“Trends in Applied Sciences Research 4 (4): 188-199, 2009 ISSN 1819-3579 © 2009 Academie Journal Ine. ‘Trends of Rotational Speed on Engine Performance for Four Cylinder Direct Injection Hydrogen Fueled Engine ‘MM. Rahman, MK. Mohammed and R.A. Bakar Automotive Excellence Center, Faculty of Mechanical Engineering, Universiti Malaysia Pahang, Tun Abdal Razak Highway, 26300 Gumbang, ‘Kuantan, Pahang, Malaysia ‘Abstract: This study was addressed the elfect of speed on engine perfomance for four cylinder direct injection hydrogen fueled engine. GT-Power was ullized to develop the model for dretinjction engine, This model was employed one dimensional gas dynamics toopresent the How and heat wansfer in the components of engine model Sequential pulse injectors were adapted to the inject hydrogen gas fel within the compression stroke. Air ‘uel ratio was varied fom sich Limit (AFR = 27.454) toa lean limit (AFR = 171.63). The ‘otatcnal speed ofthe engine was varied frm 1000 to 6000 spi. The obtained sesuts sen that the engine speed are greatly influence on the Brake Mean Effective Pressure (BMEP), Bnke Specific Fusl Consumption (BSFC), It can also be sn thatthe decreases of BMEP with increases of engine speed, however, inereases the brake specific fuel consumption. The brake thenmal effcieney inereases nearby the richest condition and then decreases with increases of engine speed. The optimum minimum value of BSFC occurred within range of AFR from 38.144 (b = 0.9) to 49.0428 (b = 0.7) for the selected range of speed. The higher Volumetic efficiency emphasizes thatthe direct injection of hydrogen isa strong candidate solution to salve the problem of the low volumetric efficiencies of hydrogen engine. Maximum brake torque speed for hydrogen engine oceus at ower speed campared vwith gasoline. The present contribution suggests the direct injetion fuel supply system as a strong candidate for solving the power, torque and abnormal combustion problems, Key words Direct injection, hydrogen fuel, engine speed, toque, power, volumetric cffciency INTRODUCTION Hydrogen, as ltematve fel, has unique properties give it signifiant advantage over other types of ft. However the widespread implementation of hydrogen foe vehicular applications stil waiting several obstacles to be solved These obstacles are standing in the production, transpiration, stomge and utilization oF hydrogen. The most important one i the uliization problems (Suwatchotehoung, 2003), Hydrogen fuel delivery system can be broken down info three main types including the ccarbuteted injoction, Port Fuel Iniction (PFI) and Direct Injection (D1) (COD, 2001), tn direct injection, the intake valve is closed when the fuel is injected ino the combustion eylinder during the ‘compression stoke (COD, 2001), Like PF, cect injction has long bezn viewed as one of the most attractive choices for supplying hydrogen fuel to combustion chamber (White er al, 2006, Zhenchong eto, 2002; Verhelst ¢ a, 2006; Mohammadi etal, 2007). This view is based om: its prevention for abnocmal combustion: pr-igntion, backfire and knock and the high volumetiic Uva Maja Pang, Tun Abad Raza ahs, 25800 aba, Kian Patan, [ilps Tek 608:599207 Fae ¥-05.8192244 188Trends Applied Sek Res., 4 (8): 188-199, 2009 cflcieney, (sinoe, hydrogen is injected afler intake valve elsing) The improved volumetric effcieney and the higher heat of combustion of hydrogen compared to gasoline, provides the potential for power density tobe approximately 115% tht ofthe identical engine operated on gasoline (White eta, 2006) However, it is worthy to emphasize that while dret injection salves the problem of pre-jnition in the intake manifold, it docs not necessarily prevent pre-inition within the combustion chamber (cop, 2001), In fact, the difficulties and limitations accompanied with DI are more setious and severe than those of PFI. Direct injection during the compression stoke needs high presure hydrogen and thus cefTetvaly requires liquid hydtogen storage. Metal hydsides can only provide low pressure hydrogen, ‘compressed hydrogen could bs used but this limits the effective tak contents as the tank ean only be ‘emptied down to the fil injection pressure, Compressing gasooushydragen on board would mean an extra compressor ae a substantial energy demand (Vathelst, 2005), Furthermore, «high-pressure, high flow-rate hydrogen injector is required for opsratcn at high engine speeds and to overeome the der pressure for injection late in the compression stoke. The high pressure wes defined by ‘White etal (2006)as greater than 80 