the D-243 engine at VOM is 5-13% more than the
factory requirements, which can be explained by
the sufficient performance of the tractor.
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Pages:
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SJIF
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(2022:
5.636
)
(2023:
6.741
)
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1368736135
Figure 2. The difference between power (kW) in VOM when hydrogen is added and in diesel.
The analysis of the results showed that, under the adopted conditions, the addition of hydrogen in the
studied operating modes of the engine has practically no significant effect on the FIK of the engine.
3 - picture. Efficient fuel consumption.
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This conclusion. This is clearly confirmed by the
results presented in Figure 3, which shows the
variation of the engine's effective FIKi in different
modes of operation. It should be noted that the
effective FIK of the engine at n = 1600 min-1
varies significantly due to uncertainties in the
measurement of fuel consumption.
The exception is the SY mode, where the amount
of heat supplied to the engine increases
significantly with the addition of hydrogen. (See
Figure 3).
This is due to the fact that with an increase in the
amount of hydrogen, it is not possible to further
reduce the cyclic fuel supply of the engine.
Compared to diesel, the specific fuel consumption
is reduced by 6% from the test requirements.
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Pages:
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SJIF
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