An experimental investigation and a burning-rate analysis have been performed on a production 1.4 liter compressed natural gas (CNG) engine fueled with methane-hydrogen blends. The engine features a pent-roof combustion chamber, four valves per cylinder, and a centrally located spark plug. The experimental tests have been carried out in order to quantify the cycle-to-cycle and the cylinder-to-cylinder combustion variation. Therefore, the engine has been equipped with four dedicated piezoelectric pressure transducers placed on each cylinder and located by the spark plug. At each test point, in-cylinder pressure, fuel consumption, induced air mass flow rate, pressure, and temperature at different locations on the engine intake and exhaust systems as well as “engine-out” pollutant emissions have been measured. The signals related to engine operation have been acquired by means of a National Instruments PXI-DAQ system and software developed in house. The acquired data have then been processed through a combustion diagnostic tool resulting from the integration of an original multizone thermodynamic model with a computer-aided design (CAD) procedure for the evaluation of the burned-gas front geometry. The diagnostic tool allows the burning velocities to be computed. The tests have been performed over a wide range of engine speeds, loads, and relative air-fuel ratios (up to the lean operation limit (LOL)). For stoichiometric operation, the addition of hydrogen to CNG has produced a brake-specific fuel combustion (bsfc) reduction ranging between 2% and 7% and a brake-specific total unburned hydrocarbons (bsTHCs) decrease up to 40%. These benefits have appeared to be even higher for lean mixtures. Hydrogen has shown to significantly enhance the combustion process, thus leading to a sensibly lower cycle-to-cycle variability. Hydrogen addition has generally resulted in extended operation up to relative air-to-fuel ratio (RAFR) = 1.8. Still, the LOL consistently varies depending on the considered cylinder.

Hydrogen-powered mobility is believed to be crucial in the future, as hydrogen constitutes a promising solution to make up for the non-programmable character of the renewable energy sources. In this context, the hydrogen-fueled internal combustion engine represents one of the suitable technical solutions for the future of sustainable mobility. As a matter of fact, hydrogen engines suffer from limitations in volumetric efficiency due to the very low density of the fuel. Consequently, hydrogen-fueled ICEs can reach sufficient torque and power density only if suitable supercharging solutions are developed. Moreover, gaseous-engine performance can be improved to a great extent if direct injection is applied. In this perspective, a remarkable know-how has been developed in the last two decades on NG engines, which can be successfully exploited in this context. The objective of this paper is twofold. In the first part, a feasibility study has been carried out with reference to a typical 2000cc SI engine by means of 1D simulations. This study was aimed at characterizing the performance on the full load curve with respect to a baseline PFI engine fueled by NG. In this phase, the turbocharging/supercharging device has not been included in the model in order to quantify the attainable benefits in the absence of any limitation coming from the turbocharger. In the second part of this paper, the conversion of a prototype 1400cc direct injection NG engine, running with stoichiometric mixture, to run on a lean hydrogen combustion mode has been investigated via 1D simulations. The matching between engine and turbocharger has been included in the model, and the effects of two different turbomatching choices have been presented and discussed.

The target of net-zero emissions set by the 2015 Paris Agreement has strongly commissioned the energy production sector to promote decarbonization, renewable sources exploitation, and systems efficiency. In this framework, the utilization of hydrogen as a long-term energy carrier has great potential. This paper is concerned with the combustion characterization in a non-premixed gas turbine burner, originally designed for natural gas, when it is fed with NG-H2 blends featuring hydrogen content from 0 to 50% in volume. The final aim is to retrofit a 40 MW gas turbine. Starting from the operational data of the engine, a CFD model of the steady-state combustion process has been developed, with reference to the base load NG conditions, by reducing the fuel mass-flow rate by up to 17% to target the baseline turbine inlet temperature. When the fuel is blended with hydrogen, for a given temperature at turbine inlet, an increase in the peak temperature up to 800 K is obtained, if no countermeasures are taken. Furthermore, the flame results are more intense and closer to the injector in the case of hydrogen blending. The results of this work hint at the necessity of carefully analyzing the possible NOx compensation strategies, as well as the increased thermal stresses on the injector.

