Person:
Sáinz Casas, David

Profile Picture

Email Address

person.page.identifierURI

https://academica-e.unavarra.es/handle/2454/49942

Birth Date

Research Projects

Organizational Units

Job Title

Last Name

Sáinz Casas

First Name

David

person.page.departamento

Ingeniería Mecánica, Energética y de Materiales

person.page.instituteName

ORCID

person.page.upna

7835

Name

Filters

2011 - 20122
Reset filters

Settings

Subject: Pollutant emissions ×

Search Results

Now showing 1 - 2 of 2
  • Thumbnail Image
    PublicationOpen Access
    Conversion of a gasoline engine-generator set to a bi-fuel (hydrogen/gasoline) electronic fuel-injected power unit
    (Elsevier, 2011) Sáinz Casas, David; Diéguez Elizondo, Pedro; Urroz Unzueta, José Carlos; Sopena Serna, Carlos; Guelbenzu Michelena, Eugenio; Pérez Ezcurdia, Amaya; Benito Amurrio, Marta; Marcelino Sádaba, Sara; Arzamendi, G.; Gandía Pascual, Luis; Ingeniería; Ingeniaritza
    The modifications performed to convert a gasoline carbureted engine-generator set to a bi-fuel (hydrogen/gasoline) electronic fuel-injected power unit are described. Main changes affected the gasoline and gas injectors, the injector seats on the existing inlet manifold, camshaft and crankshaft wheels with their corresponding Hall sensors, throttle position and oil temperature sensors as well as the electronic management unit. When working on gasoline, the engine-generator set was able to provide up to 8 kW of continuous electric power (10 kW peak power), whereas working on hydrogen it provided up to 5 kW of electric power at an engine speed of 3000 rpm. The air-to-fuel equivalence ratio (λ) was adjusted to stoichiometric (λ = 1) for gasoline. In contrast, when using hydrogen the engine worked ultra-lean (λ = 3) in the absence of connected electric load and richer as the load increased. Comparisons of the fuel consumptions and pollutant emissions running on gasoline and hydrogen were performed at the same engine speed and electric loads between 1 and 5 kW. The specific fuel consumption was much lower with the engine running on hydrogen than on gasoline. At 5 kW of load up to 26% of thermal efficiency was reached with hydrogen whereas only 20% was achieved with the engine running on gasoline. Regarding the NOx emissions, they were low, of the order of 30 ppm for loads below 4 kW for the engine-generator set working on hydrogen. The bi-fuel engine is very reliable and the required modifications can be performed without excessive difficulties thus allowing taking advantage of the well-established existing fabrication processes of internal combustion engines looking to speed up the implementation of the energetic uses of hydrogen.
  • Thumbnail Image
    PublicationOpen Access
    Conversion of a commercial gasoline vehicle to run bi-fuel (hydrogen-gasoline)
    (Elsevier, 2012) Sáinz Casas, David; Diéguez Elizondo, Pedro; Sopena Serna, Carlos; Urroz Unzueta, José Carlos; Gandía Pascual, Luis; Ingeniería; Ingeniaritza
    Bi-fuel internal combustion engine vehicles allowing the operation with gasoline or diesel and hydrogen have great potential for speeding up the introduction of hydrogen in the transport sector. This would also contribute to alleviate the problem of urban air pollution. In this work, the modifications carried out to convert a Volkswagen Polo 1.4 into a bi-fuel (hydrogen-gasoline) car are described. Changes included the incorporation of a storage system based on compressed hydrogen, a machined intake manifold with a low-pressure accumulator where the hydrogen injectors were assembled, a new electronic control unit managing operation on hydrogen and an electrical junction box to control the change from a fuel to another. Change of fuel is very simple and does not require stopping the car. Road tests with hydrogen fuel gave a maximum speed of 125 km/h and an estimated consumption of 1 kg of hydrogen per 100 km at an average speed of 90 km/h. Vehicle conversion to bi-fuel operation is technically feasible and cheap.