EXPERIMENTAL STUDY OF THE PERFORMANCE OF SI
ENGINE FUELED WITH HYDROGEN-NATURAL GAS
MIXTURES
SEMINAR REPORT
Submitted by
SAJID T H
Reg. No.: LMAC21ME130
to
The APJ Abdul Kalam Technological University, Kerala in
partial fulfilment of the requirements for the award of the Degree
of
Bachelor of Technology
in
Mechanical Engineering
DEPARTMENT OF MECHANICAL ENGINEERING
MAR ATHANASIUS COLLEGE OF ENGINEERING
KOTHAMANGALAM, KERALA – 686666
DECEMBER 2024
DEPARTMENT OF MECHANICAL ENGINEERING
MAR ATHANASIUS COLLEGE OF ENGINEERING
KOTHAMANGALAM, KERALA – 686666
CERTIFICATE
This is to certify that the report entitled “Experimental study of the performance of an SI-
engine fueled with hydrogen-natural gas mixtures” submitted by Sajid T H
(Reg.No.LMAC21ME130) to the APJ Abdul Kalam Technological University in partial
fulfillment of the requirements for the award of the Degree of Bachelor of Technology in
Mechanical Engineering bonafide record of the seminar carried out by him under our guidance
and supervision. This report in any form has not been submitted to any other University or Institute
for any purpose.
Dr. Deepak Eldho Babu Dr. Soni Kuriakose
Seminar Coordinator Head of the Department
10-10-2024 Dept. Seal
ACKNOWLEDGEMENT
I would like to express my sincere gratitude and appreciation to all those who played a
significant role in assisting and supporting me for completing my seminar and the subsequent
report.
I would like to express my gratitude to my seminar supervisors Dr. Biju B, Dr. Deepak Eldho
Babu, Dr. Biju Cherian Abraham, Dr. Kora T Sunny Department of Mechanical Engineering
for their wholehearted support, guidance, and valuable comments during the preparation of the
seminar.
I also extend my sincere thanks to my faculty advisor, Prof. Prakash M Kallanickal,
Department ofMechanical Engineering for his constant support.
I am also grateful to Dr. Soni Kuriakose, Head of the Mechanical Engineering Department,
for his valuable guidance and timely advice, which helped me a lot during the seminar
preparation.
I am deeply indebted to Dr. Bos Mathew Jos, The Principal of Mar Athanasius College of
Engineering, Kothamangalam for his encouragement and support.
Furthermore, I want to acknowledge my friends and family for their unwavering support,
encouragement, and understanding during the demanding period of preparing this report.
10-10-2024 SAJID T H
ABSTRACT
This study investigates the performance of a spark-ignition engine fueled with hydrogen-natural
gas (H2-NG) blends, aiming to reduce carbon dioxide emissions while minimizing engine
modifications. Blending up to 25 mol-% hydrogen with natural gas, the research focuses on two
ignition approaches: constant and adjusted ignition timing. The results show that blending up to
15 mol-% hydrogen meets Euromot standards for engine performance, ensuring safe operation
without risking knock.
When 25 mol-% hydrogen was mixed into the natural gas, the methane number dropped to a
range between 56 and 64, depending on the gas composition. This could lead to knock when
using gases with higher hydrocarbons, though no knocking was observed during the tests. The
study also suggests that the methane number alone is not a reliable predictor of knock tendency
in engines running on H2-NG blends. Hydrogen content must also be considered.
Adjusting the ignition timing rather than keeping it constant was beneficial in controlling engine
component temperatures, which helps maintain engine reliability and efficiency. Thus, an
adjusted ignition approach is recommended for optimal performance in engines using hydrogen-
enriched natural gas.
Keywords: Hydrogen, Natural Gas, Mixtures, SI-Engine, Methane number, Ignition timing.
ⅰ
TABLE OF CONTENTS
Contents Page No.
