DOCSLIB.ORG

Improving Performance of Compressed Natural Gas Fueled Passenger Car Engine by Addition of Hydrogen

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Improving Performance of Compressed Natural Gas Fueled Passenger Car Engine by Addition of Hydrogen Journal of Scientific & Industrial Research Vol. 77, January 2018, pp. 61-65 Improving Performance of Compressed Natural Gas Fueled Passenger Car Engine by Addition of Hydrogen A K Sehgal1*, M Saxena2, S Pandey3 and R K Malhotra4 *1Indian Oil Corporation Ltd, Faridabad, India 2Univeristy of Technology and Management, Shillong, India 3University of Petroleum and Energy Studies, Dehradun, India 4Petroleum Federation of India, New Delhi, India Received 06 October 2016; revised 05 June 2017; accepted 07 October 2017 Hydrogen is a clean fuel that can be used as sole fuel or blends with compressed natural gas (CNG) in the spark ignition engines. Blending of hydrogen in CNG improves the burning velocity and calorific value of CNG. Engine tests were carried out using CNG and optimized fuel blend of 18%HCNG for comparing the engine performance and emissions behavior. Marginal improvement in engine performance (up to 2%) and significant reduction in emissions with18%HCNG compared to neat CNG. The brake specific fuel consumption was 5% lesser compared to CNG. Replacement of methane by hydrogen in the 18%HCNG blend reduced the HC emissions by ~20% and NOx emissions was increased by ~ 10-20% compared to CNG. 18% HCNG decreased the methane emissions up to 25% compared to CNG. The investigation showed that 18% HCNG has given better performance and emissions compared to CNG. Keywords: Hydrogen, Compressed Natural Gas, Emissions, Methane Emissions Introduction produce any major pollutants such as CO, HC, SOx, Natural gas is a naturally occurring form of fossil smoke and other toxic metals except NOx. Hydrogen energy. Utilization of natural gas as fuel for internal can be produced from renewable sources such as combustion engines was almost restricted to biomass and water as well as from non-renewable stationary applications prior to World War II. sources. Hydrogen is a suitable gaseous fuel for SI Compressed natural gas is successfully utilized in and CI engines4-8. The higher self ignition temperature many parts of the world such as Argentina, Russia, of hydrogen (858 K) allows the use of higher Italy and India for transport vehicles such as taxis and compression ratios. Hydrogen can be ignited at low buses Natural gas is primarily composed of methane ignition energy (0.02mJ) compared to methane but has other hydrocarbon components in small (0.28mJ) at stoichiometric conditions. Hydrogen gas amount as well such as propane, butane and pentane, can be inducted into the engine through carburetion, and also to some extent inert components such as port injection and direct injection9-11. Addition of nitrogen and carbon dioxide. It has high hydrogen to small amount of hydrogen to natural gas (5 to 30% by carbon (H/C) ratio and high research octane number volume) improves the properties of the natural gas (RON). Due to the slow flame speed and the poor such as higher flame speed and wider flammability lean-burn capability of compressed natural gas, the limit12-13. Some studies investigated the effect of spark ignited engine running on CNG has various hydrogen ratios in HCNG (hydrogen enriched disadvantages such as large cycle-by-cycle variations compressed natural gas) fuels on combustion and and poor lean-burn capability1-3. Hydrogen is a emission characteristics of a turbocharged spark promising alternative fuel which has been receiving ignition natural gas engine at idling conditions. more and more attention all over the world in recent HCNG blends significantly reduced CH4 & CO years. Hydrogen is the least polluting fuel that can be emissions but increased NOx emissions14-16. From the used in engines. Hydrogen combustion does not literature review, it is clear that a number of research works have published using HCNG blends as fuel for —————— *Author for Correspondence dedicated natural gas engines. Limited number of E-mail: [email protected] research publications is available on the use of HCNG 62 J SCI IND RES VOL 77 JANUARY 2018 blends in a passenger car bifuel engine. We have schematic of the experimental setup is shown in conducted studies using different blends of hydrogen Figure 1. AVL Puma Open 5.0 test bed automation – compressed natural gas (up to 25% H2 in CNG) to system controls the dynamometer, fluid controlling analyse the fuel composition effects on the engine systems and emission measuring equipment is performance and emissions at our IOC R&D Centre. interfaced with the engine test bed. The test cycles are The objective of the present study is to investigate the programmed in the Puma for the automatic operation performance and exhaust emissions of the engine of test run. A combustion