Search Results (14)

Underground Gas Storage (UGS) is transitioning from traditional fossil fuel peak-shaving facilities into comprehensive hubs for Terawatt-hour-scale Terawatt-hour (TWh) scale renewable energy storage. The unique physicochemical properties of diverse fluids, such as the negative Joule–Thomson coefficient of hydrogen (−0.03 K/bar), present complex engineering adaptability challenges. Since existing studies primarily focus on single mechanisms or specific geological types, this review integrates a unified engineering framework to evaluate the repurposing potential and retrofitting requirements of existing oil and gas assets. By compiling a property benchmarking matrix for methane, carbon dioxide, and hydrogen, the storage adaptability of various geological formations is summarized. Salt caverns exhibit strong adaptability to highly diffusive and reactive fluids due to their high salinity (exceeding 150 g/L) and mechanical stability, whereas porous media offer massive capacity (more than 10 times) but require overcoming severe biogeochemical obstacles. Based on thermo–hydro–mechanical–chemical–biological (THMCB) coupling mechanisms, an integrity evaluation system for artificial wellbore and natural geological barriers is systematically reviewed. Critical risks, including fatigue failure under high-frequency cyclic loading, material degradation, gas leakage, and indirect Global Warming Potential (GWP), are elucidated. A future evolution route integrating physical, digital, and policy dimensions is outlined. This roadmap emphasizes Hydrogen-Enriched Compressed Natural Gas (HCNG)synergistic storage, dynamic risk control utilizing digital twins and Artificial Intelligence (AI), and standardized Life Cycle Assessment mechanisms (LCA), providing a scientific basis for the sustainable transition of UGS facilities. Full article

The transportation sector, a major source of urban air pollution and CO₂ emissions, is the focus of extensive research aimed at developing cleaner and more efficient technologies. In this context, hydrogen–methane blends (HCNG) represent a promising alternative fuel, combining the zero-carbon combustion potential of hydrogen with the availability and cleaner profile of methane. This solution can be implemented in existing internal combustion engines, enabling a technically and economically feasible transition toward more sustainable mobility. This work investigates the use of an HCNG blend in a bus originally powered by natural gas, focusing on pollutant emissions under real driving conditions representative of typical urban operation. Measurements were performed using a Portable Emission Measurement System installed on-board. Two test campaigns were carried out: the first using methane, and the second using an HCNG blend (15% H₂, 85% CH₄ by volume), over identical urban and extra-urban routes with varying drivers and traffic conditions. Results show a reduction in CO₂ emissions with HCNG, along with a more significant decrease in CO, HC, and PN emissions, while NOx exhibited a slight increase due to unchanged engine calibration. The analysis also includes the RPA index, which is related to fuel energy release characteristics, indicating improved vehicle responsiveness and torque delivery with HCNG. Full article

Internal combustion engines fueled by fossil fuels are major contributors to greenhouse gas (GHG) emissions. This study analyzes and predicts GHG emissions from hydrogen-enriched compressed natural gas (HCNG)-fueled spark-ignition (SI) engines. Experiments were conducted under stoichiometric conditions, and emissions before and after the three-way catalytic converter (TWC) were analyzed by varying hydrogen fraction (0–50%), EGR ratio (0–23%), engine speed (900 rpm–1500 rpm), engine load (25–75%), and spark timing (8–49 °CA bTDC). Before the TWC, increasing the hydrogen fraction from HCNG0% to HCNG40% at 1500 rpm, 50% load, and 23% EGR reduced total GHG emissions from 184.3 to 65.17 g/kWh. Similarly, for HCNG20% at 900 rpm and 30% load, the TWC reduced the CO₂-equivalent emissions of CO, CH₄, and NOx from 18.531, 8.149, and 9.057 g${\mathrm{C}\mathrm{O}}_{2eq}$/kWh to 7.013, 1.626, and 0.429 g${\mathrm{C}\mathrm{O}}_{2eq}$/kWh, respectively. Pearson correlation analysis revealed strong linear relationships between operating parameters and GHG emissions. Furthermore, emissions were predicted using four Gaussian process regression (GPR) models: Squared, Exponential, Matern 5/2, and Rational. Among these, the Exponential GPR demonstrated the highest predictive accuracy, achieving RMSE values of 0.098, 0.022, and 0.035, with corresponding R² values of 0.999, 0.807, and 0.996 for CO, CH₄, and NOx, respectively. The findings of this study offer valuable insights into GHG emissions and support the development of cleaner, more efficient HCNG engines. Full article

