What does this research mean for the field?

A staged multi-fuel combustion strategy using independently controlled CIME, ethanol, and hydrogen avoids premixed fuel phase instability and optimizes the efficiency-emission trade-off in compression ignition engines, achieving peak thermo-performance at a 20 L/min hydrogen induction rate. Novelty: ClaimNovelty.INCREMENTAL. Consensus alignment: ConsensusAlignment.NEUTRAL.

What question did this study set out to answer?

To evaluate a decoupled, staged fueling strategy using biodiesel, ethanol, and hydrogen in a compression ignition engine to resolve efficiency and emission trade-offs without fuel-blending phase instability.

September 14, 2026International Journal of Hydrogen EnergyOpen Access

Decoupled multi-fuel combustion control in CI engines: A staged hydrogen-assisted framework for resolving emission-efficiency trade-offs

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Authors

DCDhavamani Chinnathambi MGMohan Govindasamy MEManikandan Ezhumalai

Discussion

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Overview

Experimental study reveals improved thermal efficiency with staged hydrogen induction in a compression ignition engine, highlighting a viable multi-fuel strategy to balance emissions.

Key Points

To evaluate a decoupled, staged fueling strategy using biodiesel, ethanol, and hydrogen in a compression ignition engine to resolve efficiency and emission trade-offs without fuel-blending phase instability.
Tested a single-cylinder direct-injection compression ignition engine operated at 1500 rpm using in-cylinder direct injection of B20 CIME biodiesel.
Supplied ethanol (5–20% baseline fractions) via dedicated port injection and introduced hydrogen (5–25 L/min) into B20E10 through intake manifold induction.
Conducted multi-parameter desirability optimization across engine loads evaluating brake thermal efficiency, brake-specific fuel consumption, CO, HC, NOx, and smoke emissions.
Hydrogen accounted for 5.65% to 64.64% of total fuel energy across the load matrix, contributing 24.34% at full load (BMEP = 6.29 bar) with 20 L/min flow.
At full load and 20 L/min hydrogen enrichment, peak cylinder pressure reached 105.3 bar, peak heat-release rate reached 125 J/deg, and brake thermal efficiency reached 35.2%, while NOx rose to 1100 ppm.
Desirability analysis established 20 L/min hydrogen induction as the optimal thermo-performance operating point, whereas 25 L/min represented a conditional compromise driven by NOx constraints.

Cite This Study

Chinnathambi et al. (2026) studied this question.

synapsesocial.com/papers/6aa7b3580926e14a848b22ae https://doi.org/10.1016/j.ijhydene.2026.157474

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September 14, 2026International Journal of Hydrogen EnergyOpen Access

Decoupled multi-fuel combustion control in CI engines: A staged hydrogen-assisted framework for resolving emission-efficiency trade-offs

View Full Paper

Ask AI

Bookmark

Authors

DCDhavamani Chinnathambi MGMohan Govindasamy MEManikandan Ezhumalai

Discussion

Member takes

Overview

Experimental study reveals improved thermal efficiency with staged hydrogen induction in a compression ignition engine, highlighting a viable multi-fuel strategy to balance emissions.

Key Points

To evaluate a decoupled, staged fueling strategy using biodiesel, ethanol, and hydrogen in a compression ignition engine to resolve efficiency and emission trade-offs without fuel-blending phase instability.
Tested a single-cylinder direct-injection compression ignition engine operated at 1500 rpm using in-cylinder direct injection of B20 CIME biodiesel.
Supplied ethanol (5–20% baseline fractions) via dedicated port injection and introduced hydrogen (5–25 L/min) into B20E10 through intake manifold induction.
Conducted multi-parameter desirability optimization across engine loads evaluating brake thermal efficiency, brake-specific fuel consumption, CO, HC, NOx, and smoke emissions.
Hydrogen accounted for 5.65% to 64.64% of total fuel energy across the load matrix, contributing 24.34% at full load (BMEP = 6.29 bar) with 20 L/min flow.
At full load and 20 L/min hydrogen enrichment, peak cylinder pressure reached 105.3 bar, peak heat-release rate reached 125 J/deg, and brake thermal efficiency reached 35.2%, while NOx rose to 1100 ppm.
Desirability analysis established 20 L/min hydrogen induction as the optimal thermo-performance operating point, whereas 25 L/min represented a conditional compromise driven by NOx constraints.

Cite This Study

Chinnathambi et al. (2026) studied this question.

synapsesocial.com/papers/6aa7b3580926e14a848b22ae https://doi.org/10.1016/j.ijhydene.2026.157474

View Full Paper

Ask AI

Bookmark