In the upcoming decades, fossil fuel as an energy source is not a sustainable solution to future

energy requirements. it has a disadvantage of being a finite source and climate change that has
led to an increase in global temperature and related environmental effects (Brohi, 2014) [1] .

According to the report from IEA (International Energy Agency) called “CO2 Emissions from
fuel combustion 2017 overview”, 26.5% of the CO2 emissions are related to the transportation
(Yilmaz, 2019) [2] .

Transportation world industry is expected to develop of substituting fossil fuels with other
sources, including carbon-free alternatives. The trend to make transportation vehicles
independent of carbon-based fuels has both short and long term explanations. In the short term,
decarbonization of transportation has a great potential to reduce engine pollutant emissions
originate from carbon combustion, including carbon dioxide (CO2) – the most stigmatized
greenhouse gas, carbon monoxide (CO), hydrocarbons (HC) and particulate matter (PM) – one
of the most problematic pollutants when it comes to the impact on health. From the long term
perspective, it is clear that fossil fuel reserves are likely to be depleted and their domination in
world transportation has an end date. Therefore currently much effort is being spent on the
evaluation of other energy carriers with a particular emphasis on their sustainability (Lasocki,
Bednarski, & Sikora, 2019)[3].

One option for phasing out the use of petroleum-derived hydrocarbon fuels is to produce
hydrogen. Hydrogen (H2) fuel can produce renewably from green energy sources by electrolysis
water(Kobayashi, Hayakawa, Somarathne, & Okafor, 2019a) [4]. It can be used as fuel sources
for the internal combustion engine, fuel cells, and reagent chemical synthesis[1].
However, hydrogen has a challenge for economic storage, transportation, and difficult to store.
Hydrogen is primarily stored at very high pressures or very low temperatures and has a low
energy density per unit volume in both methods of storage. Low energy density presents
difficulty in implementing hydrogen as an onboard fuel. Another alternative fuel renewable
energy is ammonia has potential as a non-carbon based fuel. It has a distinct advantage over pure
hydrogen in onboard storage. Ammonia is able to be stored at room temperature and minimal
pressure in liquid form (under 9 bars)[5-11].
One major problem is the lower energy content (low lower heating value) of ammonia than that
of conventional hydrocarbon fuels. ammonia exhibits a lower stoichiometric air-fuel ratio, which
means that more ammonia (18.61 MJ/kg) than hydrocarbon fuel (42.38 MJ/kg) can be burned
with the same amount of air. Other factors like high resistance to autoignition (high octane
rating), high latent heat of vaporization and slow flame speed make it difficult to control the
combustion process in both spark-ignition (SI) and compression ignition (CI) engines. Ammonia
handling may be problematic when it comes to its toxicity. Even at a low concentration level
(150–300 ppm), it is considered to be harmful to human health[4,7-11].

Ammonia is corrosive to some materials like copper, brass, nickel, and rubber. Direct and
indirect injection of ammonia has been attempted in SI and CI engines [12]
. The best results have
been obtained for the combination of ammonia with another fuel, usually gasoline or diesel oil,
to counteract ammonia’s unfavorable combustion properties.[5]

The flammability range for the NH3/air mixture is narrower and the ignition temperature is
higher, indicating that ammonia has low flammability. Ammonia/air flame temperature is lower
and radiation heat transfer from the flame is also lower than that of hydrocarbon flames because
of the lack of CO2 in the products. An additional challenge of NH3/air combustion relates to the
high fuel NOx emission. It is worth noting, however, that NOx is not a final product of ammonia
combustion because the overall reaction of ammonia is 4NH3+3O2→ 2N2+6H2O when
considering the Gibbs free energy of the combustion products[13].

Another study in order to realize such ammonia combustion and perform lean burn gasoline. The
equivalent ratio for gasoline fuels (Φ ≤ 0.5 or λ ≥ 2) in laminar burning velocity below 10
cm/s[13]. Compared to laminar burning velocity on ammonia/ air premixed at 0.1 Mpa and the
equivalent ratio Φ = 1.1, the firing rate was up to about 7 cm/s[3,14]. This Combustion speed is
slow, dilute gasoline is made and the predictability of the combustion ammonia as fuel.