air system is located in the fueled with CNG and 18%CNG and operating at full plant room adjacent to the test cell and consists of throttle conditions for different speed conditions. an AVL ACS1200 unit and an air dryer to control the humidity of the incoming air. The controlled Experimental setup temperature air enters the engine intake system The engine transient dynamometer test bench is through the ABB make air mass measuring installed in a climate controlled test cell which is equipment. The system is equipped with a coolant capable of maintaining the test cell temperature and oil temperature control systems which are ranges between -5 to +45 °C. The test bench consists capable of maintaining the coolant temperature of of a 4 cylinder, MPFI gasoline engine, 120 kW 70 to 120°C and oil temperature of 70 to 140 °C. asynchronous dynamometer and fluid conditioning A gas mass flow meter is used to measure the mass of systems, and gas emission measuring equipment. The gaseous fuel entering the engine. Horiba 7100 test engine specification is given in Table 1 and the DEGR is an integrated gas analyzer that combines Table 1 — Engine Specification various emission detectors together by using the same sample point and is used for gaseous Engine Type Gasoline / CNG Engine emission measurement. A thermally insulated Fuel system Multi point fuel injection sample probe is installed ahead of the after treatment Engine size 1196 cc devices to avoid condensation of particulates during No. of cylinders × valves / 4 × 4 measurement. cylinder Test fuel Compression ratio 9.9 Gas chromatography is used to analyse the Maximum torque 101 Nm @3000 rpm composition of test fuels. The compositions of test Maximum power 54 kW @ 6000 rpm fuels of CNG and 18% HCNG are given in Table 2. Fig. 1 — Schematic of the experimental setup MALHOTRA et al.: IMPROVING PERFORMANCE OF CNG FUELED PASSENGER CAR 63 Test methodology 60 second measurement data is used for the analysis Engine tests were carried out at full throttle (Table 3). opening condition using CNG and 18%HCNG HCNG on the gasoline engine at 25 °C ambient conditions in Results and Discussions the weather controlled test cell. The engine test bed Engine performance control parameters for the test are given in Table 3. Figure 2 shows the plot of the power, torque and Throttle position is maintained at 100% opening brake specific fuel consumption of the engine at (WOT) and speed increased from 1000 to 6500 rpm at different speeds at full throttle conditions. It is a regular interval of 1000 rpm. The engine observed that the measured power for 18%HCNG are performance parameters such as power, torque & fuel up to 2.0% higher compared to CNG over the entire consumption, and emission parameters such as CO, speed range. Higher flame speed of hydrogen compared to CNG improved the combustion THC, NOx & CH4 were measured. The average of characteristics of CNG and thereby improved the Table 2 — Composition of HCNG blends power. The BSFC of the engine decreased till 3000 S.No Type of compounds CNG 18% HCNG rpm and further it increased. The similar trend was observed for the both test fuel. The BSFC of the engine 1 Hydrogen 0.2 17.8 for the 18%HCNG blend is lower than neat CNG for 2 Methane 90.1 73.4 the all speed conditions. The 18% HCNG blend 3 CO2 2.9 3.2 decreased the BSFC 5.0% in comparison with CNG. 4 Nitrogen 2.2 1.3 This is due to higher calorific value of the blends and 5 Oxygen 0.1 0.1 improved combustion efficiency. The combustion 6 Ethane 3.2 3.1 efficiency is directly dependent on the C/H ratio; more 7 Propane 1.0 0.9 hydrogen per carbon lowered the oxidation state of the 8 i-Butane 0.1 0.1 fuel thus releasing more energy during combustion resulting in comparatively higher temperatures. 9 n-Butane 0.2 0.1 Engine exhaust emissions Table 3 — Test conditions Figure 2 depicts engine exhaust emissions of the Engine parameters Value engine for the various speed conditions at full throttle Test cell temperature 25±1 °C conditions. Reduction in HC emissions with increase Intake air temperature 25±1 °C in speed was observed for the all test fuels. Coolant temperature 90±1 °C The quenching gap of hydrogen is 0.064 mm whereas Oil temperature 95±1 °C 0.25 mm for methane which enables more complete Relative Humidity 50±1 % combustion of fuel air mixture adjacent to cylinder Fig. 2 — Engine performance 64 J SCI IND RES VOL 77 JANUARY 2018 Fig. 3 — Engine exhaust emissions walls and crevice volumes thus further reducing HC 10 -20% increase in NOx emissions with 18% emission. Moreover, the addition of hydrogen in CNG HCNG compared to CNG increased the laminar flame speed and that decreased 18% HCNG decreased the methane emissions up the amount of unburned hydrocarbons in the exhaust. to 25% compared to CNG All these factors reduced the CO and HC emission The 18% HCNG blend has shown better with 18% HCNG blends compared to that of CNG.