Hydrogen-enriched compressed natural gas (HCNG) is a promising transitional fuel for residential-scale distributed power, yet its impacts on direct-combustion thermoelectric generator (TEG) systems remain insufficiently quantified. In this study, a micro-scale TEG integrated with a commercially available self-aspirating household burner was experimentally investigated under thermal inputs of 700–2500 W and hydrogen blending ratios of 0–20 vol%, using open-loop water cooling to maximize heat rejection. The hot- and cold-side temperatures exhibited negligible variation with a hydrogen addition, and the maximum electrical output was essentially preserved across all blending ratios; at 2500 W the system delivered 75.8 W with a system efficiency of 3.03%. In contrast, hydrogen blending substantially reduced pollutant emissions: at 2500 W, CO decreased from 52.7 to 1 mg/m³ and CO₂ from 6.73% to 5.36% as the hydrogen fraction increased from 0 to 20 vol%. Meanwhile, combustion stability improved, indicated by a reduced coefficient of variation (0.77% → 0.49%). These results demonstrate that up to 20 vol% hydrogen blending can achieve significant emissions mitigation without compromising TEG power performance, supporting HCNG-fueled TEGs as a practical option for residential backup power. Full article

Hydrogen, an emerging low-carbon energy carrier, is pivotal for high-penetration renewable energy and integrated energy systems, yet the coupling of hydrogen with electricity and gas for hydrogen production and enriched compression-integrated systems remains a key issue for energy transition. This study establishes the architecture and analyzes the energy flow of an urban hydrogen production and enriched compressing-integrated energy system, as well as models its hydrogen production-enriched compressing, power, and hydrogen-enriched compressed natural gas subsystems based on water electrolysis, hydrogen storage, hydrogen fuel cells (HFCs), and hydrogen-enriched compressed natural gas (HCNG) technology, and develops a low-carbon optimal scheduling model with demand response to minimize intraday economic dispatch costs. Scenario comparisons verify the model’s effectiveness, showing that the system boosts wind-solar utilization by 6.81% and cuts carbon emissions by 1.89%. Full article

This study explores the potential role of hydrogen in decarbonizing the transport sector in Uzbekistan by examining different aspects of the country’s energy system and transport final use. In road transport, Uzbekistan has already gained experience with the use of alternative fuels through the “Compressed Natural Gas—Mobility” initiatives and has achieved a fleet coverage of 59%. These existing frameworks and knowledge can ease the integration of hydrogen into road transport. The rail sector also has the potential for hydrogen uptake, considering that 47% of rail lines are not electrified. The results of this study indicate that powering all CNG vehicles with a 10% hydrogen blend (HCNG) could reduce road transport emissions by 0.62 MtCO₂eq per year, while replacing diesel trucks with hydrogen-based vehicles could contribute to an additional reduction of up to 0.32 MtCO₂eq per year. In rail transport, hydrogen-powered trains could reduce emissions in non-electrified lines by up to 0.1 kgCO₂eq/km of journey. In assessing the potential infrastructure for hydrogen logistics, this study also identifies opportunities for hydrogen export by repurposing the existing natural gas infrastructure. Focusing on Uzbekistan, this study provides a regional perspective on the potential for the integration of hydrogen into the transport sector in Central Asia. Full article

This paper presents a theoretical analysis of the selected properties of HCNG fuel calculations and a literature review of the other fuels that allow the storage of ecologically produced hydrogen. Hydrogen has the most significant CO₂ reduction potential of all known fuels. However, its transmission in pure form is still problematic, and its use as a component of fuels modified by it has now become an issue of interest for researchers. Many types of hydrogen-enriched fuels have been invented. However, this article will describe the reasons why HCNG may be the hydrogen-enriched fuel of the future and why internal combustion (IC) piston engines working on two types of fuel could be the future method of using it. CO₂ emissions are currently a serious problem in protecting the Earth’s natural climate. However, secondarily, power grid stabilization with a large share of electricity production from renewable energy sources must be stabilized with very flexible sources—as flexible as multi-fuel IC engines. Their use is becoming an essential element of the electricity power systems of Western countries, and there is a chance to use fuels with zero or close to zero CO₂ emissions, like e-fuels and HCNG. Dual-fuel engines have become an effective way of using these types of fuels efficiently; therefore, in this article, the parameters of hydrogen-enriched fuel selected in terms of relevance to the use of IC engines are considered. Inaccuracies found in the literature analysis are discussed, and the essential properties of HCNG and its advantages over other hydrogen-rich fuels are summarized in terms of its use in dual-fuel (DF) IC engines. Full article

