See discussions, stats, and author profiles for this publication at: https://www.researchgate.

net/publication/261917062

The characteristic of polytropic coefficient of compression stroke in hydrogen

internal combustion engine

Article in International Journal of Hydrogen Energy · August 2014

DOI: 10.1016/j.ijhydene.2014.04.035

CITATIONS READS

8 3,395

3 authors, including:

Qinghe Luo Bai-gang Sun

Beijing Institute of Technology Beijing Institute of Technology
34 PUBLICATIONS 723 CITATIONS 74 PUBLICATIONS 1,422 CITATIONS

SEE PROFILE SEE PROFILE

All content following this page was uploaded by Qinghe Luo on 18 May 2020.

The user has requested enhancement of the downloaded file.

 i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y 3 9 ( 2 0 1 4 ) 1 3 7 8 7 e1 3 7 9 2

Available online at www.sciencedirect.com

ScienceDirect

journal homepage: www.elsevier.com/locate/he

The characteristic of polytropic coefficient of

compression stroke in hydrogen internal
combustion engine

Qing-he Luo, Bai-gang Sun*, Hua-yu Tian

School of Mechanical Engineering, Beijing Institute of Technology, Beijing 100081, China

article info abstract

Article history: The polytropic coefficient has important effect on the calculation of the instantaneous heat
Received 12 November 2013 release rate and its comparison with specific heat ratio contains the information of the gas-
Received in revised form surroundings heat exchange. This article studies the polytropic coefficient characteristics
6 March 2014 from 1000 rpm to 5000 rpm and the equivalence ratio from 0.24 to 0.55 by using experi-
Accepted 3 April 2014 mental data from a 2.0 L hydrogen engine. The polytropic coefficient increase from 1.3 to
Available online 26 April 2014 1.35 with the increase of engine speed from 1000 rpm to 4000 rpm, and then it decrease to
around 1.34. This characteristic can be used to calculate the heat release rate more accu-
Keywords: rately. The study of the effect of equivalence ratio suggested that the polytropic coefficient
Hydrogen internal combustion en- decreased with the increase of equivalence ratio. The polytropic coefficient of hydrogen
gine engine ranges from 1.28 to 1.35, which is less than the gasoline of 1.32e1.4. And the rising
Polytropic coefficient period of polytropic coefficient of ‘hydrogen e 0.55’ at 4500 rpm is very longer than others,
Compression stroke which showed that the gases properties had effect on the heat transfer. These character-
istics could not only be used for heat transfer calculation, but they can also enrich the
research of polytropic coefficient for hydrogen internal combustion engine.
Copyright ª 2014, Hydrogen Energy Publications, LLC. Published by Elsevier Ltd. All rights
reserved.

process so that the compression, combustion, and heat

Introduction
Hydrogen internal combustion engine (HICE) is classified into
two types: port fuel injection (PFI) and direct injection (DI)
engines. Numerous researchers have been focused on PFI-
HICE because these engines are characterized by a uniform
mixture of hydrogen and air, a simple system, and low cost
[1,2]. Mixture of hydrogen and air has very different gas
properties because hydrogen has higher specific heat, bigger
diffusion coefficient with the air and thermal conductivity.
These properties have very close correlative with the engine
transfer process of the engine is different from the other spark
ignition engines [3,4]. There are many character curves used
to describe the engine process and the combustion heat
release rate is very important one, because its studying is an
important means of evaluating and improving combustion
process [5]. The combustion heat release rate curve is always
obtained from the combustion analyzer. Using the combus-
tion analyzer need to set up structure parameters of the tested
engine such as geometric parameters, TDC and polytropic
coefficient. In these parameters, the polytropic coefficient is
very special because it is set up by the empirical value. For

* Corresponding author.
E-mail address: sunbg@bit.edu.cn (B.-g. Sun).
http://dx.doi.org/10.1016/j.ijhydene.2014.04.035
0360-3199/Copyright ª 2014, Hydrogen Energy Publications, LLC. Published by Elsevier Ltd. All rights reserved.
13788 i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y 3 9 ( 2 0 1 4 ) 1 3 7 8 7 e1 3 7 9 2

that the polytropic coefficient comparison with the adiabatic

coefficient (which only depends on the gas composition and
temperature) implicitly contains the information of the gas-
surroundings heat exchange [8].