Load more

Recommended publications
  • Hydrogen-Enriched Compressed Natural Gas (HCNG)
    Year 2005 UCD—ITS—RR—05—29 Hydrogen Bus Technology Validation Program Andy Burke Zach McCaffrey Marshall Miller Institute of Transportation Studies, UC Davis Kirk Collier Neal Mulligan Collier Technologies, Inc. Institute of Transportation Studies ◊ University of California, Davis One Shields Avenue ◊ Davis, California 95616 PHONE: (530) 752-6548 ◊ FAX: (530) 752-6572 WEB: http://its.ucdavis.edu/ Hydrogen Bus Technology Validation Program Andy Burke, Zach McCaffrey, Marshall Miller Institute of Transportation Studies, UC Davis Kirk Collier, Neal Mulligan Collier Technologies, Inc. Technology Provider: Collier Technologies, Inc. Grant number: ICAT 01-7 Grantee: University of California, Davis Date: May 12, 2005 Conducted under a grant by the California Air Resources Board of the California Environmental Protection Agency The statements and conclusions in this Report are those of the grantee and not necessarily those of the California Air Resources Board. The mention of commercial products, their source, or their use in connection with material reported herein is not to be construed as actual or implied endorsement of such products 2 Acknowledgments Work on this program was funded by the Federal Transit Administration, the California Air Resources Board, and the Yolo-Solano Air Quality Management District. This Report was submitted under Innovative Clean Air Technologies grant number 01-7 from the California Air Resources Board. 3 Table of Contents Abstract………………………………………………………………………………...................6 Executive Summary…………………………………………………………………...................7
    [Show full text]
  • Hydrogen Enriched Compressed Natural Gas (Hcng) – a Futuristic Fuel for Internal Combustion Engines
    HYDROGEN ENRICHED COMPRESSED NATURAL GAS (HCNG) – A FUTURISTIC FUEL FOR INTERNAL COMBUSTION ENGINES by Kasianantham NANTHAGOPAL a*, Rayapati SUBBARAO b, Thangavelu ELANGO a, Ponnusamy BASKAR a and Kandasamy ANNAMALAI c a Automotive Research Centre, SMBS,VIT University, Vellore-14, Tamilnadu, India, e-mail: [email protected] b Department of Mechanical Engineering , Indian Institute of Technology Madras, Chennai-25, India. c Department of Automobile Engineering , MIT Campus, Anna University, Chennai-25, India Air pollution is fast becoming a serious global problem with increasing population and its subsequent demands. This has resulted in increased usage of hydrogen as fuel for internal combustion engines. Hydrogen resources are vast and it is considered as one of the most promising fuel for automotive sector. As the required hydrogen infrastructure and refueling stations are not meeting the demand, widespread introduction of hydrogen vehicles is not possible in the near future. One of the solutions for this hurdle is to blend hydrogen with methane. Such types of blends take benefit of the unique combustion properties of hydrogen and at the same time reduce the demand for pure hydrogen. Enriching natural gas with hydrogen could be a potential alternative to common hydrocarbon fuels for internal combustion engine applications. Many researchers are working on this for the last few years and work is now focused on how to use this kind of fuel to its maximum extent. This technical note is an assessment of HCNG usage in case of internal combustion engines. Several examples and their salient features have been discussed. Finally, overall effects of hydrogen addition on an engine fueled with HCNG under various conditions are illustrated.
