You are on page 1of 8

i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y 3 5 ( 2 0 1 0 ) 1 2 5 0 2 e1 2 5 0 9

Available at www.sciencedirect.com

journal homepage: www.elsevier.com/locate/he

Performance and emission characteristics of a turbocharged spark-ignition hydrogen-enriched compressed natural gas engine under wide open throttle operating conditions
Fanhua Ma*, Mingyue Wang, Long Jiang, Jiao Deng, Renzhe Chen, Nashay Naeve, Shuli Zhao
State Key Laboratory of Automotive Safety and Energy, Tsinghua University, Beijing 100084, PR China

article info
Article history: Received 16 July 2010 Received in revised form 13 August 2010 Accepted 13 August 2010 Available online 17 September 2010 Keywords: Wide open throttle Combustion Emission

abstract
This paper investigates the effect of various hydrogen ratios in HCNG (hydrogen-enriched compressed natural gas) fuels on performance and emission characteristics at wide open throttle operating conditions using a turbocharged spark-ignition natural gas engine. The experimental data was taken at hydrogen fractions of 0%, 30% and 55% by volume and was conducted under different excess air ratio (l) at MBT operating conditions. It is found that under various l, the addition of hydrogen can signicantly reduce CO, CH4 emissions and the NOx emission remain at an acceptable level when ignition timing is optimized. Using the same excess air ratio, as more hydrogen is added the power, exhaust temperatures and max cylinder pressure decrease slowly until the mixtures lower heating value remains unchanged with the hydrogen enrichment, then they rise gradually. In addition, the early ame development period and the ame propagation duration are both shorter, and the indicated thermal efciency and maximum heat release rate both increase with more hydrogen addition. 2010 Professor T. Nejat Veziroglu. Published by Elsevier Ltd. All rights reserved.

1.

Introduction

Recently, environmental protection and energy conservation have been increasingly concerned worldwide, more and more attention in the auto industry has been shifted to the use of alternative fuels. Among all these potential fuels, hydrogen is considered to be the most desirable alternative fuel used in vehicle engines [1]. Hydrogen has many advantages, such as it can be obtained from electrolysis of water and the electricity used can be generated by solar energy, which means hydrogen is a kind of real renewable energy, or an ideal energy carrier [2]. However, there are many potential problems in hydrogens production, storage and distribution if hydrogen is used as

energy. At present, hydrogen is limited used as additive to other fuels, and HCNG (hydrogen-enriched compressed natural gas) has been regarded as the most potential energy to take the place of engine oil in a short time [3]. HCNG, also called Hythane (the mixtures of H2 and CNG), is the alternative gas fuel which blends the H2 and CNG (compressed natural gas) at a given ratio. The research and development of HCNG engine can be treated as the transitional technological means to the wide use of hydrogen energy. In addition, HCNG vehicles commercialization can be benecial to the hydrogen energys infrastructure. Some thermal and chemical properties of hydrogen and methane, which is the main component of natural gas, are compared in Table 1 [4]. As can be seen, hydrogen has a wider

* Corresponding author. Tel./fax: 86 10 62785946. E-mail address: mafh@tsinghua.edu.cn (F. Ma). 0360-3199/$ e see front matter 2010 Professor T. Nejat Veziroglu. Published by Elsevier Ltd. All rights reserved. doi:10.1016/j.ijhydene.2010.08.053

i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y 3 5 ( 2 0 1 0 ) 1 2 5 0 2 e1 2 5 0 9

12503

Table 1 e Comparison of hydrogen and methane [4]. Fuel characteristics


Equivalence ratio ignition lower limit in NTP air Mass lower heating value(kJ/kg) Density of gas NTP(kg/m3) Volumetric lower heating value at NTP (kJ/m3) Stoichiometric air-to-fuel ratio Volumetric fraction of fuel in air, l1 Volumetric lower heating value in air l 1 Burning speed in NTP air(cm/s) Flame temperature in air(K)

Table 2 e Engine specications. Item


Engine make Engine type

Hydrogen (H2)
0.1 119,930 0.083764 10,046 34.20 0.290 2913 265e325 2318

Methane (CH4)
0.53 50,000 0.65119 32,573 17.19 0.095 3088 37e45 2148

Value
DONGFENG MOTOR CO., LTD, China in-line 6 cylinders, spark ignition Turbocharged intercooled 10 105 120 6.234 154 kW/2800 rpm 620 Nm/1600 rpm 198 g/kW h

