Trade-off study on environmental-economical aspects of a CRDI engine using hydrogen as dual fuel mode powered with different low viscous alcohol additives

Fuelling a diesel engine with a hydrogen-powered CRDI system is the primary goal of this research. The test was carried out using a water-cooled engine with a brake power of 3.5 kW at a steady speed. Diesel ignited premature hydrogen and air, and two different LVAA fuels were pumped into the combustion chamber at a 23° degree bTDC crankshaft angle. At a rate of 10–20% HES, hydrogen is fed into the reactor. The in-house DAQ program (PC-based) developed in a data factory was used to control the timed manifold injection approach, which was used to mix the hydrogen and air homogeneously. During the suction stroke, the electronic control unit aids in hydrogen induction for a total of 211° degree CA. The findings of combustion, emission, performance, and experiments show that 20%HES with diesel and LVAA as pilot fuel is the most effective level of hydrogen injection. Furthermore, BTE improved by 36.83%, while the BSEC decreased by 19.48%. This also reduced harmful pollutants like smoke, UHC, CO, and CO₂ by 55.86%, 30%, 52.33%, and 46.3%, respectively. However, compared to diesel, the level of nitrogen oxides in the air is primarily similar at its highest power output. Because hydrogen burns with a faster flame, less time is consumed during combustion. As a result, the researchers concluded that adding hydrogen to the CRDI engine resulted in lower emissions and better performance when running at the recommended 20% hydrogen with ethanol and diesel blend as pilot fuel. Mainly, DE + HES (20%) fuel strategy was found to be the most suitable dual-fuel mode combination in a conventional CRDI-powered diesel engine in terms of their quality performance and control emissions along with the best economy.