Cyclic Combustion Variations in Diesel–Natural Gas Dual Fuel Engines

Srinivasan, Koottalai; Krishnan, Sundar Rajan; Jha, P. R.; Mahabadipour, Hamidreza

doi:10.1007/978-981-13-3307-1_12

Cited by 5 publications

(7 citation statements)

References 52 publications

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“…Similarly, for high MEFs magnitude of Pmax is lower and variation of Pmax and CAPmax is highest. As described by Matekunas 32 and Srinivasan et al, 39 the occurrence of CA50 before CAPmax with high Pmax magnitudes is a characteristic of fast-burning cycles and occurrence of CAPmax before CA50 with low Pmax magnitudes is a characteristic of slow-burning cycles. For 3.3 bar BMEP at lower MEFs (50%, 60% and 70%), CAPmax predominantly occurs after CA50 indicating a very high population of fast-burn cycles.…”

Section: Impact Of Mef On Cyclic Variationsmentioning

confidence: 73%

“…Similar cycle-to-cycle combustion variations and their impact on different engine-operating parameters were studied by several researchers. 37–39 Selim 37 observed cycle variability highly depends on both mass and type of gaseous fuel used. He also observed with increasing engine speed cyclic variability, combustion noise decreases.…”

Section: Introductionmentioning

confidence: 99%

“…Tunér et al 38 indicate that spatial inhomogeneities in in-cylinder charge leads to more stable engine operation and less cyclic variations. Srinivasan et al 39 postulate that inconsistency in ignition quality arising from inconsistencies in local diesel–air mixing leading to variation in combustion development can be one of the limiting factors for cyclic variation. Jupudi et al 40 performed CFD simulations for cycle-to-cycle variations in a dual fuel combustion engine.…”

Section: Introductionmentioning

confidence: 99%

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Impact of methane energy fraction on emissions, performance and cyclic variability in low-load dual fuel combustion at early injection timings

Jha

Krishnan

Srinivasan

2019

International Journal of Engine Research

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This work experimentally examines the effect of methane (a natural gas surrogate) substitution on early injection dual fuel combustion at representative low loads of 3.3 and 5.0 bar BMEPs in a single-cylinder compression ignition engine. Gaseous methane fumigated into the intake manifold at various methane energy fractions was ignited using a high-pressure diesel pilot injection at 310 °CA. For the 3.3 bar BMEP, methane energy fraction sweeps from 50% to 90% were performed; while at 5.0 bar BMEP, methane energy fraction sweeps from 70% to 90% were performed. It is observed that minimum methane energy fraction is limited by maximum pressure rise rate leading to knock and maximum methane energy fraction is limited by a high coefficient of variation in netIMEP, which leads to high cyclic variations. For 3.3 bar BMEP, maximum pressure rise rate is 8 bar/°CA at 50% methane energy fraction while at 5 bar BMEP, it is 12 bar/°CA at 70% methane energy fraction. For 3.3 bar BMEP, engine-out NOx emissions decrease by 43 times when methane energy fraction increases from 50% to 90%, and it decreases by nearly 46 times when methane energy fraction increases from 70% to 90% at 5 bar BMEP. Engine-out unburned hydrocarbon emissions increase by nearly 9 times when methane energy fraction increases from 50% to 90% at 3.3 bar BMEP, and it increases by nearly 5 times when methane energy fraction increases from 70% to 90% at 5.0 bar BMEP. Engine-out carbon monoxide emissions increase by nearly 7 times when methane energy fraction increases from 50% to 90% at 3.3 bar BMEP and by nearly 5 times when methane energy fraction increases from 70% to 90% at 5.0 bar BMEP. In addition, cyclic combustion variations at both loads were analyzed to obtain further insights into the combustion process and identify opportunities to further improve fuel conversion efficiencies at low load operation.

