An experimental study of the dual-fuel performance of a small compression ignition diesel engine operating with three gaseous fuels

Stewart, Jill; Clarke, A.G.; Chen, Rui

doi:10.1243/09544070jauto458

Cited by 41 publications

(21 citation statements)

References 7 publications

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“…NO X is strongly dependent on local temperatures so most NO X is expected to form in the region around the pilot spray where high temperatures exist and the equivalence ratio is close to stoichiometric [17]. Earlier and faster combustion events increase the duration for which in-cylinder conditions are suitable for NO X formation [18].…”

Section: Introductionmentioning

confidence: 99%

Natural gas fueled compression ignition engine performance and emissions maps with diesel and RME pilot fuels

et al. 2014

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h i g h l i g h t sCompression ignition engine fueled with manifold injected natural gas. Engine operated under dual fueling mode with diesel and RME examined as pilot fuels. Emissions maps presented for specific emissions of CO 2 , HC and NO X . Novel method of presentation for the comparison of data collected from dual fueled CI engine. Engine efficiency for a dual fueled engine examined across entire range of operation. a r t i c l e i n f o Keywords: Contours Performance maps Natural gas Diesel RME Combustion a b s t r a c t When natural gas is port/manifold injected into a compression ignition engine, the mixture of air and the natural gas is compressed during the compression stroke of the engine. Due to the difference in the values of specific heat capacity ratio between air and natural gas, the temperature and pressure at the time of pilot fuel injection are different when compared to a case where only air is compressed. Also, the presence of natural gas affects the peak in-cylinder (adiabatic flame) temperature. This significantly affects the performance as well as emissions characteristics of natural gas based dual fueling in CI engine. Natural gas has been extensively tested in a single cylinder compression ignition engine to obtain performance and emissions maps.Two pilot fuels, diesel and RME, have been used to pilot natural gas combustion. The performance of the two liquid fuels used as pilots has also been assessed and compared. Tests were conducted at 48 different operating conditions (six different speeds and eight different power output conditions for each speed) for single fueling cases. Both the diesel and RME based single fueling cases were used as baselines to compare the natural gas based dual fueling where data was collected at 36 operating conditions (six different speeds and six different power output conditions for each speed). Performance and emissions characteristics were mapped on speed vs brake power plots. The thermal efficiency values of the natural gas dual fueling were lower when compared to the respective pilot fuel based single fueling apart from the highest powers. The effect of engine speed on volumetric efficiency in case of the natural gas based dual fueling was significantly different from what was observed with the single fueling. Contours of specific NO X for diesel and RME based single fueling differ significantly when these fuels were used to pilot natural gas combustion. For both of the single fueling cases, maximum specific NO X were centered at the intersection of medium speeds and medium powers and they decrease in all directions from this region of maximum values. On the other hand, an opposite trend was observed with dual fueling cases where minimum specific NO X were observed at the center of the map and they increase in all direction from this region of minimum NO X . RME piloted specific NO X at the highest speeds were the only exception to this trend. Higher specific HC and lower specific CO 2 emissions were observed in case of natural gas based dual fueling...

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Section: Introductionmentioning

confidence: 99%

Natural gas fueled compression ignition engine performance and emissions maps with diesel and RME pilot fuels

et al. 2014

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“…An injector driver circuit was built and used to control the opening and closing of the injector valve by which we were able to control the injection timing and injection duration which was built into a lab VIEW program. In order to study a single fuel spray, different researchers modified their injectors from different numbers of holes to study a single-hole nozzle [3]- [5], [9]. D. A. Kennaird et al [17] in their study of multi-hole and single hole injectors spray penetration characteristics found that, single-hole injector was valid to characterize spray.…”

Section: A Experimental Test Rigmentioning

confidence: 99%

“…This kind of operating condition produces a none-uniform mixture distribution of the natural gas inside the engine. In addition, this system does not favor the two-stroke engine due to the escape of some of the natural gas fuel into the exhaust [3]. The second method of using natural gas in diesel engines is the direct injection of natural gas near to the diesel fuel spray into the combustion chamber [4].…”

Section: Introductionmentioning

confidence: 99%

Spray Characteristics and Wall Impingement of Diesel-CNG Dual Fuel Jet Using Schlieren Imaging Technique