Aspiration method Compression ratio Bore (mm) Stroke (mm) Displacement Volume(L) Rated power/speed Maximum torque/speed Full-load minimum fuel consumption rate

NTP denotes normal temperature (293.15K) and pressure (1 atm).

ammable mixture range, lower ignition energy and much faster burning speed, all of which are helpful to improve engines lean burn capability; and CNG reserves are abundant and result in relatively low emissions compared with traditional gasoline and diesel in combustion engines. HCNG fuel possesses advantages of both H2 and CNG. We can attribute HCNG engine remarkable combustion speed to the hydrogen contribution. Addition of hydrogen increases burning velocity of HCNG [5]. Therefore, it is a potential alternative fuel to vehicle engines. An engines performance during WOT (wide open throttle) conditions directly indicates the engines maximum power performance including the vehicles maximum speed, maximum acceleration and grade ability etc [6]. Hence, there is always much attention paid to the engines WOT parameters. This paper specically deals with the engines performance and emission characteristics in a turbocharged spark-ignition (SI) natural gas engine at WOT operating conditions under various operating conditions including different spark timing, excess air ratio (l), with different fuel: CNG, 30% HCNG, 55% HCNG, percentages of hydrogen are measured on a per volume scale.

2.

Previous work

Over the past several years, there has been extensive research related to hydrogen-enriched fuels, of which some focuses on

the inuence of the hydrogen addition on the engines overall performance. This research includes the engines power, efciency, and combustion, emission performance under various engine speeds, excess air ratios, ignition timings and MAP (Manifold Absolute Pressure) including medium load, low load and even idle conditions. Ma et al. carried out a series of experiments to research the port-injection HCNG engines combustion and emission characteristics under various ignition timings. They found that the combustion duration and ignition delay are both reduced linearly with the addition of hydrogen, and the NOx, CO and THC (total hydro-carbon emissions) emissions all descend with the increase of spark advance angle, and ascend as the MAP increases [7]. Wang et al. investigated the combustion behavior of a direct injection engine operating on various fractions of NGehydrogen blends [8]. The results showed that the brake effective thermal efciency increased with the increase of hydrogen fraction at low and medium engine loads. The rapid combustion duration decreased, the heat release rate and exhaust NOx increased with the increase of hydrogen fraction in the blends. Their study suggested that the optimum hydrogen volumetric fraction in NGehydrogen blends is around 20% to get compromise in both engine performance and emissions. Collier et al. pointed out that the engine application which could achieve the greatest advantage from HCNG was heavyduty engine [9]. They achieved a major reduction in NOx emission in a Daewoo heavy-duty engine fuelled with HCNG containing 30% hydrogen at all power levels while kept CO and THC in the same range of a conventional CNG engine.

Table 3 e Measurement instruments specications. Instruments


Cylinder pressure sensor (Kistler6117B) Charge Amplier (Kistler5011B) Crank angle generator (Kistler2613B) Mass air ow meter (ToCeil20N100114LI) Alicat Mass CNG ow meter Alicat Mass hydrogen ow meter

Range
0e20 Mpa 10e9.99 105 (10V FS) 1w2.0 104 r/min 0w1000 Nm3/h 0.5(S)CCM_1500(S)LPM 0.5(S)CCM_1500(S)LPM

Sensitivity
16.8 pC/bar 0,01e9.99 104 pC/M.U.; 0,01e9.99 104 mV/M.U. 0.1e6 1% 0.4% 0.4%

Linearity
0.6% FSO 0.05% FS e 0.24% e e

12504

i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y 3 5 ( 2 0 1 0 ) 1 2 5 0 2 e1 2 5 0 9

Fig. 1 e Schematic of the fuel supply system.

Minture Lower heating value/ kJ (m )

Through the experiments aimed at optimizing the intake system for HCNG application, they found that the homogeneousness of fueleair mixture was very important to NOx emission. Bauer and Forest reported a test conducted on a single cylinder cooperative fuel research engine operating on mixtures of hydrogen in methane of 0%, 20%, 40% and 60% by volume. [4] Each fuel was tested at the speeds of 700 and 900 rpm, full and part loads, and equivalence ratios from stoichiometric to the partial burn limit. The experiment results showed that hydrogen enrichment reduced the value of spark advance for best torque and decreased power due to a reduction in volumetric lower heating value. Furthermore, their experiment got an unusual result which is rarely found in others researchesdengines thermal efciency drops as hydrogen fraction increases. Marie Bysveen studied the engines emission and performance with different mixtures including: pure CNG, and 29% H2 by volume in CNG. For each mixture, four engine speeds were investigated and the engines performance was tested under full-load conditions. The lean limit for the pure CNG tested in the engine is approximately l 1.8 and the lean limit for the HCNG is even leaner. The efciency for HCNG is greater than that of CNG for the same l, and the difference in break thermal efciency between HCNG and