bar to ensure sonic injeetion velocitis and high enough mass flow sates for Stat of Injection (SON throughout the compression stroke. The need for rapid mixing ngoesstates the use of eitical flow injoctors and the shoct time duration with late injection requires high mass low rates. The valve leakage atthe valve seat and the loses associated with the injection system are anoher issues (Tsuna ea, 2003; Kim eral, 2006). Another important challenge for Dlis the extremely shor time for hycroger-air mixing, For eatly injection (Le, coincident with Inlet ‘Valve Closure (IVC) maximum available mixing times range fiom apprenimately 20-4 m se across the speed range 1000-5000 gpm, respectively (White eal, 2006) This insufficient time leads to unstable engine operation at low hydroger-air equivalence ratios due to insufficient mixing between hydrogen and sir Rottengruber eal, 2004) The objectives ofthis study are to investigate th effect of engine speed on perfoemunce in terms of brake mean effective pressure, speciie fel consumption, volumettic cflicieney, power and torque of the direct injection engine MATERIALS AND METHODS. ‘This study wos conducted at High Computing Laboratory, Automotive Exeellence Cente, Fecalty of Mechanical Engincering, Universiti Malaysia Pahang, Ketan, The duration of the project is September 2008 to August 2010. HYDROGEN ENGINE MODELING Engine Performance Parameters ‘The Brake Mean Fflective pressure (BMEP) can be defined as the ratio of the brake work per eyele Wi, to the cylinder volume displaced per eyele V, and it can be expressed as in Eq. 1 (Heywood, 1988). % BLY v baer ao Equation 1 canbe rewrite for the four stoke engine as in Eq, 2, mae = 2 @ 189Trends Applied Sek Res., 4 (8): 188-199, 2009 ‘where, Ps the brake power and isthe rotational speed. Brake eficiency (,) ean be defined as the ratio of the brake power P, tothe engine fuel energy asin Eq. 3 i AL) a ‘where, mis the fuel mass low rato and LH isthe lower heating valve of hydrogen. ‘he brake specifi isl consumption (BSFC) represents the fel flow rate myper tnt brake power ‘output and can be expressed asin Eq. 4 (Heywood, 1988), a o src= D ‘The Volumetic efficiency (nv) ofthe engine defines asthe mass of er supplied through the intake valve during the intake period (X,) by comparison witha reference mass, which is that mass required to perfectly ill de sept volume under the prevailing atmospheric conditions and can be expressed asin Eq. 5: 6 ‘whet, pis the inlet air density. ‘The burning rate (X,) of combustion process was modeled using Wiebe funtion, which ean be expressed as Eg 6 ogy 6 -eol-9(53)"] © was, sth can angle is Be sat oeambuson, 4055 hecomboson prod and aan ae adjustable constants, Fuerte thine was mode sng ol which sles ‘emulates the classical Woschni cerrlaton, Based on this correlation, the heat transfer coefficient h, canbe expressed as Eq, 7 265% pT Wet o ‘where, Bis the bore in meters, pis the pressure in kPa, Tis temperature in K and wis the average cylinder gas velocity nm see“! ‘The hydrogen gs ful was injected directly in-side the eylinders using the four sequential pulse fl injectors. The AFR vias imposed forthe injectors The, the injected fuel rate was estimated using the Eq, 8 Ferguson and Kirkpatrick, 2001) 2 eae as c iy Ma AB ®) ‘here, Mason is the injector delivery rate (g see“), the reference density used to calculate volumetric efficiency (kg mr), PAR is the fie ar ratio and Pw isthe injection duration (°C). 10Trends Applied Sek Res., 4 (8): 188-199, 2009 ‘The 4 cylinders wee then connected together through the engine part which translates the foree ‘acting on each piston into the crankshaft (brake) power. In the engine model: engine type was 4-troke ‘ype; the number of eylinders i set to four, the configuration inkine had been chosen and simulation ‘with preseribed crane speed was specified rather than engine load. Furthermore, engin fiction mods ‘was imposed to model fiction in the engine. The Friction Mean Effective Pressure (PMEP) was ‘modeled based on Eq, 9 Pulkrabek, 2003) FAMED =0.4+ (0.005) + (00s Spee) + (009 Speed) ° ‘where, Speed, represents the mean piston speed and Ps the peak eylinder pressure, Engine Model ‘The engine model for an inline 4 eylinder direct injection engine was developed for this study Engine specifications for the base engine are tabulated in Table 1. The speciic values of input parameters including the AFR, engine speed and injection timing were defined in the model. The ‘boundary condition ofthe intake ait was defined frst in the entrance ofthe engine, The