Anaerobic digestion (AD) is an environmentally friendly process for recovering low-carbon energy from the breakdown of organic substrates. In recent years, AD has undergone a major paradigm shift, and now the technology is not only considered as a “waste treatment” method and is instead viewed as a key enabler of the future “circular economy” with its potential for resource recovery (low-carbon energy, safe water, and nutrients). Currently, waste-derived biogas from AD is the most affordable and scalable source of renewable energy. Biomethane (upgraded biogas) can serve as a significant renewable and dispatchable energy source for combating the problem of global warming. Acidogenesis, an intermediate step of AD, can produce molecular hydrogen (H₂) along with green chemicals/platform chemicals. The use of low-carbon hydrogen as a clean energy source is on the rise throughout the world, and is currently considered a potential alternative energy source that can contribute to the transition to a carbon-neutral future. In order to determine the future trade routes for hydrogen, nations are developing hydrogen policies, and various agreements. Hydrogen produced by biological routes has been found to be suitable due to its potential as a green energy source that is carbon neutral for the developing “Hydrogen Economy”. Recently, hydrogen blended with methane to a specific proportion and known as biohythane/hydrogen-enriched compressed natural gas (HCNG) has emerged as a promising clean fuel that can substantially contribute to an integrated net-zero energy system. This review provides an overview of the current state of fermentative hydrogen and methane production from biogenic waste/wastewater in a biorefinery approach and its utilization in the context of energy transition. The limitations and economic viability of the process, which are crucial challenges associated with biohydrogen/biomethane production, are discussed, along with its utilization. Full article

The number of injector holes and the fuel-injection pressure in an internal combustion engine can affect engine performance and exhaust emissions. Conversion of a port-injection gasoline engine to an HCNG direct-injection engine improves engine performance and exhaust emissions. In addition, increasing the injection pressure helps to increase engine performance. In this study, AVL Fire software was used to perform simulation by certain adjustments. The injection pressure was applied in mods of 15, 20, and 25 bars, the injector holes numbers were 3 and 6, the compression ratio changed from 10:1 to 14:1, and the amount of hydrogen enrichment to natural gas was in mods of 10%, 20%, 30%, and 40%. This paper discusses the items above with regard to power, torque, combustion chamber pressure, fuel conversion efficiency, and exhaust emissions. The result determined that increasing the number of injector holes improves the performance engine and reduces CO emission so that the contour plots confirmed the balanced distribution of temperature and pressure. According to obtained results, maximum engine performance improved from 2.5% to 5% at different speeds and 30% added hydrogen, 25 bar injection pressure, and 6-hole injectors. The amount of CO decreased by approximately 30%, and NOx increased by about 10%. Full article

As renewable energy sources are spreading, the problems of energy usage, transport and storage arise more frequently. In order that the performance of energy producing units from renewable sources, which have a relatively low efficiency, should not be decreased further, and to promote sustainable energy consumption solutions, a living lab conception was elaborated in this project. At the pilot site, the produced energy (by PV panels, gas turbines/engines) is stored in numerous ways, including hydrogen production. The following uses of hydrogen are explored: (i) feeding it into the national natural gas network; (ii) selling it at a H-CNG (compressed natural gas) filling station; (iii) using it in fuel cells to produce electricity. This article introduces the overall implementation plan, which can serve as a model for the hybrid energy communities to be established in the future. Full article

This article discusses the problems of exhaust gas emissions in the context of the possibility of their reduction through the use of fuels with hydrogen as an additive or hydrotreatment. These fuels, thanks to their properties, may be a suitable response to more and more demanding restrictions on exhaust emissions. The use of such fuels in reactivity controlled dual fuel engines (RCCI) is currently the most effective way of using them in internal combustion (IC) engines. Low-temperature combustion in this type of engine allows the use of all modern fuels intended for combustion engines with high thermal efficiency. Thermal efficiency higher than in classic engines allows for additional reduction of CO₂ emissions. In this work, the research on this subject was compiled, and conclusions were drawn as to further possibilities of popularizing the use of these fuels in a wide spectrum of applications and the prospect of using them on a mass scale. Full article