CNG for the same l increases with increasing excess air ratio [10]. However, very few studies involved various operating conditions including different spark timing, excess air ratio (l ) with CNG to high hydrogen ratio HCNG fuel under WOT operating conditions in a turbocharged spark-ignition natural gas engine. Considering that the WOT performance is very important to actual road conditions, the purpose of this research is to study the engines combustion and emission performance at WOT conditions.

3.

Experimental apparatus and test method

The experiments were carried out on a six-cylinder, single point injection, SI NG engine (see Table 2 for specications).

3.2
3 -1

10

3.0 2.8 2.6 2.4 2.2 2.0 1.8 1.6 1.4 0.0 0.2 0.4 0.6 0.8 1.0

=1 =1.2 =1.4 =1.5 =1.6 =1.8 =2.0 =2.2

Table 4 e Test engine specications. Item


Engine Speed Hydrogen fraction by volume Intake manifold absolute pressure Spark timing Excess air ratio

Value
1200 rpm 0%, 30%, 55% Wide Open Throttle MBT 1.0 to lean burn limit

Enriched hydrogen ration /vol%

Fig. 2 e Mixture lower heating value at various hydrogen enrichments.

i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y 3 5 ( 2 0 1 0 ) 1 2 5 0 2 e1 2 5 0 9

12505

640 620 600 580

n=1200rpm, Wide Open Throttle, MBT spark timing 0% H2 30% H2 55% H2

560 540 520 500 480 460 440 420 400 380 360 0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2

2.4

Excess air ratio

Fig. 3 e Exhaust temperatures versus excess air ratio.

The engine was coupled to an eddy-current dynamometer for the measurement and control of speed and load. The exhaust concentration of HC, NOx, CO, H2 and the airefuel ratio were monitored by HORIBA-MEXA-7100DEGR emission monitoring system and a HORIBA wide-range lambda analyzer, respectively. A high speed YOKOGAWA ScopeCorde was used to record the cylinder pressure from a Kistler 6117B piezoelectric high pressure transducer. Corresponding crankshaft positions were measured by a Kistler 2613B crank angle encoder with a resolution of 1 CA. The record length of pressure data in this study is 250 K (about 347 cycles) which is enough for CCV analysis (Table 3 for measurement instruments specications). An online mixing system was developed in order to blend desired amount of hydrogen with natural gas in a pressure stabilizing tank just before entering the engine. The tank was divided into two chambers with a damping line used to improve the mixture uniformity [11]. Fig. 1 is a schematic of the fuel supply system. The ow rate of CNG and H2 were measured by a Micro Motion ow meter that uses the

principle of Coriolis force for a direct measure of mass ow. An ALICAT ow control valve was used to adjust the ow rate of the hydrogen according to the ow rate of CNG and obtain the target hydrogen fraction. It was validated that the fuel mixing system worked well under all conditions with the absolute error in hydrogen fraction being less than 1.5% in all cases [12]. The experiment was conducted under various WOT operating conditions including different spark timings, excess air ratio (l), in order to evaluate performance and emission characteristics with the various hydrogen volumetric ratios 0%, 30%, 55% HCNG fuels. In order to avoid knocking and to avoid exceeding the limit of maximum cylinder pressure, the experimental strategy was to optimize the spark timing at lean burn conditions. Table 4 shows the engine operating conditions used in this study. In this study the MBT spark timing was determined in a special way: it is assumed that spark timings that make 50% MFB occur at 9 ATDC and these were selected as the MBT spark timings in this experiment. Based on Coopers experimental results [13], when MBT spark timing is achieved, the 50% MFB point generally occurs between 8 and 10 ATDC.

Exhaust temperature / K

4.
4.1.

Results and discussion


Dynamometer data

n=1200rpm, Wide Open Throttle, MBT spark timing


90

0% H2
80 70 60 50 40 30 20 0.8

30% H2 55% H2

1.0

1.2

1.4

1.6

1.8

2.0

2.2

2.4

2.6

Excess air ratio

Fig. 4 e Engines power performance versus excess air ratio.