    [Show full text]
  • Hydrogen Energy Storage: Grid and Transportation Services Workshop
    02 Hydrogen Energy Storage: Grid and Transportation Services February 2015 NREL is a national laboratory of the U.S. Department of Energy, Office of Energy EfficiencyWorkshop Structure and Renewable / 1 Energy, operated by the Alliance for Sustainable Energy, LLC. Hydrogen Energy Storage: Grid and Transportation Services February 2015 Hydrogen Energy Storage: Grid and Transportation Services Proceedings of an Expert Workshop Convened by the U.S. Department of Energy and Industry Canada, Hosted by the National Renewable Energy Laboratory and the California Air Resources Board Sacramento, California, May 14 –15, 2014 M. Melaina and J. Eichman National Renewable Energy Laboratory Prepared under Task No. HT12.2S10 Technical Report NREL/TP-5400-62518 February 2015 NREL is a national laboratory of the U.S. Department of Energy, Office of Energy Efficiency and Renewable Energy, operated by the Alliance for Sustainable Energy, LLC. This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications National Renewable Energy Laboratory 15013 Denver West Parkway Golden, CO 80401 303-275-3000 www.nrel.gov NOTICE This report was prepared as an account of work sponsored by an agency of the United States government. Neither the United States government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States government or any agency thereof.
    [Show full text]
  • Review on Opportunities and Difficulties with HCNG As a Future Fuel for Internal Combustion Engine
    Advances in Aerospace Science and Applications. ISSN 2277-3223 Volume 4, Number 1 (2014), pp. 79-84 © Research India Publications http://www.ripublication.com/aasa.htm Review on Opportunities and Difficulties with HCNG as a Future Fuel for Internal Combustion Engine Priyanka Goyal1 and S.K. Sharma2 1Amity Institute of Aerospace Engineering, Amity University, Noida. 2Amity School of Engineering & Technology, Amity University, Noida. Abstract Air pollution is fast becoming a serious global problem with increasing population and its subsequent demands. This has resulted in increased usage of hydrogen as fuel for internal combustion engines. Hydrogen blended with natural gas (HCNG) is a viable alternative to pure fossil fuels because of the effective reduction in total pollutant emissions and the increased engine efficiency. This research note is an assessment of hydrogen enriched compressed natural gas usage in case of internal combustion engines. Several examples and their salient features have been discussed. Finally, overall effects of hydrogen addition on an engine fueled with hydrogen enriched com-pressed natural gas under various conditions are illustrated. In addition, the difficulties to deploy HCNG are clearly described. Keywords: CNG; HCNG; Hydrogen; Emissions. 1. Introduction In today’s modern world, where new technologies are being introduced, use of transportation energy is increasing rapidly. Fossil fuel, particularly petroleum fuel, isthe major contributor to energy production. Fossil fuel consumption is continuously rising as aresult of population growth in addition to improvements in the standard of living. Increased energy demand requires increased fuel production, thus draining current fossil fuel reserve levels at a faster rate. This has resulted in fluctuating oil prices and supply disruptions.
    [Show full text]
  • Analysis of Fuel Consumption of HCNG Bus for US and European Test Codes
    International Journal of Applied Engineering Research ISSN 0973-4562 Volume 12, Number 19 (2017) pp. 8232-8237 © Research India Publications. http://www.ripublication.com Analysis of Fuel Consumption of HCNG Bus for US and European Test Codes Jeongok Han1, Jungmin Chae2, Tongwon Lee3 and Kwangho Ko4* 1,2 Department of New Energy Technology, Research Institute of KOGAS, Suinro, Ansansi, Gyeonggi-do, Korea. 3,4 Department of Automotive engineering, AJOU Motor College, Boryeongsi, Chungnam, Korea. 4*corresponding author’s 1Orcid: 0000-0002-4261-6730, 2Orcid: 0000-0002-7142-7218, 3Orcid: 0000-0001-5075-9603 4Orcid: 0000-0001-9290-5269 & 4SCOPUS ID 55415346100) Abstract The US test code adopts carbon balance method also and fuel density at 20’C, one of the important coefficients in calculating This study examines the US and European test codes for fuel procedure should be specified. In EU, UNECE Regulation No. consumption calculation of natural gas fueled vehicles, and 101-Revision 3 presents the fuel economy test procedure for analyzes the suitability for the HCNG(Hydrogen added the natural gas fueled vehicles and the standard test fuel density Compressed Natural Gas) fueled vehicles. The fuel is fixed as 0.654kg/m3 which is the value at 15’C[4]. It uses consumption calculation formula is derived by the balancing average fuel density value in the calculation procedure and the relation of the carbon weight of the fuel with vehicle exhaust test code specifies different calculating coefficients for various gas. US code do not limit the composition of test gas fuel, but gas fuels like HCNG(Hydrogen added Compressed Natural European code specifies reference test fuel (G20, G23).