air enfers through a bel-moutherfice tothe pipe, The discharge coeflicients ofthe bell-mouth orifice were set {01 to ensate the smooth transition asin the real engin. The pipe of bell-mouth orifice with 0,07 m ‘ofiameter and 0.1 m of length are used inthis model The pipe connects in the intake tothe air cleaner ‘with 0.16 m of diameter and 0.25 m of length was modeled. The ais clean pipe identical to the bell- ‘mouth orifice connects tothe manifold, log syle manifold was developed fom a series of pipes and flow-splts. The intake systom of the present study mode is shown in Pig. 1. The total volume for each flow-split was 256 em. The flow-splits compose from an intake and two discharges. The intake deaws air fom te preceding flowsplit,One discharge supplies arto adjacent intake runner and the ‘her supplies air tothe next flon-split The lst discharge pipe was closed witha cup to prevent any ow through it because there smo more low-split. The flow-splis are connected with each other via pipes with 0.09 m diameter and 0.92 m length. The junctions between the flow-splits andthe intake runners were modeled with bll-mouthosfiees. The discharge coefficients were also se to Ito assure smooth transition, beau in most manifolds the transition from tbe manifold to the runners is very smooth, The intake runners forthe four cylinders wete modeled us four identical pipes with 0.04 m sliamoter and 0.1 m length. Finally, the intake ronmers were linked tothe intake ports which were ‘modeled as pipes with 0.04 m diameter and 0,08 length ‘The air mass flow rate ine intake port was used for hyclrqgen flow rate based on the imposed AFR. ‘The second major part of he engine model isthe powertrain model which is shown in Fig. 2. In the powertrain, the induced air passes through the intake eam-driven type valves with 45.5 ram of o—" = snp Eppes Fig, 3: Exhaust system model rich mixtures (low AFR), BMEP decreases almost linearly, then BMEP falls with # non-linear ‘behavior. Higher linear range cun be recognized for higher speeds. For 4500 spm, the linear range is continuing until AFR of 42.9125 ( = 0.8). The nortinear region becemes more predominant at lower speeds and the linear region cannot be spevitied there. The total dop of EMEP within the studied ange of AFR was 8.08 bar for 4500 rpm compared with 10.91 bar for 2500 rpm. Atlean operating conditions (AFR = 171.65, = 0.2 the engine gives wasimum power (BMEP= 1 635 bar) at lower speed 2800 rpm) compared with the power (BMEP = 0.24 bar) at speed 4500 rpm, Due 10 dissociation at high temperatures following combustion, molecular oxygen is present in the bumed gases unter stoichiometric eonditions, Thus some adiitional fil can be added and partially bummed ‘This increases the temperature and the numberof moles of the bumed gases inthe cylinder. These cellets increases the pressure were given inerease power and mean effective pressure (Ferguson and Kitkptick, 2001), Figure 5 shows the behavior ofthe Brake Specific Fuel Consumption (BSFC) with engine speed. It is clearly seen thatthe higher ful is consumed at higher speed due to the greater ction losses that ‘can oveur at high speed. Ths easy to perceive fiom that thee is an optinnum minimum value of BSFC ‘cocurted within a range of AFR fkon 38.141 (b = 09) to 49.0428 (@ = 0.7) for the selected 14Trends Applied Sei. Res, 4 (8): 188-199, 2009 1s + REM~2500 Se REM 3000 Zee 3s00 e 8 ww ‘Aiea Ratio (APR) Fig. 4: Variation of brak mean effective pressure with engine speed 9007-6 REM =2500 p= nes = 3000 = np = 3500 130175 RpM— 4000 je keM = 3500 Bere @twy ‘Ac Fuei Ratio (AFR) Fig. 5: Variation of brake specific fuel consumption with engine speed sange of speed. At very lean conditions, higher fuel consumption can be nolieed. After AFR of 114.433 0.3) the BSPC rises up rapidly, especially for high speeds. At very lean conditions with, APR of 171.65 (4 =0.2), a BSPC of 125.87 p/kW-h was observed forthe speed of 2500 span; while twas 809 g/KW-h for 4500 ppm. The value BSFC at speed of 2500 rpm was doubled around 2 times at speed of 4000 spmr; however, the same value was doubled around 5 times at spoed of 4500 rpm ‘This is booause of very lan opcration corltfons cat ead to unstable combustion antl mee lost power due toa reduction inthe volumetric heating value ofthe srrhydrogen mixture Figure 6 shows the variation ofthe volumetric effcieney withthe engine speed for different sir equivalence ratio, Leaner mixture gives the higher volumetric efficiency. The maximum volumetiic ficiency was observed 85% at lean conditions with AFR = 171.65 (@ = 0.2) and 2500 rpm whereas volumati eficiency decreases at high speed due t the frictional losses. Inthe frst part of the curve, higher speed lead to higher volumetic efficiency because ofthe high speed gives high vacumm at the intake por and consequent larger at ow rute dat goes inside the cylin 1sTrends Applied Sei. Res, 4 (8): 188-199, 2009 SARC ITLS fe on03} SEAR =15005 equ se Volume ticacy (0) gine speed pa) ot equivalence ratio i i i 0 Bagi spend pm) ig. T: Effect of engine speed against power Figure 7 shows the vasition ofthe power with engine speed, Greater power can be generated by ‘increasing displacement, brake mean effective pressure and engine speed, The engine mass increases wih increases of displacement and also takes up space, both are contrary to automobile design tren For his eason, most modern engines ate smaller but run at higher speeds and often tusboehaaged or supercharge toinerease BMEP. Modem gasoline automobile engines usually have brake power output per displaccrnent of 40 to 80 KW L>" (Palkrabek, 2003), Cleatly, power increases with increases of ‘engine speod at certain Level. The power decrease at higher engine speed after certain level due to the fiction losses and becomes the dominant factor at very high spovd. AFR. has @ strong effect in speciyng the speod that gives maximum power. At AFR of 171.65 ( ~ 0.2), maximum power ‘obtained of 10.7 KW at 2500 rpm tile AFR of 42.912 (b= 08), maximum porer of 94 kW obtained at 4500 gpm and at APR 27.464 (@) ~ 1.2}, maxitnum power of 104.3 kW at 3500 rpm, But, for ‘many gesoline engines, maximum power eccuss at about 6000 to 7000 rpm. In fac this is another desired feature for hydrogen enginss. The reported power at ean mixture is low and unaceeptble 196Trends Applied Sek Res., 4 (8): 188-199, 2009 e AR=17155 Hak cio = 02] 5009S APR= 85105 (bet so =O] Je Arn = 57.216 ea rae = 0.5) JS arm =29195 essa = 08) s1s] 5 AIRC Era mio“ JF AER=27464 (eso: lo 2000 —=ao00 >= Engine ped pm) Fig. 8: Variation of tongue with engine speed Figure 8 shows the influence of variable engine spec on the tgqus, For al he range of studies AFR at Low speed, torque inereases as engine speed increases. As engine speed increases further, torque reaches a maximum and then decreases s show in Fig 8. The pein of maximum torque is called Maximum Brake Torque Speed (MBTS).A major acelin the design of a modern automobiles engine isto atten the torque vs, speed curve and to have high torque at both high and low speed. But, itis important to clarify here, that toque vs. speed curve for hydrogen is atten compared to pasclin=. ‘The BMT forthe present hydzogen engine occurred at 2500 spm and their values are: 178 N-m at equivalence rao of 0.5 and 204 Nm at 2500 spm with stoichiometric operation. DISCUSSION It fas been adequately emphasized that hyerogen fuel possesses some properties which are ‘uniquely different from the corresponding properties of conventional hydrocarbon fuels. This was primarily the reason why initially the research and development work on. It has usually been found that the frst to conditions occur under heavy load conditions. These often cause the engine to stop. ‘The symptoms of unsteady combustion he most pronounced effect in an internal combustion engine. iydrogen hs long since been attempted as fel for the intemal combustion engine In ganeral, itis desirable to have maximum volumetric efcioney for engine. The importance of volumatic efficiency is more eitical for hydrogen engines because ofthe hydrogen fhel displaces lage amount oFincomng air dh tots Lwe density (0.0824 kg mat 25°C and | fen). This reason reduces ‘the volumetric eficienoy to high extent. stoichiometric mixtue of hydrogen and it consists of approximately 30% hyerogen by volume, whereas a stoichiomtio mitre of fly vaporized gasoline and air eorsists of approximately 2% gasoline by volume (White eal, 2006), Therefote, the low vvolumaticeffcieney’for hydrogen engine is expected compared to gasoline engine works with same ‘opstating conitions and physical dimension. However, the higher volumetic ffcienciesean be gained with direct injection of lydregen, which can be shown in Fig. 6. The maximum value of volumettic cfliciency forthe selected range of speed was axonne 85%, At further higher engine speed beyond these values the flow ino the engine during at least part of the intake process becomes choeked, Once this condition occurs futher increases in engine speed decrease the flow rate significantly. Thus, the volumetric efficiency decreases sharply because of the higher speed is