ng
dQ ¼ pdv (1)
g1

where, dQ is the gas-surroundings heat exchange, n is the

polytropic coefficient, g is the heat specific ratio, p is the cyl-
inder pressure, dv is the cylinder volume.
Studying the characteristics of polytropic coefficient is not
only important for the combustion heat release rate calcula-
tion, but it also can reflect the gas-surroundings heat ex-
change. However, the most researches were about the effect
factors for traditional internal combustion engine. The char-
acteristics of polytropic coefficient change very greatly due to
the mixture of hydrogen and air properties. The present
article studied the relationship between the polytropic coef-
ficient of the compression stoke and the operating parameters
Fig. 1 e Sketch of hydrogen internal combustion engine. (1
through the experiment data from a 2.0 L four-cylinder PFI-
e hydrogen bottle, 2 e nitrogen bottle, 3 e electromagnetic
HICE, because the mixture of compression stoke is the
cut-off valve, 4 e first pressure reducing valve (13 MPa/
hydrogen and air, but the expansion stoke isn’t. The results
0.8 MPa), 5 e hydrogen flow-meter, 6 e the second
proved that the characteristics of polytropic coefficient of
reducing valve (0.2e0.5 MPa), 7 e hydrogen rail, 8 e
hydrogen internal combustion engine were different from the
hydrogen alarm senor, 9 e air flow meter, 10 e steady gas
gasoline ones.
box, 11 e AVL exhaust analyzer sampling channel, 12 e
hydrogen injectors, 13 e electronic throttle 14 e spark plug
type pressure sensor, 15 e exhaust row temperature
sensor, 16 e three-way catalytic converter, 17 e wide Materials and methods
domain oxygen sensors, 18 e exhaust row pressure
A correctly set up engine and test bench with an appropriate
sensor, 19 e Computer analysis, 20 e ECU, 21 e crankshaft
data-acquisition system are needed for acquiring precise and
sensor).
reliable experiment data. Experiments on the 2.0 L four-
cylinder PFI-HICE are conducted to study the polytropic coef-
ficient in HICE. The sketch of the PFI-HICE is shown in Fig. 1,
getting more precise combustion heat release rate, numerous and the engine specifications are shown in Table 1.
researchers have already studied the characteristics of poly- The test bench includes a CW250 eddy current dyna-
tropic coefficient in traditional internal combustion engine. mometer, which is used for energy absorption and engine
From the literature [6], the factors of affecting the polytropic speed regulation. The dynamometer has a capacity of 250 kW
coefficient mainly included: engine speed, load, cylinder and a maximum rated speed of 8000 rpm. The engine is
diameter, compression ratio, combustion chamber type and coupled to the CW250 dynamometer and is capable of per-
so on, especially the engine speed. It might be the analysis forming power braking and motoring. The eddy current
based on the diesel engine, so the load had no effect on the dynamometer absorbs the power delivered by the engine. The
polytropic coefficient. But the SI engines are though adjusting
equivalence ratio to control the load. Especially for the HICE,
adjusting equivalence ratio means the proportion of hydrogen Table 1 e Engine characteristics.
changes with it. So this paper chooses the engine speed and Engine type Hydrogen Gasoline
equivalence ratio as the main operation parameters to study internal internal
the characteristics of polytropic coefficient. The further combustion combustion
research about the other factors affecting the polytropic co- engine engine
efficient is expected. Bore 86 mm 86 mm
On the other hand, the polytropic coefficient is calculated Stroke 86 mm 86 mm
from the analysis of the cylinder pressure and volume func- Cylinders 4 4
Rated power 60.2 kW 100 kW
tions. The characteristics of it can be used to study other pa-
at 5500 rpm at 6000 rpm
rameters or characteristics of the engine process. Kangyoon
Maximum torque 110 N m 187.8 N m
Lee proposed a modified method based on a variable poly- at 4000e4500 rpm at 4000e4500 rpm
tropic coefficient and validated it using both the simulated Compression ratio 10 10
and the experimental pressure data from a common-rail Exhaust Valve Open 35 BBDC 38 BBDC@ 0 mm lift
direct injection diesel engine [7]. The proposed method had Exhaust Valve Close 15 ATDC 30 ATDC@ 0 mm lift
better accuracy and more sensitivity to measure the cylinder Inlet Valve Open 22 BTDC 22 BTDC@ 0 mm lift
Inlet Valve Close 62 ABDC 68 ABDC@ 0 mm lift
pressure than the other five methods. Magin Lapuerta found
 i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y 3 9 ( 2 0 1 4 ) 1 3 7 8 7 e1 3 7 9 2 13789