Chapter 1 : INTRODUCTION………………………………………………….01
Chapter 2 : LITERATURE REVIEW…………………………………………..02
Chapter 3 : MATERIALS AND METHODS…………………………………. 04
3.1 Experimental setup
3.2 Procedure
Chapter 4 : OBJECTIVES………………………………………………………07
Chapter 5 : GOVERNING EQUATIONS………………………………………08
Chapter 6 : RESULTS………………………………….……………………….09
6.1 Effect of ignition timing on charge air pressure
6.2 Effect of ignition timing on efficiency
6.3 Constant vs. adjusted ignition timing
6.4 Effect on HC and CO emissions
6.5 Effect on default CO2 emission factor
6.6 Methane number and Wobbe index
Chapter 7 : CONCLUSION……………………………………………………..14
ⅱ
LIST OF FIGURES
No. Title Page No
1 Schematic sketch of the fuel system in the study………………...……………05
2 Charge air pressure at constant NOx for the first and second test series ……..09
3 Engine efficiency relative change……………………………………………..10
4 a) Prechamber tip temperature and b) cylinder peak pressure ……...………...10
5 Hydrocarbon and carbon monoxide emissions...………………………………11
6 The default carbon dioxide emission factor…………….……………………...11
ⅲ
LIST OF TABLES
No. Title Page No
1 Test Engine Specifications……….…………………………...…………………04
2 Test series conducted in the study, the control methods that were used on the
engine, as well as the engine load……………………………………………….06
3 Specification of instrumentation used in the study……………………………...06
4 Hydrogen content in the gas mixture, as well as calculated methane number and
Wobbe index for the first and second test series………………………………...12
5 Hydrogen content in the gas mixture, as well as calculated methane number and
Wobbe index for the third test series…………………………………………….13
ⅳ
Experimental study of the performance of an SI-engine fueled with hydrogen-natural gas mixtures
CHAPTER 1
INTRODUCTION
This paper investigates the use of H2-NG blends in SI engines as a potential solution
for implementing a reduction strategy for greenhouse gas emissions in internal combustion
engines. With increased pressure on climate change, hydrogen is gaining attention as a clean,
renewable fuel that does not produce carbon dioxide (CO2) during combustion. While
hydrogen alone has some drawbacks, including low energy density and a relatively high flame
temperature, blending it with natural gas balances the disadvantages to optimize certain fuel
properties and perhaps maximize the performance of the engine. This would also minimize
modifications on the existing engines, creating a safe route toward cleaner fuel transitions.
The advantages of hydrogen as a fuel are that it emits less carbon monoxide (CO) and
hydrocarbon (HC) because the burning process is faster and complete. However, due to its high
flame speed and combustion temperature, NOx emissions are increased. The present work aims
to explore the best ignition timing strategies and engine operating conditions for maximizing
both performance and emissions. This study tests how engine parameters like power output,
thermal efficiency, and consumption of fuel vary with different levels of hydrogen
concentration that can go up to 25% concentration in natural gas.
Another crucial parameter of this research is determining methane number and resistance
to engine knock when hydrogen is added to the natural gas. Methane number is a measure of
knock resistance, which typically decreases with hydrogen addition, potentially making
engines more susceptible to knock and other combustion anomalies. This paper examines
whether gas mixtures enriched with hydrogen remain within the acceptable range of methane
numbers for safe and stable engine operation, under different load conditions.
This paper contributes to the more general field of study of clean energy concerning
hydrogen blending as an intermediate solution to the emission problem of internal combustion
engines. The study is seen as a step toward efforts in the movement towards low-carbon energy
solutions, by allowing a hydrogen-based economy, through benefits and technical
considerations related to H2-NG fuel blends.
Department of Mechanical Engineering, MACE 1
Experimental study of the performance of an SI-engine fueled with hydrogen-natural gas mixtures
CHAPTER 2
LITERATURE REVIEW
• Experimental investigation of combustion characteristics and NOx emission of a
turbocharged hydrogen internal combustion engine: This study examines
combustion characteristics and NOx emissions in a turbocharged hydrogen internal
combustion engine. As hydrogen emerges as a substitute source of clean energy, the
present study discusses how engine speed, load, equivalence ratio, and spark timing
influence combustion and emissions. The results show that turbocharging increases
power and efficiency but causes higher NOx emissions in some conditions. Such results
open avenues for optimizing hydrogen engines to achieve better performance with
lower emissions, thus promoting hydrogen as a clean fuel for future energy needs.
• Ignition of Hydrogen-Enriched Methane by Heated Air: The investigation focuses
on the influence of hydrogen addition on methane ignition in non premixed flows with
heated air. Ignition behavior was examined under various conditions of pressure,
hydrogen concentration, and strain rates by using experiments and numerical
simulations. Hydrogen addition enhances the likelihood of ignition due to increased
production of radicals and reduced kinetic inhibition. Three regimes of hydrogen-
assisted ignition were identified, including hydrogen-assisted, transitional, and
hydrogen-dominated with typical ignition features. Another skeletal kinetic model that
well captures ignition properties has been reported and some insights developed for
optimizing hydrogen-enriched methane combustion in practical applications are
presented as well.
