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120 Eugen Rusu et al. also be used to simulate the characteristics of pneumatic systems (AVL Boost User Guide). In the drawing bellow it is presented the main window in AVL Boost program and the engine setup on which the simulation was done. Fig.1 – AVL main window. 4.1. Initial Data All tests were done on a gasoline engine with the following characteristics Table 2 Engine characteristics Type 4 cycle, Gasoline Fuel delivery Direct injection Bore x Stroke 76.5 x 81.5 Displacement 1489 dm 3 Maximum power (kW/CP) 65.6/88 @4800 Cylinders 4 in line Compression ratio 9.2 4.2. Test Conditions Tests were operated at 3000 rpm at WOT. The gasoline tests were done at a air fuel ratios of 0.8, 0.85, 0.9, 1 while the test when hydrogen was added to the mixture were done at a air fuel ratio of 1, 1.5, 1.7, 2.
Bul. Inst. Polit. Iaşi, t. LVIII (LXII), f. 4, 2012 121 Hydrogen percentage was kept at a maximum of 20%. Also tests were done at 5%, 10% and 15% of hydrogen percentage. For this test a supercharging pressure of 1.3 bar was used. 5. Results and Discussions 5.1. Maximum Pressure Fig. 2 indicates the profiles of peak cylinder pressure against excess air ratio. It can be seen that the peak cylinder pressure increases with the increase of hydrogen addition fraction. This is due to the fast burning characteristics of hydrogen that make the gasoline–hydrogen mixture be burnt in a short time. Past literature presents that the peak cylinder pressure is related to the fuel energy flow rate. When the engine fuel air ratio it is increased, the total fuel (gasoline and gasoline H2) energy flow rate gently decreases, because of that the peak cylinder pressure decreases with the increase of excess air ratio. Fig. 2 – Maximum pressure versus air fuel ratio. 5.2. Maximum Temperature Fig. 3 displays the variations of peak cylinder temperature with excess air ratio at hydrogen volume fractions of 0%, 5%, 10%, 15%, 20%. NOx emissions are related to the peak cylinder temperature so higher temperatures higher NOx emissions (Heywood, 1988). Fig. 2 demonstrates that peak cylinder temperature drops with the increase of excess air ratio for both the original engine and the hydrogen enriched engine due to the reduced fuel energy flow rate. Peak cylinder temperature increase with the increase of hydrogen addition fraction, this is because hydrogen has a very small energy density.
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