The tightening in the international regulations is leading the energy production sector toward the usage of hydrogen, which is a zero-carbon energy carrier. In the field of gas turbine lifetime extension, a nonpremixed approach including hydrogen blending with conventional fuels is the most promising. However, high-temperature spots might occur, thus increasing thermo-mechanical stresses and NOx emissions. Therefore, a reliable evaluation of the impact of hydrogen blends in combustors characterized by nonpremixed flames is necessary. In the present work, a 40 MW heavy-duty multican combustor belonging to EthosEnergy is investigated by means of steady, reactive simulations by using the ANSYS® FLUENT® solver. The combustor geometry is simplified by removing the casing volume, being the flow split among the holes already available. Such simplification allows for paying major attention to the chemical kinetics thanks to the use of the extended reaction mechanism for natural gas developed by National University of Ireland Galway. Simulations include the assessment of the natural gas base load configuration together with hydrogen blends up to 50% in volume, while maintaining unaltered the turbine inlet temperature (TIT). The obtained data provide some retrofitting guidelines in the field of hydrogen usage in nonpremixed combustion and prove for a modified temperature field in the combustor core and close to the basket. A linear increase in NOx emission is also associated with hydrogen addition, thus suggesting the need for NOx abatement technologies (e.g., water injection).

The present paper is the result of a cooperation between Politecnico di Torino and AVL List Gmbh within a recent collaborative research project funded by the EC. The research work was focused on the experimental and numerical characterization of mixture formation, combustion, and emissions in direct-injection NG engines, to draw useful indication for the design of innovative, high-performance engine concepts. As a matter of fact, direct-injection IC engines running on NG are believed to be a competitive transition solution towards a sustainable mobility scenario, given their maturity, technological readiness, and flexibility with respect to the fuel quality. Moreover, gaseous-fuel engines can further decrease their carbon footprint if blending of natural gas with hydrogen is considered. Provided that mixture formation represents a key aspect for the design of direct-injection engines, the activity presented in this paper is focused on the characterization of NG injection and on the mixing process, as well as the impact these latter hold on the combustion process as well as on engine-out emissions. The mixture formation process was analyzed by means of combined CFD and optical investigations. Furthermore, a full version of the engine was tested on a dynamic test rig, providing quantitative information on the engine performance and emission characteristics. The CFD results highlighted the correlation between the mixture homogeneity and the combustion stability and hinted at a relevant impact of the jet characteristics on the air charge tumble and turbulence characteristics.

Gas turbines are expected to play a key role in the energy production scenario in the future, and the introduction of carbon-free fuels is fundamental for the development of a sustainable energy mix. The development of a reliable numerical model is thus fundamental in order to support the design changes required for the burners. This paper presents the results of a numerical investigation on a turbulent, diffusive, combustion test case, with the purpose of identifying the best compromise between accuracy and computational cost, in the perspective of the model application in real, more complex, geometries. Referring to a test case has two main advantages. First, a rather simple geometry can be considered, still retaining a few peculiar flow features, such as recirculation vortices and shear layers, which are typical of real applications. Second, the experimental setup is much more detailed than in the case of real turbines, allowing a thorough model validation to be performed. In this paper, the Standard 2-equations k-ε model and the Speziale-Sarkar-Gatski Reynolds Stress Model are considered. Moreover, both the FGM combustion model and the detailed chemistry model are used, coupled with two chemical reaction mechanisms, and their results are compared. Finally, a standard and an enhanced near-wall approach are employed to solve the transport equations close to the walls. The results show a good agreement in the temperature distribution at the axial positions corresponding to the experimental measurements. Overall, the standard wall function approach for describing the near-wall flow proved to be more effective at increasingly higher distances from the jet centre. Such differences are related to the formulations employed by the two near-wall approaches, which led to changes in the predicted flow field around the fuel jet. Finally, the adoption of a reaction mechanism describing in detail the species concentration is mandatory whenever the reliable prediction of the NOx formation is of primary importance. The conclusion reached in this paper can be helpful for the development of reliable and cost-effective CFD models of turbine combustors.