• Emissions and fuel consumption characteristics of an HCNG-fueled heavy-duty
engine at idle: This paper discusses emissions and fuel consumption characteristics of
an idle heavy-duty engine powered by hydrogen-compressed natural gas blends. The
study is on the performance of HCNG compared to conventional CNG using a 30%
hydrogen and 70% natural gas blend. Results indicated that HCNG enhances idle
stability by at least 25%, reduces fuel consumption, and notably diminishes
hydrocarbon, carbon monoxide, and nitrogen oxide emissions. Hydrogen enrichment
notwithstanding, HCNG also decreases peak combustion temperatures for a reduction
Department of Mechanical Engineering, MACE 2
Experimental study of the performance of an SI-engine fueled with hydrogen-natural gas mixtures
in NOx. The lower exhaust temperature from HCNG may influence cold-start
performance, likely through adjusting lean combustion and ignition timing.
• A new sustainable hydrogen clean energy paradigm: It presents a silent and
emission-free new hydrogen fuel cell electric generator. It is capable of instant
production of hydrogen through the chemical reaction of water and sodium metal. The
system is expandable from relatively small residential levels to large installations on
commercial applications. It emphasizes the potential of hydrogen as a clean energy
carrier, realizing its goals independently of existing electric grids. It is part of
sustainable energy cycling and could recover sodium through solar-powered
electrolysis.
Department of Mechanical Engineering, MACE 3
Experimental study of the performance of an SI-engine fueled with hydrogen-natural gas mixtures
CHAPTER 3
MATERIALS AND METHODS
3.1 EXPERIMENTAL SETUP
The experimental tests were carried out on a Wartsila 20V31SG engine, which is
a 4-stroke, spark-ignition, twenty-cylinder, turbocharged, water-cooled, and lean-burn
engine. The engine details are shown in Table 1.
The tests were performed at the engine laboratory in Bermeo, Spain, in February
2022. Natural gas was taken from the Spanish gas grid and blended with hydrogen taken
from a trailer, consisting of high-pressure gas bottles. A pressure reduction valve was
used to lower the hydrogen pressure to get a slightly higher pressure compared to the
natural gas pressure. To achieve low methane numbers, propane is mixed with natural
gas and then blended with hydrogen. Propane is obtained from a pressurized LPG
tank. The mixed gas was fed to the gas valve unit (GVU), which controlled the inlet gas
pressure, and then fed into the engine. Fig 1 shows a schematic sketch of the fuel
system.
Table 1. Test Engine Specifications.
Item Value
Engine type 4-stroke
Cylinder configuration 20V
Bore x Stroke 310 x 430 mm
Nominal speed 750 rpm
Break Mean Effective Pressure (BMEP) 29.6 bar
Mechanical power 12000 kW
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Experimental study of the performance of an SI-engine fueled with hydrogen-natural gas mixtures
Figure 1. Schematic sketch of the fuel system in the study.
3.2 PROCEDURE
The tests were conducted at a constant speed of 750 rpm, where the NOx
emissions were kept constant by adjusting the charge air pressure thus affecting the
combustion duration. In this study, three test series are presented, in Table 2, where the
ignition timing was kept constant in the first one and was changed in the second and
third one. The engine was running at 100% load in the two first series and data
measurement points were taken when 0, 10, 15, 20, and 25 mol-% hydrogen had been
added into natural gas, meaning that they have the same gas composition. Before each
test point was taken, the engine had stabilized for about 15–25 min at the given input
data to get reliable values. Parameters such as mass flows, charge air pressure, cylinder
pressure, pre-chamber temperature, and exhaust emissions were collected at each
measurement point. More details about the used instrumentations are listed in Table 3.
In the third test series, the engine was run at 90% load to prevent too high pressure
in the cylinders. In this series, the purpose was to examine the performance of the
engine when hydrogen is mixed into a natural gas with a low methane number. Propane
was first blended into NG to achieve a methane number of 76, whereafter 16.6 (Case
1) and 25 (Case 2) mol-% hydrogen was added. In addition, 25 mol-% hydrogen was
mixed with a natural gas composition that had a methane number of 70 (Case 3) and 65
(Case 4). Euromot's methane number requirement is 70 for engine operation, hence MN
70 was chosen. 65 was used to test the engine's ability to handle lower methane
numbers.