accompanied by some 7Trends Applied Sek Res., 4 (8): 188-199, 2009 ‘phenomenon that have negative influence on volumetic efficiency, These phenmenon include the ‘charge heating in the manifold and higher fietion flow losses which inerease as the square of engine speed. "The wide Darnnabiity ange of hydeogen- i mixture makesit possible to adopt internal mixture Fomuation as Well as external mye Fematin techniques for engine system configuration, Ulta lean ‘opsrtion ofa fydrogen engine has been made possible and the system is reported to have markedly rediced the levels of nitrogen oxides Such low levels of ritric oxide emission can't be met with lnydrocarbon fuels because of their narrower flammability limuts and lower lame speeds. The unsteady Ihydrogen-air combustion, as characterizad in internal combustion engines, des not iffer basically in principle from the combastion of hydrocarbon fiels. The resultant effets tht vividly manifest themselves arse mainly from combustion properties suchas fammability range and ae propagation speed. Apart fiom producing negligibly low levels of nite oxide emissions depending upon the ‘operating conditions, all other pollutants which come out of the til pipe of @ hydrocarbon feted ‘engine (such es catbon monoxide, aliphatic and eye hydrocarbons) are intsinsicaly absent in & hydrogen engine. There are reports of traces of H.O, formed which often get disintegrated in the exhaust system by surfice reaction “Most modem gasoline automobiles have masiaum toeque per displacement in the sunge of 80 10 O.N-m L~ with some as high as 140 N-m L~. The maximum torgue obtained of 200 to 400 N-m, usualy at engine speed around 4000 to 6000 rpm (gasoline engines) (Pulkrabek, 2003), Figure 8 shows ‘the torque of direct injection hydrogen-fueled engines with respect to variation in engine speed and air-fuel ratio. Itis thought tobe attnbutable to many factors such as (1) the heterogeneity of air-fuel ‘mixfure may be increased at evry eyele dueto the decrease of the mixing petiod by direct injection into ‘the cylinder in the early period of compression, (2) the heterogeneity of arfuel mixture may be also ‘noreased with decrease of penetration depth because of lightweight of hydrogen and (3) the ‘combustion performance of the hydsogen-air mixture is lowered because ditet injection hydrogen Tucled engines ate configured by modifying only dhe fuel supply syste without changing the shape ‘of the combustion chamber of the gasoline engine, Itis obvious that sped reduction inereases mechanical loses, Ths disadvantage can be solved Dy supercharging. Supetchargng also helps to cool off the eylinders. Hydrogen combustion converts ‘wo diatomic molecules to triatomie molecule (Rakopoulos and Kyritsis, 2001; Rakopopotlos et af, 2008), Therefore, hydrocarbon combustion inereases entropy, hence ireversblity. Since, 90% of lnreversility comes from combustion proces, seeonchlaw eflcieney increases in fvor of hydrogen (Khraman et a, 2007). Whilst experimental data are not availabe to verify these predictions, the authors are presented hereto illustrate some of the insights that this type of simulation tool may provide to future engine systems designers, ‘CONCLUSION ‘The following eonelusions ate dravm: ‘+ At ery Iean contitions with low engine speed, acceptable BMEP can be reached, while itis ‘unacceptable for higher speeds. Lean operation lead to small values of BMEP compared with rich eonltions ‘+ The desired minimum BSFC oceus within a mixture composition ange of ( ~ 0.7 009). The ‘operation with very Jean condition (0.2) and high engine speeds (4500) consumes ‘unaooeptabe amounts of fuel + Higher volumetic efficiency emphasizes that direct injection of hydrogen is strong candidate solution to solve the problem ofthe low volumetie eficieneies oF hydrogen engine 18Trends Applied Sek Res., 4 (8): 188-199, 2009 ‘+ Maximum bake torque speed for hydrogen engine occurs at lower speed compared with gasoline ‘engines, MBT values are aooepted REFERENCES. COD (Collegeof the Desert), 2001. Hydrogen fuel eal engines and related technologies, module 3: Hydrogen se in intel combustion engines. ipl. ere energy gow hydrogenandeeells! ‘ech validation’n2_mamual ml Ferguson, C.R, and AT. Kitkpattick, 2001, Intemational Combustion Engines: Applied ‘thermosclenoes. Ind Edn, Fohn Wiley and Sons, Inc, New York, ISBN-10: 0471356174, Heywood, J.B, 1988, Intemsl Combustion Engine Fundamentals, Ist Edn, McGraw-Hill, New York, ISBN: 0-07-028637- Kahraman, E., S.C, Ozeanli and B. 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