All measurements of physical quantities have some degree

Table 2 e Average uncertainties of the main measured
of uncertainty, owing to various sources. Therefore, uncer-
parameters.
tainty analysis is desirable, to confirm the precision of the
Parameter Uncertainty Range
experiments. Table 2 summarizes the average uncertainties of
Engine speed 0.1% 0e10,000 rpm the measured parameters, based on the instruments’
Torque 0.4% 0e1100 N m
specifications.
Crank angle 0.02% 0e20,000 rpm
Pressure 0.8% 0e20 MPa
IMEP 4% 0e20 MPa
Air mass flow rate 1% 0e450 kg/h Results and discussion
Hydrogen mass flow rate 0.1% 0e6.5 kg/h

Effect of engine speed for polytropic coefficient

heat generated by the applied torque is removed by the

Engine speed is a very important operating parameter and it
attached cooling circulating water. The engine speed (revo-
has a significant effect on heat transfer. Fig. 2(a) and (b)
lution per minute) can be controlled at the desired level, and
compare the values of polytropic coefficient with variation of
the torque is varied. Brake torque as the engine output is
engine speed from 1000 rpm to 5000 rpm at 4 ¼ 0.55 and
measured by the eddy current dynamometer and displayed at
4 ¼ 0.21. For Fig. 2(a) and (b), the engine crank angle is near
the control console. The speed, engine oil temperature,
60 BTDC because it approaches to the end of compress stoke.
coolant temperature, and intake air temperature are recorded
The polytropic coefficient value at 4000 rpm is around 1.34
automatically from the dynamometer control console. A
which is bigger than the value at 1000 rpm, 2000 rpm and
pressure sensor named piezoelectric transducers (the type is
3000 rpm. And the values increase gradually. The increment of
6117B) measures the cylinder pressure, and the crank angle
polytropic coefficient is around 0.04. However, the value at
position is specified by the crank angle encoder. The cylinder
5000 rpm is smaller than the 4000 rpm one and bigger than the
pressure and the corresponding crank angle were recorded
other engine speed ones.
through the system sample data in high frequency.
The reason which the increase of polytropic coefficient can
Before conducting the test, the engine was warmed up, to
be explained from two aspects: First, at higher speed, the
ensure that the engine systems reached the operating tem-
process goes faster, that means the process is much closer to
peratures and got stabilized. Experiments were conducted
the adiabatic one; so the polytrophic coefficient approaches to
after running the engine until it reached a steady state, with
the heat specific ratio. Second, the time of per cycle will be
oil temperature at 90  C and cooling water temperature at
shorter with the engine speed increase, and the wall
80  C. Then, the data-recording process started after running
the engine with hydrogen fuel. The present article chooses
two operating parameters (engine speed and equivalence
ratio) to analyze the characteristics of the polytropic coeffi-
cient. The air and hydrogen mass flow were measured using
the mass flow senor. The equivalence ratio is the value that
the hydrogen mass divided the air mass. The following values
were used for equivalence ratio:0.21, 0.25, 0.32, 0.4, 0.46 and
0.55. In terms of engine speed, tests comprising 1000, 1500,
2000, 3000, 4000, 4500 and 5000 rpm were utilized. The poly-
tropic coefficient is calculated from the analysis of the cylin-
der pressure and volume functions. The polytropic coefficient
is expressed as following:

dp=p
n¼ (2)
dv=v

This equation can be credible if ideal state is supposed to

the gas and leakages are neglected. Then these data were
transmitted to the combustion analyzer, whose type was
DEWETRON-5000. The SI internal combustion engine exists
very big cycle variations. So it is necessary to use the average
of one hundred fifty cycles for each group data [9]. To analysis
these data credibly and accurately, the data should be surface
fairing before they were used to analyze the characteristics.
This paper used the method of spline function to manage the
pressure and crank angle data. The previously described
method can also be used to research the polytropic coefficient
of SI gasoline engine so that the data obtained in gasoline and
hydrogen engines can be compared. The gasoline internal Fig. 2 e The polytropic coefficient changes with engine
combustion engine specifications were also shown in Table 1. speed at 4 [ 0.55(a) and 4 [ 0.21(b).
13790 i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y 3 9 ( 2 0 1 4 ) 1 3 7 8 7 e1 3 7 9 2
temperature will rise. The latter effect leads to two results:
one is the increase of the absorbing heat from the wall at the
start of compress stoke; the other is the decrease of heat
release from gases to the wall when the gases temperature is
bigger than the wall temperature. The results can be
explained by Woschni heat transfer model [10]. The formula is
showed as following:


Q ¼ 129:8D0:2 p0:8 V0:8 T0:53 Tg  Tw
where Q is the heat flux; D is the cylinder diameter; p and T are
the pressure and temperature of the gases; V is the charac-
teristic velocity; Tg and Tw are the gases temperature and the
wall temperature.
Moreover, Woschni stated that the characteristic velocity
has to have an additional term representing the effect of the
combustion on the heat transfer. Therefore, the authors
added the pressure difference between the fired and the
motored case. The resulting characteristic velocity is given in
Eq. (4).
v Tr

V ¼ c1 cm þ c2 p  p0
pr vr
where c1 and c2 are engine dependent and therefore they
change for different engines geometries; cm is the mean piston
speed; subscript r denotes a reference state where volume,
pressure and temperature are known; p0 is the in-cylinder
pressure under motored conditions.
The wall temperature rising will change of heat flux be-
tween the gases and the wall. The changes lead to the increase
of the polytropic coefficient, because all factors enlarging the
absorbing heat and reducing the heat release of gases can
contribute to the increase of the polytropic coefficient. So the
values of polytropic coefficient increase with the engine speed
increase from 1000 rpm to 4000 rpm with the combined action
of the two reasons. The reasons for the decrease of 5000 rpm
can be described from two aspects. First, the specific heat ratio
(g) decreases with the increase of the temperature from Ref.
[11]. The polytropic coefficient approaches to the heat specific
ratio with increase of engine speed, but the value of heat
specific ratio decreases with increase of the gases tempera-
ture. So the polytropic coefficient will decrease when the
temperature comes to a bound value. Second, the turbulence
kinetic energy increases with the mean piston velocity (cm)
from Eq. (5) [12].
pffiffiffi 2 !2
2D
kE ¼ cm
2dv hv cos b
where kE is the turbulence kinetic energy; D is the cylinder
diameter; dv is the valve diameter; hv is the valve lift; b is the
seat angle.
The turbulence kinetic energy will enlarge the heat trans-
fer coefficient, which ultimate result is the release heat of the
gases increase. When the engine speed come to a bound value,
the effect of the turbulence kinetic energy on the polytropic
coefficient becomes the main factor, because the kE is pro-
portional to the square of cm. Finally, the polytropic coeffi-
cient decreased from 4000 rpm to 5000 rpm. These
characteristics can be used to get more accurate calculation
results of the heat release rate.
The divergence of Fig. 3 at the fixed engine speed is smaller
than 0.007. The error of the divergence is around 0.5%, which
can be accepted in the engine test.
However, it can be seen that the values at 4 ¼ 0.21 is bigger
than the values at 4 ¼ 0.55. It is necessary to research the ef-
fect of equivalence ratio on the polytropic coefficient.
Effect of equivalence ratio for polytropic coefficient
(3)
The load is also an important operating parameter, which can
be controlled by adjusting the equivalence ratio in hydrogen
internal combustion engine. The equivalence ratio had
important effect on the polytropic coefficient because of its
effect on the mixture gas component. Fig. 3(a) and (b) shows
the changes of polytropic coefficient with variation of equiv-
alence ratio at 60 and 90 BTDC. For the conclusion having a
wide applicability, the engine speed is at a low value of
1500 rpm and a high value of 4500 rpm.
As the Fig. 3 shown, the polytropic coefficient decreases
with the increase of equivalence ratio in general, but the
biggest fluctuation is around 0.013. The values decrease with
(4)
the increase of equivalence ratio is due to the hydrogen pro-
portion in the mixture increasing. The first reason is due to the
small size of hydrogen molecular. It means the mixture gas
can be compressed earlier than the air. The mixture gas
pressure will rise resulting from being compressed. From the
equation of gas state, the mixture gas temperature will rise. It
means that the heat transfer from the gases to the wall
became bigger using the Woshni model. The result is the
polytropic coefficient decrease.
Second, the thermal conductivity of the mixture increase
with the increase of equivalence ratio [13]. The heat transfer
calculation between gases and the wall based on the Newton’s
law of cooling as following:


Q ¼ a Tg  Tw (6)
where a is heat transfer coefficient.
The heat transfer coefficient enlarges with increase of the
thermal conductivity. The result is the heat release increase.
Finally, the polytropic coefficient decreases with the increase
of equivalence ratio. This phenomenon suggested that the
different components of mixture lead to the different char-
acteristic for polytropic coefficient. It can be used in the
(5)
Fig. 3 e The polytropic coefficient changes with
equivalence ratio at 60 BTDC and 90 BTDC.
 i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y 3 9 ( 2 0 1 4 ) 1 3 7 8 7 e1 3 7 9 2
Fig. 4 e The polytropic coefficient difference between
hydrogen and gasoline internal combustion engine at
4500 rpm (a) and 1500 rpm (b).
experiment test, for example, the polytropic coefficient
adjusting value <0.014 can be accepted at same engine speed.
Some other differences can be seen that the values at 60 BTDC
is smaller than the 90 BTDC from Fig. 3(a) and (b). The mixture
gas temperature gradually increases as close to the TDC. It
leads to a bigger different temperature values between the
gases and the wall, which enhances the heat transfer using
the Woschni model. The heat release at 60 BTDC is more than
at 90 BTDC, which result is the smaller values of polytropic
coefficient.
The Eq. (6) is based on the idea that the intermolecular
attraction between hydrogen molecules was inversely pro-
portional to the absolute temperature T. However, as the
temperature drops or the pressure increases, the calculation
error increases gradually. The reason may be that the effect of
the intermolecular attraction was considered excessively.
Comparison of polytropic coefficient between gasoline and
hydrogen internal combustion engine
The biggest difference between gasoline and hydrogen inter-
nal combustion engine is the fuel. The mixture of hydrogen
and air has very different characteristic from the air. So it is
very important to research the polytropic coefficient differ-
ence between gasoline and hydrogen internal combustion
engine. Fig. 4(a) and (b) shows the difference between two
13791
tested engines at different engine speed (1500 rpm and
4500 rpm) and equivalence ratio (4 ¼ 0.21 and 4 ¼ 0.55).
As Fig. 4(a) and (b) shown, the values of hydrogen internal
combustion engine varying from 1.28 to 1.35 are smaller than
the gasoline varying from 1.32 to 1.4. It also can be explained
by gas properties differences between hydrogen and air from
Table 3. The reason is as the same as the decrease of poly-
tropic coefficient with the equivalence ratio.
From Fig. 4 (a) and (b), the polytropic coefficient presents
the trend of rising at first and then falling down, especially the
‘hydrogen e 0.55’ at 4500 rpm. The gases absorb the heat at the
start of the compression. Then the gases start to release heat
to the wall when the temperature of them comes to the same.
This process results to the changes of the polytropic coeffi-
cient. The curve of ‘hydrogen e 0.55’ at 4500 rpm is different
from the gasoline at 4500 rpm, the ‘hydrogen e 0.21’ at
4500 rpm and the ‘hydrogen e 0.55’ at 1500 rpm, whose rising
period of the polytropic coefficient possesses a longer crank
angle. It can be explained from two aspects. First, the reason
of the difference between at 4500 rpm and 1500 rpm when the
equivalence ratio is 0.55 is the input mass per cycle at
4500 rpm is bigger than at 1500 rpm, which leads to more time
used to heat the gases. Meanwhile, the increase of engine
speed makes the heating time shorter. Second, the difference