In addition, HCCI (Homogeneous Charge Compression Ignition) engines deliver high efficiency
(Diesel-like), low NOx emissions (few ppm) and are well suited for CHP (combined heat and
power) applications[15]. HCCI combustion can the achieved by premixing the air-fuel mixture
(either in the manifold or by early Direct Injection (DI) – like in an SI engine) and compressing it
until the temperature is high enough for autoignition to occur (like in a CI engine). Autoignition
combustion can be described by the oxidation of the fuel-driven solely by chemical reactions
governed by chain-branching mechanisms. Two temperature regimes exist – one below 850K
(low-temperature oxidation or cool flame combustion) and one around 1050K (high-temperature
oxidation or main combustion) – that can define the autoignition process[16].
Pre-chamber ignitions enable the combustion of homogeneous lean mixtures in an internal
combustion engine with significantly increased thermal efficiency. Other benefits from lean
combustion are reduced wall heat losses, due to lower gas temperatures and reducing pumping
losses under low load conditions [17-20]. The work of Gussak and Yamaguchi shows the most
important design parameters of a pre-chamber ignition system. First, a large volume of the pre-
chamber provides more energy for ignition and charge motion generation in the combustion
chamber but requires more fuel and increases wall heat losses. Second, The geometry of the
transition channels and the wall temperature of the prechamber influence the chemical reactivity
and temperature of the escaping gas jets and thus the ignition process in the combustion chamber
[21].
The laboratory has a three-year plan to develop an engine that can be started with single
ammonia fuel. In the first year, a lean-burn gasoline engine experiment is conducted to obtain
knowledge on ammonia combustion. In the second year, it starts with gasoline, warms up, and
performs steady operation with ammonia. Start the engine with ammonia fuel only in the third
year. This year, the first year of the project aims to obtain knowledge applicable to the
development of an engine using ammonia with a slow-burning rate from experiments in which
the glow plug voltage and ignition timing are changed using a lean-burn gasoline engine.[12]
The parameter used in this study is COV < 7% or pressure rise rate < 1 Mpa/deg, MBT
(Maximum Brake Torque) and thermal efficiency. COV < 7% or pressure rise rate < 1 Mpa/deg
was obtained because to ensure that to obtain the lean-burn gasoline combustion engine is stable.
The MBT is to find the optimum performance engine during lean combustion. Thermal
efficiency is calculated based on fuel volumetric efficiency, fuel injection amount, excess air
ratio, conditions based on RPM rotation engine, and the engine size. Because the chemical
energy for a lean-burn combustion engine is converted heat engine to mechanical work.
Reference:
(Kobayashi, Hayakawa, Somarathne, & Okafor, 2019b).

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Reference:

1. Chalmers

2. emir CO percentage

3. Simulation of ammonia combustion in dual-fuel compression-ignition engine

J Lasocki1,*, M Bednarski1 and M Sikora1

(3) Science and technology of ammonia combustion

Hideaki Kobayashi ∗, Akihiro Hayakawa, K.D.KunkumaA. Somarathne, Ekenechukwu C. Okafor

(rumus kimia ammonia)

4. fuel limit

5. Iowa university

(5) Warsaw University of Technology, Faculty of Automotive and Construction

Machinery Engineering, Department of Combustion Engines, Narbutta 84, 02-524

Warsaw, Poland

(5) Use of Ammonia as a Fuel for SI engine. C. Duynslaegher∗1, H. Jeanmart2, J. Vandooren1

(5) HCCI Engine Powered By Hydrogen And Ammonia Coming From Power-To-Fuel Storage Systems

6. a gasoline pre chamber

7. SIP for speed burning gasoline engine 2015

8. 2016 カーボンフリーアンモニア燃焼

9. 2017 Multifuel CHP HCCI Engine towards Flexible Power-to-fuel Numerical Study of Operating Range

10.Alexandros G. Charalambides
11. Pre-chamber Ignition System for Homogeneous Lean Combustion Processes with Active Fuelling by
Volatile Fuel Components Moritz Schumacher, Tim Russwurm, Michael Wensing

(11)12. A Gasoline Fuelled Pre-Chamber Ignition System for Homogeneous Lean Combustion Processes

13. Lunds University

(12) 13. 副室式予混合圧縮着火燃焼機関の研究＊ （基本的な燃焼特性）(penting pembelajaran

pertama dalam experiment dilakukan) for peter stanley soen read journal