Hydrogen-based engines are progressively becoming more important with the increasing utilization of hydrogen and layouts (e.g., onboard reforming systems) in internal combustion engines. To investigate the possibility of HICE (hydrogen fueled internal combustion engine), such as an engine with an onboard reforming system, which is introduced as recent technologies, various operating areas and parameters should be considered to obtain feasible hydrogen contents itself. In this study, a virtual hydrogen-added compressed natural gas (HCNG) model is built from a modified 11-L CNG (Compressed Natural Gas) engine, and a response surface model is derived through a parametric study via the Latin hypercube sampling method. Based on the results, performance and emission trends relative to hydrogen in the HCNG engine system are suggested. The operating conditions are 1000, 1300, and 1500 rpm under full load. For the Latin hypercube sampling method, the dominant variables include spark timing, excess air ratio (i.e., λ_CH4+H2), and H₂ addition. Under target operating conditions of 1000, 1300, and 1500 rpm, the addition of 6–10% hydrogen enables the virtual HCNG engine to reach similar levels of torque and BSFC (brake specific fuel consumption) compared to same lambda condition of λ_CH4. For the relatively low 1000 rpm speed under conditions similar to those of the base engine, NOx formation is greater than base engine condition, while a similar NOx level can be maintained under the middle speed range (1300 and 1500 rpm) despite hydrogen addition. Upon addition of 6–10% hydrogen under the middle speed operation range, the target engine achieves performance and emission similar to those of the base engine. Full article

This article is a report on a simulation based on Computational Fluid Dynamics (CFD) and an empirical investigation of in-cylinder flow characteristics, In addition, it assesses the performance and emission levels of a commercial-spark ignited engine running on a CNG and Hydrogen blend in different ratios. The main objective was to determine the optimum hydrogen ratio that would yield the best brake torque and release the least polluting gases. The in-cylinder flow velocity and turbulence aspects were investigated during the intake stroke in order to analyze the intake flow behavior. To reach this goal, a 3D CFD code was adopted. For various engine speeds were investigated for gasoline, CNG and hydrogen and CNG blend (HCNG) fueled engines via external mixtures. The variation of brake torque (BT), NO_X and CO emissions. A series of tests were conducted on the engine within the speed range of 1000 to 5000 rpm. For this purpose, a commercial Hyundai Sonata S.I engine was modified to operate with a blend of CNG and Hydrogen in different ratios. The experiments attempted to determine the optimum allowable hydrogen ratio with CNG for normal engine operation. The engine performance and the emission levels were also analyzed. At the engine speed of 4200 rpm, the results revealed that beyond a ratio of 50% of the volume of hydrogen added to CNG a backfire phenomenon appeared. Below this ratio (0~40%) of the hydrogen volume, the CNG and Hydrogen blend seemed to be beneficial for the engine performance and for curtailing the emission level. However, at low engine speeds, the NO_X concentration increased simultaneously with hydrogen content. In contrast, at high engine speeds, the NO_X concentration decreased to its lowest level compared to that reached with gasoline as a running fuel. The concentration levels of HC, CO₂, and CO decreased with the increase of hydrogen percentage. Full article

Several studies have aimed to convert diesel engines to dual- or tri-fuel engines to improve their fuel economy and reduce the emissions from diesel engine, however, most of these studies do not consider enhancing the homogeneity of fuel mixtures inside the engine and accurately controlling the air fuel ratio. In this study, a new air-fuel mixer was designed, manufactured and tested. The proposed air-gaseous fuel mixer design was conceived to be suitable for mixing air with compressed natural gas (CNG) and a blend of hydrogen and compressed natural gas (HCNG) that gives homogenous mixtures with high uniformity index and also to be easily connected with an Electronic Control Unit (ECU) for controlling accurately the air-gaseous fuel ratio for different engine speeds. For optimizing the homogeneity inside the new mixer, fourteen different mixer models were created to investigate the effects of diameter, location, and the number of holes inside the mixer on the homogeneity and distribution of the mixtures. Computational fluid dynamics analysis software was used to check the flow behavior, distribution and homogeneity of mixtures inside the new mixer models. The simulation results revealed that the best uniformity index (UI) values are obtained in model 7 where the UI values are 0.939 and 0.937, respectively, for an air fuel ratio for a blend of hydrogen and compressed natural gas (AFRHCNG) = 51.31 and the air fuel ratio for compressed natural gas (AFRCNG) = 34.15. According to the numerical and experimental results for the new mixer (model 7) under different engine speeds (1000–4000) and air-CNG ratio of 34.15, a meaningful agreement is reached between the experimental and numerical values for AFRCNG (coefficient of determination (R²) = 0.96 and coefficient of variation (CoV) = 0.001494). Full article