Fig. 2 shows the mixtures lower heating value under various l with different hydrogen addition ratio fuels. It is obvious that, as more hydrogen-enriched, the mixture lower heating value changes a little. When l < 1.5, the mixture lower heating value decreases just a little bit, When l approaches to 1.5, the mixture lower heating value is almost the same, while l > 1.5 lower heating value raises a bit. In general, it is the l variation that causes the mixture lower heating value to change. As l becomes bigger, lower heating value decreases, therefore, controlling the excess air ratio is main factor of improving combustion [14]. Fig. 3 illustrates the exhaust temperature under various l with different fuel. This is consistent with the conclusion from Fig. 2. When l < 1.5, since the mixture lower heating value decreases a bit with more hydrogen-enriched, the exhaust temperature reduces. While l > 1.5, lower heating value and lean burn limit increases with more hydrogenenriched, combustion performance is better, therefore, hydrogen-enriched lead the exhaust temperature raised. It also can be seen from Fig. 4. Fig. 4 shows engines power performance. Since the engine is a turbocharged engine, as l increases, the exhaust temperature decreases gradually and the turbo becomes less efcient. Similar to the exhaust temperature, when the mixture is rich the engines power decreases with more hydrogen-enriched; while mixture is lean especially when l > 1.7, engines power performance improves with more hydrogen-enriched. Because when l > 1.7, pure CNG reached the lean burn limit and combustion performance decreases, and hydrogen enrichment may solve the problem through expanding the lean burn limit [15].

power output /kw

12506

i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y 3 5 ( 2 0 1 0 ) 1 2 5 0 2 e1 2 5 0 9

Fig. 5 e (a) Max cylinder pressure versus excess air ratio. (b) In-cylinder pressure for CNG. (c) In-cylinder pressure for 30% hydrogen volumetric ratio. (d) In-cylinder pressure for 55% hydrogen volumetric ratio.

4.2. In-cylinder pressure data and combustion parameters


Fig. 5 shows in-cylinder pressure curve under various l with different fuel: pure CNG, 30%HCNG, 55%HCNG. From Fig. 6(a) we can see, as the mixture is leaner, the max in-cylinder pressure is smaller. Fig. 6(bed) shows further the position of the max in-cylinder pressure is later before the l 1.5. On the other hand, when l > 1.5, the max in-cylinder pressure is more near the TDC. Fig. 6 illustrate heat release rate under various l with different fuels. We can safely make a conclusion from the gure: as l raise, the max heat release rate decreases gradually. While under the same l, hydrogen-enriched improves the max heat release rate since more hydrogen-enriched can expand the lean burn limit and improve the combustion performance. In this paper, we dene the early ame development period as the crank angles ( CA) from ignition to 10% cumulative heat release, and ame propagation duration as crank angles ( CA) from 10% to 90% cumulative heat release. Fig. 7(a) implies the early ame development period relation with l. As the mixture becomes leaner, the early ame development period is longer, which means lean mixture goes against with the ame cores

formation and rapid development [16]. Besides, hydrogen enrichment shortens the early ame development period since the combustion speed is faster and in-cylinder temperature increases, which is good for the ame propagation. Fig. 7(b) shows the relation between the ame propagation duration and l. Its variation tendency is similar to the early ame development period. The increment of l leads the ame development period longer. In addition, hydrogen enrichment shortens the ame development period. Quaders research implies that the engines ame development period is almost the same on the lean burn limit conditions with different fuels [17]. From this, at the same l, the fuel of shortest ame development period is best at lean burn. Hydrogen enrichment can expand the mixture fuels lean burn limit and enable the engine work at bigger l, which is good for improving the engine efciency and emission performance. Fig. 8 shows the variation of COVimep versus excess air ratio with three different fuels. It is found that a high hydrogen ratio can signicantly extend the lean burn limit. Quaders research has shown that no matter what type of fuel used, the combustion duration remains nearly the same when the engine reaches its lean limit. This is to say although combustion duration will be prolonged as the engine is

i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y 3 5 ( 2 0 1 0 ) 1 2 5 0 2 e1 2 5 0 9

12507

Fig. 6 e (a) Max heat release rate versus excess air ratio. (b) Heat release rate for CNG. (c) Heat release rate for 30% hydrogen volumetric ratio. (d) Heat release rate for 55% hydrogen volumetric ratio.

gradually leaned out, it has an upper limit which is independent on fuel type and once the combustion duration exceeds this upper limit, the engine will become unstable due to combustion instability. Therefore, a certain type of fuel will have greater lean operation ability if it provides shorter combustion duration at a given l, because it may require leaner fueleair mixtures for the combustion duration to reach the upper limit. Fig. 9 shows that the indicated thermal efciency versus excess air ratio with different fuels: pure CNG, 30%HCNG, 55% HCNG. It is found that the addition of hydrogen can signicantly extend the lean burn limit and yield a higher thermal efciency.