Department of Mechanical Engineering, MACE 5
Experimental study of the performance of an SI-engine fueled with hydrogen-natural gas mixtures
Table 2. Test series conducted in the study, the control methods that were used on the
engine, as well as the engine load.
Test series NOx emission Ignition timing Engine load
control control
First test series Constant Constant 100%
Second test series Constant Adjusted 100%
Third test series Constant Adjusted 90%
Table 3. Specification of instrumentation used in the study.
Unit Model Measurement Accuracy
Range
Natural gas flow meter Endress + Hausser 0–2500 kg/h ± 0.35%
Promass F300
Propane gas flow meter Endress + Hausser 0–300 kg/h ± 0.35%
Promass F300
Hydrogen gas flow meter Emerson 0–200 kg/h ± 0.25%
CMFS075 M
Gas mixture flow meter Emerson CMF200 0–2300 kg/h ± 0.35%
(total) M
Charge air pressure Danfoss MBS 3350 0–10 bar ± 0.5%
Cylinder pressure Kistler 6124A1S3- 0–300 bar ± 1%
3
Prechamber tip Pentronic -40–1000 ◦C ±1.5%
temperature Thermocouple
Type K
Department of Mechanical Engineering, MACE 6
Experimental study of the performance of an SI-engine fueled with hydrogen-natural gas mixtures
CHAPTER 4
OBJECTIVES
• Assessing Engine Performance with Hydrogen-Natural Gas Blends:
The primary objective of this study is to evaluate the performance of a spark-
ignition (SI) engine fueled with varying blends of hydrogen and natural gas. By
incorporating up to 25% hydrogen by volume into natural gas, the study seeks to
understand how hydrogen enrichment affects engine efficiency, combustion
characteristics, and overall power output. Additionally, the test checks whether it is
possible to alter the current natural gas engines to run on hydrogen-enriched fuel with
a minimum of alterations. Outcomes from this research will underscore performance
advantages and operating challenges related to the blending of hydrogen in natural gas
for SI engines.
• Investigating Emission Reductions Through Hydrogen Addition:
Another key objective is determining the effects of hydrogen-natural gas blends
on greenhouse gas emissions, such as carbon monoxide (CO), carbon dioxide (CO2),
and hydrocarbon (HC). As hydrogen does not produce any CO2 when burned, it
becomes a cleaner option compared to conventional fossil fuels. This study quantifies
CO and HC emissions reduction when hydrogen is blended in natural gas at different
levels, determining how combustion characteristics such as flame speed and
completeness vary with an increasing level of hydrogen. In doing so, it strives to help
reduce greenhouse emissions from internal combustion engines.
• Evaluating Methane Number and Knock Resistance with Hydrogen Blends:
This study also aims to evaluate the relationship between the methane number
and knock resistance of engines fueled with mixtures of hydrogen and natural gas. The
methane number, MN, is the key indicator of knock resistance for gaseous fuels;
addition of hydrogen to it can change this number and possibly affect the stability of
engines and safety. The research evaluates how the MN decreases with increased
content of hydrogen blended into natural gas and its implications for engine
performance under different load conditions.
Department of Mechanical Engineering, MACE 7
Experimental study of the performance of an SI-engine fueled with hydrogen-natural gas mixtures
CHAPTER 5
GOVERNING EQUATIONS
• Efficiency: The engine power was obtained by measuring the voltage and current
from the generator that was connected to the engine. Voltage and current transformers
of class 0.1 were connected to Arqtec AQ-P215 class 0.2, which provided the
electrical power. The generator losses were then calculated based on input data from
the generator manufacturer, whereafter the mechanical engine power could be
determined according to the equation
P=PE + Ploss
Where P corresponds to the engine mechanical power [kW], PE is the electrical power
[kW], and Ploss represents the generator losses [kW].
• Engine efficiency was calculated by dividing the engine mechanical power by the
product of the gas mass flow and the lower heating value (LHV) of the gas mixture
according to the equation
Where, η represents the efficiency, ˙ m is the total gas mass flow [kg/h], and LHVm is
the lower heating value on the mass basis of the gas mixture [kJ/kg]
• According to Statistics Finland, the default oxidation factor in combustion for natural
gas is 1.0, and the emission factor can be calculated as follows
Where, EFCO2 represents the CO2 emission factor [g/kWh], xC refers to the mass
carbon content in the feed flow (˙ m), MC is the molar mass of carbon=12.0107
kg/kmol, and MCO2 is the molar mass of carbon dioxide=44.0095 kg/kmol. The carbon
content in the feed flow (xc), mass flow (˙ m), and mechanical power (P) were
received from the test points.