among the gasoline, the ‘hydrogen e 0.21’ and ‘hydrogen e
0.55’ at 4500 rpm is due to the cp and cv increase with the
increase of the gas temperature and pressure. The hydrogen
specific heat capacity is bigger than air and the difference will
enlarge with the increase of temperature and pressure [14]. It
means that the more hydrogen proportion in the mixture, the
more heat is needed from the wall when the mixture gases are
heated to the same temperature with the wall. The time of
absorbing heat will increase, which leads to the increase of
rising period. So the rising period of ‘hydrogen e 0.55’ at
4500 rpm is longer than others. As the Fig. 4(a) shown, the
more hydrogen proportion in the mixture, the longer of the
rising period of the polytropic coefficient possessed the crank
angle. It also explained the polytropic coefficient decreased
with the increase of the equivalence ratio again. Moreover,
both the curves of ‘hydrogen e 0.21’ and ‘hydrogen e 0.55’ at
4500 rpm have an obviously fluctuation at around 110 BTDC.
The reason is the inlet valve close angle is at 62 ABDC. The
inlet valve close leads to strongly fluctuation for the in-
cylinder pressure. The polytropic coefficient changes with
the in-cylinder pressure. The fluctuation also can be found at
1500 rpm.
Table 3 e Gas properties.
Parameter Hydrogen Air
Specific heat at constant pressure 7.1045 0.03474
(293 K, 0.1013 MPa) (kJ/mol K)
Specific heat at constant volume 5.0425 0.024809
(293 K, 0.1013 MPa) (kJ/mol K)
Specific heat at constant pressure 0.01421 0.001004
(293 K, 0.1013 MPa) (J/kg K)
Specific heat at constant volume 0.01009 0.000717
(293 K, 0.1013 MPa) (J/kg K)
Density (293 K, 0.1013 MPa) (kg/m3) 0.08988 1.1691
Diffusion coefficient 2.0 0.61
(293 K, 0.1013 Mpa) (cm2/s)
13792 i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y 3 9 ( 2 0 1 4 ) 1 3 7 8 7 e1 3 7 9 2
However, there are some points deviating from the others
from Fig. 4(a) and (b). It is due to the cycle fluctuations of the
tested engine from Refs. [9,15]. From Table 1 and Ref. [15], the
tested engine combustion knock is the light knock. Combus-
tion instabilities in this case lead to fluctuations in heat
released while hydrogen is combusted, consequently, this
releasing heat produces pressure waves. These pressures
waves will contribute to the compression stoke. Then the
values of the polytropic coefficient will fluctuate like Fig. 4(a)
and (b).
Conclusion
The polytropic coefficient is a useful parameter to study the
heat transfer in a reciprocating internal combustion engine
because its variation can reflect the characteristics of the heat
transfer. This article obtained its instantaneous values from
the pressure and volume data, which were measured as
functions of time or crank angle. Through studying the poly-
tropic coefficient characteristics with the variation of engine
speed from 1000 rpm to 5000 rpm and the equivalence ratio
from 0.21 to 0.55, the following conclusions can be got:
1. The polytropic coefficient showed a very interesting trend,
which value increased with the engine speed increase from
1000 rpm to 4000 rpm and decreased at 5000 rpm when the
equivalence ratio is 0.21 and 0.55. The increment of poly-
tropic coefficient is around 0.04. This characteristic can be
used to get more accurate calculation results of the heat
release rate.
2. The polytropic coefficient decreases with the increase of
equivalence ratio from 0.21 to 0.55 and the biggest fluctu-
ation is around 0.013 when the engine speed is 4500 rpm
and 1500 rpm. The characteristic can be used for the