4.3.

Emission data

The main purpose of lean-burn techniques is to lower the NOx emission. From Fig. 10(a), as l increases, rst the NOx emission increase and then decrease, with its peak at around l 1.1. That is because oxygen concentration in air fuel mixture is low when l is small, which leads to the low emission of NOx while burning temperature becomes low when l turns bigger, which also causes the drop of NOx emission. It also can be seen from this gure that when the spark timing is adjusted to MBT, the NOx emission at a 55% hydrogen volumetric ratio is similar to the NOx emissions at lower hydrogen volumetric

ratios. It can be seen that in the range of excess air ratios above 1.8, NOx can be reduced to very low levels and high hydrogen addition does not visible increase NOx emission higher than that of pure natural gas operation. NOx emission can be kept an acceptable level at lean burn conditions and with high hydrogen addition. Furthermore, it can be seen from Fig. 9 that hydrogen addition can improve thermal efciency after spark timing optimization and that as hydrogen addition is increased, the more efciency rise is gained. Based on the these results it can be conclude that hydrogen addition not only keeps an acceptable level of the exhaust NOx but also greatly improves the engines thermal efciency. Fig. 10(b) shows CH4 emission under various l and different hydrogen enrichment. To a certain fuel, as l increases, the emission of CH4 almost goes up all the way except for a little drop in low l area, with a steep rise after the mixture reaches its lean burn limit. The little drop in low l area is due to the increase of oxygen content while the steep rise is because of the unstable combustion after lean burn limit [18]. Notice that the turning point of steep increase of CH4 moves to a larger l with more hydrogen enrichment. Under certain l, the more hydrogen is enriched, the less CH4 is created. Fig. 10(c) shows the CO emission under various l and different hydrogen enrichment. From this gure, CO emission

12508

i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y 3 5 ( 2 0 1 0 ) 1 2 5 0 2 e1 2 5 0 9

Fig. 9 e Indicated thermal efciency versus excess air ratio.

b
combustion which includes some incomplete oxidation that produces CO. It is also obvious that the minimum value of CO emission occurs at a larger l as more hydrogen is enriched. This is because hydrogen enrichment expands the lean burn limit.

5.

Conclusion

Fig. 7 e (a) Spark to 10% MFB burn duration versus excess air ratio. (b) 10%e90% MFB burn duration versus excess air ratio.

decreases at rst and then increase as l increases. This appearance is suitable for fuel of any hydrogen enrichment. The decrease of CO emission is due to the increase of oxygen content in the mixture which is benecial for the reduction of CO. The increase of CO is also because of the unstable

The study presented is an experimental study aimed at investigating the effect of various hydrogen ratios of HCNG fuel on performance and emission characteristics under WOT operating conditions using a turbocharged spark ignited natural gas engine. The experimental data was taken for hydrogen fractions of 0%, 30% and 55% by volume and was conducted under various operating conditions including different spark timings and excess air ratios (l). The following main conclusions were drawn from this study: 1. Using the same fuel mixture, as l increases the engines torque, power, MAP and exhaust temperature gradually decrease. While using the same excess air ratio, as more hydrogen is added, the mixtures lower heating value decreases, resulting in a decrease in power output and a reduction in exhaust temperature, the turbo become less efcient, the MAP appears to similarly decrease. Furthermore, due to hydrogens rapid combustion velocity the angle of maximum power becomes more advanced. 2. The maximum in-cylinder pressure decreases as l increases. When hydrogen is added without holding the mixtures lower heating value constant, the position of max in-cylinder pressure occurs later as l is increased; however when the mixtures lower heating value is held constant, the position moves closer to TDC. 3. Using various fuel mixtures, the maximum heat release rate reduces as l increases. Hydrogen enrichment can also enhance the maximum heat release rate. 4. Using the same fuel mixture, as l increases both the early ame development period and ame propagation duration are extended. While holding l constant, increased