    [Show full text]
  • 1108-HCNG Technology
    ARIELI ASSOCIATES MANAGEMENT, ENGINEERING AND OPERATIONS CONSULTING Report No. 1108 MIXED HYDROGEN/NATURAL GAS (HCNG) TECHNOLOGY- VISIT AT COLLIER TECHNOLOIES -2- 1. INTRODUCTION As a California transit bus operator with more than 200 buses in its fleet, LACMTA is subject to very stringent emission standards- see Figure 1. Summary of Transit Bus Regulation Adopted Urban Transit Bus Fleet Rule Requirements and Emission Standards -2- DIESEL PATH ALTERNATIVE-FUEL PATH Model NOx (g/bhp-hr) PM (g/bhp-hr) NOx (g/bhp-hr) PM (g/bhp-hr) INTRODUCTIONYear 2000 4.0 0.05 2.5 optional 0.05 10/2002 2.5 NOx+NMHC 0.01 1.8 0.03 NOx+NMHC optional 10/2002 4.8 NOx fleet 4.8 NOx fleet average average 2003-09 Accelerated PM PM Retrofit Retrofit Requirements Requirements <=15 PPM sulfur diesel fuel 7/2003 3 bus demo of ZEB’s for large fleets (>200) 2004 0.5 0.01 2007 0.2 0.01 0.2 0.01 2008 15% of new purchases are ZEB’s for large fleets (>200) 2010 15% of new purchases are ZEB’s for large fleets (>200) FIGURE 1- SUMMARY OF THE CARB ADOPTED RULES The technological avenues to meet the above standards are: (i) modified propulsion with or without energy storage devices ; (ii) modified fuels; and, (iii) modified drivetrains. Figure 2 shows the current options available for evaluation. -3- FIGURE 2- TECHNOLOGY EVALUATION MATRIX The fuel modified path is by far the most appealing one for, both, the operator of buses and for the manufacturer of buses. This path requires modifications to the Internal Combustion Engine (ICE) and the CNG fuelling stations but is largely transparent to the manufacturer and the user.
    [Show full text]
  • Complementing Syngas with Natural Gas in Spark Ignition Engines for Power Production: Effects on Emissions and Combustion
    energies Article Complementing Syngas with Natural Gas in Spark Ignition Engines for Power Production: Effects on Emissions and Combustion Carlo Caligiuri 1,2,* , Urban Žvar Baškoviˇc 3, Massimiliano Renzi 1 , Tine Seljak 3, Samuel Rodman Oprešnik 3, Marco Baratieri 1 and Tomaž Katrašnik 3 1 Faculty of Science and Technology, Free University of Bozen/Bolzano, 39100 Bolzano, Italy; [email protected] (M.R.); [email protected] (M.B.) 2 Institute for Applied Physics “Nello Carrara” (IFAC), Consiglio Nazionale delle Ricerche (CNR), Sesto Fiorentino, 50019 Firenze, Italy 3 Laboratory for Internal Combustion Engines and Electromobility, Faculty of Mechanical Engineering, University of Ljubljana, Aškerˇceva6, SI-1000 Ljubljana, Slovenia; [email protected] (U.Ž.B.); [email protected] (T.S.); [email protected] (S.R.O.); [email protected] (T.K.) * Correspondence: [email protected] Abstract: Power generation units based on the bio-syngas system face two main challenges due to (i) the possible temporary shortage of primary sources and (ii) the engine power derating associated with the use of low-energy density fuels in combustion engines. In both cases, an external input fuel is provided. Hence, complementing syngas with traditional fuels, like natural gas, becomes a necessity. In this work, an experimental methodology is proposed, aiming at the quantification of the Citation: Caligiuri, C.; Žvar impact of the use of both natural gas and syngas in spark ignition (SI) engines on performance and Baškoviˇc,U.; Renzi, M.; Seljak, T.; emissions. The main research questions focus on investigating brake thermal efficiency (BTE), power Oprešnik, S.R.; Baratieri, M.; derating, and pollutant emission (NOx, CO, THC, CO ) formation, offering quantitative findings that Katrašnik, T.