Ismael¹,

Heikal²,

Bahroom³

2015

IJMMM

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.my).the natural gas inside the engine. In addition, this system does not favor the two-stroke engine due to the escape of some of the natural gas fuel into the exhaust [3]. The second method of using natural gas in diesel engines is the direct injection of natural gas near to the diesel fuel spray into the combustion chamber [4]. Thus a full stratification of the fuel-air mixture can be obtained with good flammability over the entire load range.Recently, successful operation has been demonstrated by applying this method using a prototype co-injector [5], resulting in diesel-gas two phase mixtures which were then injected into the chamber. The authors recommended that the jet penetration should be imaged and characterized to further understand the complex two-phase flow phenomena. It appears that direct injection of natural gas with diesel pilot ignition is one of the most promising ways of meeting the energy crises and emissions regulation, analogous to the benefits provided by a common rail high pressure direct injection engine.Actually, the development of high performance natural gas DIEs is unclear as the macroscopic characteristics of the diesel-CNG dual fuel jet which differs considerably from that of diesel fueled compression ignition (CI) and spark ignition (SI) engines. In diesel-CNG dual fuel engine, the performance of the engine is influence significantly by the quality of the diesel fuel sprays and CNG jet propagation. Those characteristics can be classified into two basic categories: Macroscopic and microscopic. The first one, which involves spray tip penetration, spray cone-angle, and their derivatives and the second, involves droplet velocity, droplet size, size distribution and air fuel ratio [6]. Improvement of the diesel-CNG dual fuel jet characteristics such as jet tip penetration, jet cone angle and jet velocity in turn determine the diesel-CNG dual fuel combustion process and the associated formation of pollutants. In addition, these characteristics not only aim to improve the engine efficiency, but also assist the understanding of parameters used to judge fuel spray performance [7]. For example, the spray penetration length must neither be too long nor short in a combustion chamber. If too long, impingement could occur resulting in wetting of cylinder walls and/or piston crown [8]. Spray-wall impingement can be characterized into radial penetration along the wall and jet height. Improvement of those characteristics leads to enhance the mixture formation as well as the combustion process. The present work investigates the jet propagation of jets created by CNG and diesel injectors with aid of flow visualization. Based on the previous studies, it is well known that the injection strategy and the atomization play an important role for the diesel Materials, Mechanics and Manufacturing, Vol. 3, No. 3, August 2015 spray, and the mixture formation is largely dependent upon the droplet distribution and evaporation [9]. In contrast with diesel spray, natural gas does not have droplets and evapor...

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“…While soot content in the exhaust has historically been regulated on a gravimetric basis, there also exists a concern about particle size; fine particle concentration, for instance, has been shown to cause adverse health effects [3]. Assuming a mean "spherical" diameter, particles in the 100-300 nm diameter range constitute the accumulation mode, while nucleation mode particles are typically 5-50 nm in diameter [4], Dual-fueling strategies have been pursued to improve engineout exhaust emissions while maintaining diesel-like fuel conver sion efficiencies at some loads (5,6]. Contributed by the Combustion and Fuels Committee of ASME for publication in the Journal of E ngineering for G as T urbines and P ower.…”

Section: Introductionmentioning

confidence: 99%

Diesel-Ignited Propane Dual Fuel Low Temperature Combustion in a Heavy-Duty Diesel Engine

Polk

Carpenter

Guerry

et al. 2014

Journal of Engineering for Gas Turbines and Power

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D ep a rtm e n t o f M e cha n ical E n g in e erin g, C enter fo r A d va nce d V e h ic u la r S ystem s, M is s is s ip p i State U nive rsity, M is s is s ip p i State, M S 3 9 7 6 2 e -m a il: krishn a n @ m e .m sstate .e du D iesel-Ignited Propane Dual Fuel Low Tem perature Combustion in a Heavy-Duty Diesel EngineThis paper presents an experimental analysis of diesel-ignited propane dual fuel low tem perature combustion (LTC) based on performance, emissions, and in-cylinder combustion data from a modern, heavy-duty diesel engine. The engine used for these experiments was a 12.9-liter, six-cylinder, direct injection heavy-duty diesel engine with electronic unit diesel injection pumps, a variable geometry turbocharger, and cooled exhaust gas recirculation (EGR). The experiments were performed with gaseous propane (the primary fuel) fumigated upstream of the turbocharger and diesel (the pilot fuel) injected directly into the cylinders. Results are presented for a range of diesel injection timings (SOIs) from 10 deg BTDC to 50 deg BTDC at a brake mean effective pressure (BMEP) of 5 bar and a constant engine speed of 1500 rpm. The effects of SOI, percent energy substitution (PES) o f propane (i.e., replacement of diesel fuel energy with propane), intake boost pressure, and cooled EGR on the dual fuel LTC process were investigated. The approach was to determine the effects of SOI while maximizing the PES of propane. Dual fuel LTC was achieved with very early SOIs (e.g., 50 deg BTDC) coupled with high propane PES (>84%), which yielded near-zero NOx (<0.02 glkW h) and very low smoke emissions (<0.1 FSN). Increasing the propane PES beyond 84% at the SOI of 50 deg BTDC yielded a high COV oflMEP due to retarded combustion phasing (CA50). Intake boost pressures were increased and EGR rates were decreased to minimize the COV, allowing higher propane PES (~93%); however, lower fuel conversion efficiencies (FCE) and higher HC and CO emissions were observed.

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An experimental study of the dual-fuel performance of a small compression ignition diesel engine operating with three gaseous fuels

Cited by 41 publications

References 7 publications

Natural gas fueled compression ignition engine performance and emissions maps with diesel and RME pilot fuels

Natural gas fueled compression ignition engine performance and emissions maps with diesel and RME pilot fuels

Spray Characteristics and Wall Impingement of Diesel-CNG Dual Fuel Jet Using Schlieren Imaging Technique

Diesel-Ignited Propane Dual Fuel Low Temperature Combustion in a Heavy-Duty Diesel Engine

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