3D Computational Fluid Dynamics Analysis of the Performance and Emissions of an Off-Highway Port Fuel Injection Hydrogen Engine

<div>To fulfil the global aspiration of achieving net-zero emissions, hydrogen as a fuel seems to be one of the promising candidates. High energy density per unit mass and zero carbonaceous emissions are the two salient advantages that hydrogen offers. In the present study, a set of detailed chemistry-based 3D CFD combustion simulation has been carried on a 3-cylinder turbocharged, water-cooled port fuel injection SI Hydrogen engine to understand its optimum air–fuel ratio, compression ratio, spark timing and combustion chamber geometry. The simulations have been conducted at the full load of the rated power and maximum torque engine rpms. During simulation, the <i>λ</i> zone for study is restricted between 2.1 and 2.7. Two different bowl geometries (spherical and cylindrical), with two compression ratio options (12 and 14) are explored in the simulations. While the spherical bowl seems to accommodate flame front better than the cylindrical bowl, the compression ratio of 12 is a safer choice to control the maximum rate of pressure rise (<i>dp</i>/<i>dθ</i>). At full load and rated speed, the indicated thermal efficiency drops by 7.7% as the <i>λ</i> swings from 2.1 to 2.7, whereas the indicated specific NO<sub>x</sub> and <i>dp</i>/<i>dθ</i> drop by 99% and 81%, respectively. Similarly, at full load and maximum torque RPM, the indicated thermal efficiency drops by 6.4% with <i>λ</i> swing from 2.1 to 2.7, whereas the indicated specific NO<sub>x</sub> and <i>dp</i>/<i>dθ</i> drop by 99% and 91%, respectively. Beyond <i>λ</i> = 2.4 NO<sub>x</sub> reaches almost to zero, however, at a compromise of the thermal efficiency. The <i>dp</i>/<i>dθ</i> remains well within the acceptable limit under this scenario. To account this trade-off between the performance and emission parameters, optimum <i>λ</i> zone has been found out to be between 2.3 and 2.5.</div>