    [Show full text]
  • Natural Gas As a Pathway to De-Carbonizing Transportation Fuels *
    NATURAL GAS AS A PATHWAY TO DE-CARBONIZING TRANSPORTATION FUELS * (*Excerpted and submitted the author to the Department of Energy as part of comments of the American Gas Association to the Quadrennial Energy Review, from the journal Regulation, article entitled Natural Gas Vehicles, K. Clay, 2013). Natural gas vehicles offer greenhouse gas reductions of twenty to thirty percent at the tailpipe compared to gasoline and diesel vehicles. However, policymakers in California have committed the state to a reduction in greenhouse gas emissions of eighty percent by 2050 compared to 1990 levels. This is often cited as a reason to pursue vehicle electrification for the California market. The explanation for this perspective is that since these vehicles offer a pathway to zero-emissions on a full life cycle basis, assuming that the electricity they consume is generated using renewable sources. Natural gas vehicles can also help provide a transition to a zero-carbon transportation system. The abundance of domestic reserves of natural gas assures that it can reliably supply transportation energy for decades to come. At the same time, investments made in a natural gas vehicle fueling infrastructure can continue to deliver value in the long-term, even under the most stringent future constraints on greenhouse gas emissions. Renewably-derived methane and hydrogen are potential transportation fuels that can benefit from a network built to serve natural gas vehicles. Renewable Natural Gas Renewable natural gas, or biomethane, results from anaerobic digestion of organic matter, such as municipal solid waste or animal waste. Once biomethane is purified 1 and either compressed or liquefied, it can be used interchangeably with conventional natural gas for all end uses, including in the production of CNG and LNG to fuel natural gas vehicles.
    [Show full text]
  • Development and Experimental Evaluation of Port Fuel Injected
    Development and Experimental Evaluation of Port Fuel Injected HCNG Engine Abstract Depleting petroleum reserves and stringent emission legislations demand introduction of alternative automotive fuelsin order to reduce global emissions and lower the consumption of conventional fuels such as gasoline and diesel. Several alternative fuels have emerged such as alcohol, biodiesel and LPG but none of them are available commercially/ are widely successful except natural gas. Natural gas is used in the form of compressed natural gas (CNG) or liquefied natural gas (LNG). Over last couple of decades, number of on-road CNG vehicles has drastically increased and several surveys project further increase. Most important quality of CNG is its lower emissions and it is accepted as a clean fuel. However CNG suffers from severe shortcomings because of its properties such as lower diffusivity, poor lean limit, high ignition energy, high COV, low flame speed and high flame quenching distance. These adverse properties of CNG can be improved by addition of hydrogen.This mixture is known as hydrogen enriched compressed natural gas (HCNG/ H2CNG or Hythane). Pure hydrogen has serious safety concerns for its implementation in internal combustion engines due to its low ignition energy and wide flammability range, which causes backfire and engine knocking. However many of the excellent properties of hydrogen can be effectively utilized in Hydrogen-CNG mixtures. Since, application of hydrogen in IC is technically extremely challenging and not feasible at present. In this scenario, HCNG emerges as feasible path for using hydrogeninIC engines and it can be immediately implemented usingcurrent infrastructure in existing engines with minor hardware modifications.
    [Show full text]
  • HCNG – a Dead End Or a Bridge to the Future?
    CORE Metadata, citation and similar papers at core.ac.uk Provided by Juelich Shared Electronic Resources HCNG – A Dead End or a Bridge to the Future? C. Nelsson, C. Hulteberg, J. Saint-Just, M. Kaiadi This document appeared in Detlef Stolten, Thomas Grube (Eds.): 18th World Hydrogen Energy Conference 2010 - WHEC 2010 Parallel Sessions Book 5: Strategic Analyses / Safety Issues / Existing and Emerging Markets Proceedings of the WHEC, May 16.-21. 2010, Essen Schriften des Forschungszentrums Jülich / Energy & Environment, Vol. 78-5 Institute of Energy Research - Fuel Cells (IEF-3) Forschungszentrum Jülich GmbH, Zentralbibliothek, Verlag, 2010 ISBN: 978-3-89336-655-2 Proceedings WHEC2010 195 HCNG – A Dead End or a Bridge to the Future? Corfitz Nelsson, Swedish Gas Center, Sweden Christian Hulteberg, Hulteberg Chemistry and Engineering Jacques Saint-Just, H2 Plus Ltd. Mehrzad Kaiadi, Faculty of Engineering, Lund University 1 Introduction HCNG is a vehicle fuel which is a blend of natural gas and hydrogen in various proportions, typically 8-50 vol% hydrogen. Mixtures below 20% are often referred to as Hythane™. HCNG is can bridge the gap between traditional liquid fuels and hydrogen. By using HCNG as a transition fuel and taking advantage of the CNG existing infrastructure, it is possible to start building a hydrogen infrastructure at a minimum cost, even though dedicated hydrogen vehicles, on a large scale, are 15-30 years away, many critical aspects of the whole hydrogen chain as a vehicle fuel can be investigated right away in commercial HCNG operation. Besides this benefit as a transition fuel, HCNG has its own specific advantages in terms of noxious emissions and, if in addition, the hydrogen is produced from renewable resources, HCNG could also contribute to reduced GHG emissions.