Department of Mechanical Engineering, MACE 8
Experimental study of the performance of an SI-engine fueled with hydrogen-natural gas mixtures
CHAPTER 6
RESULTS
6.1 Effect of ignition timing on charge air pressure:
Hydrogen mixed in a SI engine with natural gas suffers from its flame
temperature and speed, thereby increasing the combustion temperature along with NOx
formation. Charge air pressure was adjusted to maintain constant NOx emissions.
Higher percentages of hydrogen increased charge air pressure, while lower pressures
were found in the second series when ignition timing varied. High charge air pressure
would cause the turbocharger to derate at higher altitudes and make it create misfiring,
thus its unsuitability with high-pressure engines.
Figure 2. Charge air pressure at constant NOx for the first and second test series
6.2 Effect of ignition timing on efficiency:
The introduction of excess hydrogen into an engine improves its efficiency by
offering higher laminar flame speeds leading to faster combustion processes. The
improvement, though was low, standing at 1.8 percent for the first series while for the
second it showed an increase of 1.5 percent. Improved efficiency with the introduction
of hydrogen in natural gas results when other parameters, which include lambda, speed
Department of Mechanical Engineering, MACE 9
Experimental study of the performance of an SI-engine fueled with hydrogen-natural gas mixtures
at which the engine runs and the timing of ignition is well optimized. In both test series,
the engine speed was the same.
Figure 3. Engine efficiency relative change
6.3 Constant vs. adjusted ignition timing:
The study found that constant ignition timing, used in the first test series,
achieved the highest efficiency but increased component temperature, potentially
leading to hot spots and pre-ignition. By changing ignition timing in the second test
series, temperature remained moderate throughout the hydrogen range. Cylinder peak
pressure increased more in the first test series as hydrogen levels increased, suggesting
that it's preferable to change ignition timing when running on hydrogen-natural gas
mixtures, which is why the third test series used an adjusted ignition timing.
Figure 4. a) Prechamber tip temperature and b) cylinder peak pressure
6.4 Effect on HC and CO emissions:
Mixing hydrogen into natural gas intends to decrease the greenhouse gas
emissions by reducing hydrocarbon and carbon monoxide emissions attributed to
lower carbon content in the fuel and faster and more complete combustion. This leads
to a positive formation of carbon dioxide, which is related to the increased
Department of Mechanical Engineering, MACE 10
Experimental study of the performance of an SI-engine fueled with hydrogen-natural gas mixtures
combustion temperature induced by hydrogen addition. Carbon monoxide
experienced the largest decline, being reduced by 35% in both test series. Total
hydrocarbon emissions decreased by 11% in the first and by 15% in the second.
Figure 5. Hydrocarbon and carbon monoxide emissions
6.5 Effect on default CO2 emission factor:
Previous studies revealed a 50% decrease in CO, HC, and CO2 emissions by
varying the load, however, CO and HC depend on lambda that guarantees to have a
balanced mixture of the fuel that reduces its emission.
v
Figure 6. The default carbon dioxide emission factor
Department of Mechanical Engineering, MACE 11
Experimental study of the performance of an SI-engine fueled with hydrogen-natural gas mixtures
6.6 Methane number and Wobbe index:
The methane number and Wobbe index were calculated for each measurement
point based on the gas composition, where Table 4 shows the hydrogen content and
calculated values for the first and second test series, which have the same gas
composition. With a higher hydrogen content, the methane number decreases, as well
as the Wobbe index. To fulfill Euromot’s requirements with an MN higher than 70.0
and a Wobbe index between 49.0 and 52.7 MJ/m3, 15 mol-% hydrogen can be added.
As illustrated in Fig. 3, the engine efficiency was raised with higher hydrogen content
and the engine performed well although the methane number went down to 64 and
the Wobbe index to 48 MJ/m3 when 25 mol-% hydrogen was blended into natural gas.