Fig. 8 e COVimep versus excess air ratio.

i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y 3 5 ( 2 0 1 0 ) 1 2 5 0 2 e1 2 5 0 9

12509

Acknowledgments
This study was supported by the National 863 Project for new energy vehicle (2006AA11A1B7). The authors want to acknowledge all the teachers and students in the research group for their help with the experiment and their great advice for the preparation of the manuscript.

references

c
Brake specific CO emission/ g/kW h
12 10 8 6 4 2 0 0.8

n=1200rpm, Wide Open Throttle, MBT spark timing 0% H2 30% H2 55% H2

1.0

1.2

1.4

1.6

1.8

2.0

2.2

2.4

Excess air ratio

Fig. 10 e (a) Brake specic NOx emission versus excess air ratio. (b) Brake specic CH4 emission versus excess air ratio. (c) Brake specic CO emission versus excess air ratio.

hydrogen enrichment results in a shorter early ame development period and ame propagation duration. 5. After optimizing the spark timing to MBT, the engines efciency rose with hydrogen addition. NOx emission for fuel blends with different hydrogen fraction showed little difference at the MBT spark timing, while the hydrogen enrichment can remarkably reduce CH4 and CO emission.

[1] Veziroglu TN, Sahin S. 21st centurys energy: hydrogen energy system. Energy Conversion Manage 2008;49:1820e31. [2] Karim GA. Hydrogen as a spark ignition engine fuel. Int J Hydrogen Energy 2003;28:569e77. [3] Steinberg M, Cheng HC. Modern and prospective technologies for hydrogen production from fossil fuels. Int J Hydrogen Energy 1989;14:797e803. [4] Bauer CG, Forest TW. Effect of hydrogen addition on the performance of methane-fueled vehicles. Part I: effect on S.I. engine performance. Int J Hydrogen Energy 2001;26:55e70. [5] Huang ZH, Zhang Yong, Zeng Ke, Liu Bing, Wang Qian, Jiang Deming. Measurements of laminar burning velocities for natural gasehydrogeneair mixtures. Combust Flame 2006;146:302e11. [6] Heywood JB. Internal combustion engine fundamentals. New York: McGraw-Hill; 1988. [7] Ma FH, Wang Y, Liu HQ, Li Y, Wang JJ, Ding SF. Effects of hydrogen addition on cycle-by-cycle variations in a lean burn natural gas spark-ignition engine. Int J Hydrogen Energy 2008;33:823e31. [8] Wang JH, Huang ZH, Fang Y, Liu B. Combustion behaviors of a direct-injection engine operating on various fractions of natural gasehydrogen blends. Int J Hydrogen Energy 2007;32: 3555e64. [9] Collier K, Mulligan N, Shin D. Emission results from the new development of a dedicated hydrogendenriched natural gas heavy duty engine, SAE paper No. 2005-01-0235. [10] Bysveen M. Engine characteristics of emissions and performance using mixtures of natural gas and hydrogen. Energy 2007;32:482e9. [11] Yin CQ, Cheng P, Gao YH, Xing SH. Study on property of a stable pressure box with damping line for engine experiment. Nat Sci J Jilin Univ Tech 2001;31(1):75e8. [12] Ma FH, Wang Y, Wang JJ, Zhao SL. Development of validation of an on-line hydrogen-natural gas mixing system for internal combustion engine testing, SAE paper no. 2008-01-1580. [13] Cooper J. Comparison between mapping MBT versus 50%mass fraction burn MBT, Ford Motor Co. report; November 1997. [14] Ma FH, Wang Y, Liu HQ. Experimental study on thermal efciency and emission characteristics of a lean burn hydrogen enriched natural gas engine. Int J Hydrogen Energy 2007;32:5067e75. [15] Ma FH, Wang Y, Wang JJ. Effects of excess air ratio on the combustion and emission characteristics of HCNG engines. Tsinghua Univ (Sci Tech) 2008;48(8). [16] Hassaneen AE, Varde KS, Bawady AH. A study of the ame development and rapid burn durations in a leanburn fuel injected natural gas SI engine. SAE paper no 981384; 1998. [17] Quader AA. Lean combustion and the misre limit in spark ignition engines. SAE paper no. 741055; 1974. [18] Collier K, Hoekstra RL. Untreated exhaust emissions of a hydrogen-enriched CNG production engine conversion, SAE paper no 96

You might also like