    [Show full text]
  • Coal Bed Methane JV-50% (1400Km2) - Coal Bed Methane JV-5% (400Km2)- Centrica UK- Shale/ - Shale Gas/Conventional Gas JV-50% (1800Km2) Conventional
    AN EMERGING GLOBAL CLEAN ENERGY COMPANY Roadshow Presentation January 2011 Greg Solomon Chairman For personal use only Corporate Structure Eden Energy Ltd (AUSTRALIA) Eden Innovations Ltd (Ireland) Energy Assets 100% Hythane Terratherma Pyrolysis Coal Bed Natural Gas Company Eden Energy (Geothermal) and Gas to Methane/Shale South Australia LLC India Pvt Ltd South Australia Liquids Gas (AUS) (USA) (India) (AUS) Technology (Wales, UK) 100% 100% 100% 100% 100% 50% (Suspended) (IPO planned) (Suspended) For personal use only January 201111 2 Current Clean Energy Products • Pyrolysis Project - Solid Carbon and Hydrogen Production without CO 2 - Single Walled Carbon Nanotubes (SWCNT) and Multi Walled Carbon Nanotubes (MWCNT) and Carbon Nanofibres (CNF) • Hythane ®- India and US • OptiBlend ® Dual Fuel - India and US For personal use only January 2011 Current Energy Projects UK- CBM - Coal Bed Methane JV-50% (1400km2) - Coal Bed Methane JV-5% (400km2)- Centrica UK- Shale/ - Shale Gas/Conventional Gas JV-50% (1800km2) Conventional SA Natural Gas - Untested natural gas target (100km x 10km) - 100% -Obligations suspended for 12 months SA Geothermal - 100% -Obligations suspended 12 months For personal use only January 2011 Pyrolysis Project – Eden 100% Low Cost Production of Carbon Fibres/Nanotubes and H 2 from CH 4 • Eden 100% - New process developed with UQ • Patent applications lodged -over 50 countries • No CO 2 –H2 becomes a high value byproduct • Produces hydrogen and single /multi -walled carbon nanotubes and carbon fibres - tensile strength
    [Show full text]
  • Hydrogen-Enriched Compressed Natural Gas (HCNG) – Fueled
    Year 2005 UCD—ITS—RR—05—29 Hydrogen Bus Technology Validation Program Andy Burke Zach McCaffrey Marshall Miller Institute of Transportation Studies, UC Davis Kirk Collier Neal Mulligan Collier Technologies, Inc. Institute of Transportation Studies ◊ University of California, Davis One Shields Avenue ◊ Davis, California 95616 PHONE: (530) 752-6548 ◊ FAX: (530) 752-6572 WEB: http://its.ucdavis.edu/ Hydrogen Bus Technology Validation Program Andy Burke, Zach McCaffrey, Marshall Miller Institute of Transportation Studies, UC Davis Kirk Collier, Neal Mulligan Collier Technologies, Inc. Technology Provider: Collier Technologies, Inc. Grant number: ICAT 01-7 Grantee: University of California, Davis Date: May 12, 2005 Conducted under a grant by the California Air Resources Board of the California Environmental Protection Agency The statements and conclusions in this Report are those of the grantee and not necessarily those of the California Air Resources Board. The mention of commercial products, their source, or their use in connection with material reported herein is not to be construed as actual or implied endorsement of such products 2 Acknowledgments Work on this program was funded by the Federal Transit Administration, the California Air Resources Board, and the Yolo-Solano Air Quality Management District. This Report was submitted under Innovative Clean Air Technologies grant number 01-7 from the California Air Resources Board. 3 Table of Contents Abstract………………………………………………………………………………...................6 Executive Summary…………………………………………………………………...................7
    [Show full text]