calculation of heat release rate, for example, the polytropic
coefficient adjusting value <0.014 can be accepted at same
engine speed.
3. The polytropic coefficient values of hydrogen internal
combustion engine varying from 1.28 to 1.35 is smaller
than the gasoline varying from 1.32 to 1.4. And the rising
period of the polytropic coefficient possessed a longer
crank angle with the more hydrogen proportion in the
mixture and the higher engine speed. The conclusion
suggested many parameters of hydrogen internal com-
bustion engine should be restudied such as the ignition
delay period, the combustion duration, compression stroke
end point and so on.
4. From the previous analysis, the gas properties have an
important effect on the heat transfer of hydrogen internal
combustion engine. So it is necessary to take into the gas
properties for the heat transfer model of the hydrogen in-
ternal combustion engine.
View publication stats
Acknowledgments
The financial support of the National Natural Science Foun-
dation of China (NSFC 51276019), the National High-Tech
Research and Development Plan (863 2006AA11A1B6) is
greatly acknowledged. And the authors would like to express
their sincere gratitude to Shang-yong Wang of Beijing Insti-
tute of Technology for providing language assistance and
proofreading.
references
[1] Huyskens P, Van Oost S, Goemaere PJ, Bertels K, Pecqueur M.
The technical implementation of a retrofit hydrogen PFI
system on a passenger car. SAE Tech Paper; 2011. No 2011-
01-2004.
[2] Hong Munan, Zhang Jianyong, Li Xihao, Ouyang Minggao.
Effect of injection timing on backfire of port injection
hydrogen engine. SAE Tech Paper; 2008. No 2008-01-1788.
[3] Yao F, Jia Y, Mao ZQ. The cost analysis of hydrogen life cycle
in China. Int J Hydrogen Energy 2010;35(7):2727e31.
[4] Sun Bai-gang, Zhang Dong-sheng, Liu Fu-shui. A new
equation of state for hydrogen gas. Int J Hydrogen Energy
2012;37:932e5.
[5] Brunt MFJ, Rai H, Emtage AL. The calculation of heat release
energy from engine cylinder pressure data. SAE Tech Paper;
1998. No 981052.
[6] Wei-dao Shen, Jun-geng Tong. Engineering thermodynamics.
4th ed. China: Higher Education Press; 2007.
[7] Lee Kangyoon, Kwon Minsu, Sunwoo Myoungho. An in-
cylinder pressure referencing method based on a variable
polytropic coefficient. SAE Technical Paper; 2007. No 2007-01-
3535.
[8] Lapuerta Magin, Armas Octavio, Molina Santiago. Study of
the compression cycle of a reciprocating engine through the
polytropic coefficient. Appl Therm Eng 2003;23:313e23.
[9] Sun Bai-gang, Zhang Dong-sheng, Liu Fu-shui. Cycle
variations in a hydrogen internal combustion engine. Int J
Hydrogen Energy 2013;38:3778e83.
[10] Woschni G. A universally applicable equation for the
instantaneous heat transfer coefficient in the internal
combustion engine. SAE Tech Paper; 1967. No 670931.
[11] Shehata MS. Cylinder pressure, performance parameters,
heat release, specific heats ratio and duration of combustion
for spark ignition engine. Energy 2010;35:4710e25.
[12] Borgnakke C, Arpaci VS, Tabaczynski RJ. A model for the
instantaneous heat transfer and turbulence in a spark
ignition engine. SAE World Congress, 8 00287; 1980.
[13] Mathur S, Tondon O, Saxena S. Thermal conductivity of
binary, ternary and quaternary mixtures of rare gases. Mol
Phys 1967;11:569e79.
[14] Gordon S, McBride BJ. Computer program for calculation of
complex chemical equilibrium compositions and
applications. NASA reference publication; 1994. 1311.
[15] Szwaja Stanislaw, Naber Jeffrey D. Dual nature of hydrogen
combustion knock. Int J Hydrogen Energy 2013;38:12489e96.