Streszczenie: The advancement of contemporary internal combustion engine technologies necessitates not only design
enhancements but also the exploration of alternative fuels or fuel catalysts. These endeavors are integral to curbing the emission
of hazardous substances in exhaust gases. Most contemporary catalyst additives are of complex chemical origins, introduced into
the fuel during the fuel preparation stage. Nonetheless, none of these additives yield a significant reduction in fuel consumption.
The research endeavors to develop the fuel system of a primary marine diesel engine to facilitate the incorporation of pure
hydrogen additives into diesel fuel. Notably, this study introduces a pioneering approach, employing compressed gaseous
hydrogen up to 5 MPa as an additive to the principal diesel fuel. This method obviates the need for extensive modifications to
the ship's engine fuel equipment and is adaptable to modern marine power plants. With the introduction of modest quantities of
hydrogen into the primary fuel, observable shifts in the behavior of the fuel equipment become apparent, aligning with the
calculations outlined in the methodology. The innovative outcomes of the experimental study affirm that the mass consumption
of hydrogen is contingent upon the hydrogen supply pressure, the fuel equipment's settings, and the structural attributes of the
fuel delivery system. The modulation of engine load exerts a particularly pronounced influence on the mass admixture of
hydrogen. The proportion of mass addition of hydrogen in relation to the pressure of supply (ranging from 4-12 MPa) adheres
to a geometric progression (within the range of 0.04-0.1%). The application of this technology allows for a reduction in the
specific fuel consumption of the engine by 2-5%, contingent upon the type of fuel system in use, and concurrently permits an
augmentation in engine power by up to 5%. The resultant economic benefits are estimated at 1.5-4.2% of the total fuel expenses.
This technology is applicable across marine, automotive, tractor, and stationary diesel engines. Its implementation necessitates
no intricate modifications to the engine's design, and its utilization demands no specialized skills. It is worth noting that, in
addition to hydrogen, other combustible gases can be employed.
Abstract: The advancement of contemporary internal combustion engine technologies necessitates not only design
enhancements but also the exploration of alternative fuels or fuel catalysts. These endeavors are integral to curbing the emission
of hazardous substances in exhaust gases. Most contemporary catalyst additives are of complex chemical origins, introduced into
the fuel during the fuel preparation stage. Nonetheless, none of these additives yield a significant reduction in fuel consumption.
The research endeavors to develop the fuel system of a primary marine diesel engine to facilitate the incorporation of pure
hydrogen additives into diesel fuel. Notably, this study introduces a pioneering approach, employing compressed gaseous
hydrogen up to 5 MPa as an additive to the principal diesel fuel. This method obviates the need for extensive modifications to
the ship's engine fuel equipment and is adaptable to modern marine power plants. With the introduction of modest quantities of
hydrogen into the primary fuel, observable shifts in the behavior of the fuel equipment become apparent, aligning with the
calculations outlined in the methodology. The innovative outcomes of the experimental study affirm that the mass consumption
of hydrogen is contingent upon the hydrogen supply pressure, the fuel equipment's settings, and the structural attributes of the
fuel delivery system. The modulation of engine load exerts a particularly pronounced influence on the mass admixture of
hydrogen. The proportion of mass addition of hydrogen in relation to the pressure of supply (ranging from 4-12 MPa) adheres
to a geometric progression (within the range of 0.04-0.1%). The application of this technology allows for a reduction in the
specific fuel consumption of the engine by 2-5%, contingent upon the type of fuel system in use, and concurrently permits an
augmentation in engine power by up to 5%. The resultant economic benefits are estimated at 1.5-4.2% of the total fuel expenses.
This technology is applicable across marine, automotive, tractor, and stationary diesel engines. Its implementation necessitates
no intricate modifications to the engine's design, and its utilization demands no specialized skills. It is worth noting that, in
addition to hydrogen, other combustible gases can be employed.
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