In the third test series which was conducted, propane was first mixed with
natural gas to get a lower methane number, whereafter hydrogen was added. An MN
of 76 was used in two measurement points, and 16.6 mol-% (Case 1), respectively 25
mol-% (Case 2) hydrogen were injected. The methane number was then lowered to 70
and 65, and ~25 mol-% hydrogen was blended into Cases 3 and 4. Table 6 shows the
hydrogen content, calculated methane number, and Wobbe index.
As hydrogen content increased, MN and WI decreased. According to the study,
the natural gas could accept up to 15 mol-% of hydrogen addition without violating
either of Euromot's MN and WI thresholds. Beyond this amount, when hydrogen was
in excess, the MN went below 70, which typically would be considered to raise the
chance of knock. However, the knocking in the engine did not even occur at the low
MN value of 56, as was witnessed during some experiments. This implies that
hydrogen may reduce the knocking tendency even at the low value of MN due to its
fast combustion leaving minimal time for knocking.
Table 5. Hydrogen content in the gas mixture, as well as calculated methane number
and Wobbe index for the first and second test series.
Parameter 0% H2 10% H2 15% H2 20% H2 25% H2
Hydrogen content 0 10 15 20 25
[mol-%]
Methane number 79.6 74.4 70.8 67.3 63.6
Wobbe index [MJ/m3] 51.2 49.9 49.2 48.6 47.9
Department of Mechanical Engineering, MACE 12
Experimental study of the performance of an SI-engine fueled with hydrogen-natural gas mixtures
Table 6. Hydrogen content in the gas mixture, as well as calculated methane number
and Wobbe index for the third test series.
Parameter Case 1 Case 2 Case 3 Case 4
Hydrogen content [mol-%] 16.6 25 25 26
Methane number 68.0 62.2 59.4 55.6
Wobbe index [MJ/m3] 51.5 50.1 49.4 48.7
Department of Mechanical Engineering, MACE 13
Experimental study of the performance of an SI-engine fueled with hydrogen-natural gas mixtures
CHAPTER 7
CONCLUSION
The increasing global average temperature has led to a growing interest in the hydrogen
economy. Hydrogen is the most abundant element on earth; it can be used not only as
an energy carrier but also as fuel. Many manufacturers use hydrogen to produce internal
combustion engines. As hydrogen doesn't produce carbon dioxide while being burnt, it
was highly given attention to add a small percentage of hydrogen in natural gas without
making considerable alterations to the existing infrastructure.
The experimental study explored the performance of a spark-ignition engine
fueled with hydrogen-natural gas (H2-NG) mixtures. For every composition of the gas,
methane number, and Wobbe index were calculated and compared with the
requirements of Euromot. Three test series were conducted; the first one was carried
out at constant ignition timing, while the ignition timing was varied in the second and
third test series. The same gas composition was applied in the two first test series, where
0-25 mol-% hydrogen was mixed with natural gas. In the third test series, more
hydrogen was added, and thus the methane number and Wobbe index became out of
range.
Higher hydrogen content resulted in higher efficiency due to the fast laminar
flame speed of hydrogen, which makes it burn faster. The component temperature,
however increased with higher hydrogen content and constant ignition timing, leading
to hot spots and pre-ignition. Therefore, it is better to vary ignition timing when running
at hydrogen-natural gas mixtures in order to keep the component temperature at a
moderate level.
Due to Hydrogen’s high flame speed and combustion efficiency, adding hydrogen
into natural gas effectively reduces carbon dioxide, hydrocarbon, and carbon monoxide
emissions. Nevertheless, NOx emissions increase with hydrogen; adjustment in ignition
timing and charge air pressure will mitigate this increase.
The results indicate that a low methane number does not directly result in
an engine knock for a gas containing hydrogen. If hydrogen is injected into the natural
gas grid in the future, then an additional condition to the MN, such as the hydrogen
level, could be required.
Department of Mechanical Engineering, MACE 14
Experimental study of the performance of an SI-engine fueled with hydrogen-natural gas mixtures
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[2]Qing-he Luo, Ji-Bin Hu, Bai-gang Sun*, Fu-shui Liu, Xi Wang, Chao Li, Ling-zhi Bao,
Experimental investigation of combustion characteristics and NOx emission of a
turbocharged hydrogen internal combustion engine, International Journal of Hydrogen
Energy(2018)
[3]C G Fotache, T G Kreutz, and C K Law, Ignition of Hydrogen-Enriched Methane by
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[4]Revision of EU rules on gas market access – EUROMOT position on gas quality
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Requirement, Energies (2020)
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