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Section: Impact Of Mef On Cyclic Variationsmentioning

confidence: 73%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Impact of methane energy fraction on emissions, performance and cyclic variability in low-load dual fuel combustion at early injection timings

Jha

Krishnan

Srinivasan

2019

International Journal of Engine Research

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“…To further explain DM, DP, and DG cyclic combustion behavior, a return map for the difference between CA5 and TDC (i.e. CA5-TDC) is shown in Figure 14, following Srinivasan et al 56 A negative value in this return map indicates that CA5 occurs before TDC and a positive value indicates CA5 occurs after TDC, with a value of 0 indicating that CA5 occurs at TDC. The return map compares this parameter between a given cycle “ n ” and the following cycle “ n + 1.” One common observation in DM, DP, and DG combustion is that with SOI retardation from 280 to 330 CAD, CA5 becomes more consistent from one cycle to the next as shown by the decrease in the dispersion of the CA5-TDC return map.…”

Section: Resultsmentioning

confidence: 99%

Section: Impact Of Low Reactivity Fuel On Dual Fuel Combustion -Cycli...mentioning

confidence: 99%

Impact of low reactivity fuel type on low load combustion, emissions, and cyclic variations of diesel-ignited dual fuel combustion

Jha¹,

Partridge

Krishnan

et al. 2021

International Journal of Engine Research

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In this study, cyclic variations in dual fuel combustion with diesel ignition of three different low reactivity fuels (methane, propane, and gasoline) are examined under identical operating conditions. Experiments were performed on a single cylinder research engine (SCRE) at a low load of 3.3 bar brake mean effective pressure (BMEP). The start of injection (SOI) of diesel was varied from 280 to 330 absolute crank angle degrees (CAD). Engine speed, rail pressure, and boost pressure were held constant at 1500 rpm, 500 bar, and 1.5 bar, respectively. The energy substituted by the low reactivity fuel was fixed at 80% of the total energy input. It was found that diesel-methane (DM) and diesel-propane (DP) combustion were affected by diesel mixing to a greater extent than diesel-gasoline (DG) combustion due to the higher reactivity of gasoline. The magnitude of low temperature heat release was greatest for DG combustion followed by DM and DP combustion for all SOIs. The ignition delay for DG combustion was the shortest, followed by DM and DP combustion. DM and DP combustion exhibited more cyclic variations than DG combustion. Cyclic variations decreased for DM and DP combustion when SOI was advanced; however, DG combustion cyclic variations remained essentially constant for all SOIs. Earlier SOIs (280, 290, 300, and 310 CAD) for DM and (280, 290, and 300 CAD) for DP combustion indicated some prior-cycle effects on the combustion and IMEP (i.e. some level of determinism).

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A Comparative Experimental Analysis of Natural Gas Dual Fuel Combustion Ignited by Diesel and Poly OxyMethylene Dimethyl Ether

Partridge,

Hariharan,

Narayanan

et al. 2024

Energies

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Dual-fuel low-temperature combustion is a possible solution for alleviating the tradeoff between oxides of nitrogen and soot emissions in conventional diesel combustion, albeit with poor combustion stability, high carbon monoxide, and unburned hydrocarbon emissions at low engine loads. The present work compares emissions and combustion (heat release and other metrics) of both diesel and poly-oxy methylene dimethyl ether as high-reactivity fuels to ignite natural gas while leveraging spray-targeted reactivity stratification, which involved multiple injections of the high-reactivity fuels. The experiments included six parametric sweeps of: (1) start of first injection, (2) start of second injection, (3) percentage of energy substitution of natural gas, (4) commanded injection duration ratio, (5) rail pressure, and (6) intake pressure. The experiments were performed on a 1.8 L heavy-duty single-cylinder research engine operating at a medium speed of 1339 rev/min. Not-to-exceed limits for the indicated oxides of nitrogen emissions, maximum pressure rise rate, and the coefficient of variation of the indicated mean effective pressure were set to 1 g/kWh, 10 bar/CAD, and 10%, respectively. The indicated emissions decreased and combustion improved significantly for both fueling combinations when the experimental procedure was applied.

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Cyclic Combustion Variations in Diesel–Natural Gas Dual Fuel Engines

Cited by 5 publications

References 52 publications

Impact of methane energy fraction on emissions, performance and cyclic variability in low-load dual fuel combustion at early injection timings

Impact of methane energy fraction on emissions, performance and cyclic variability in low-load dual fuel combustion at early injection timings

Impact of low reactivity fuel type on low load combustion, emissions, and cyclic variations of diesel-ignited dual fuel combustion

A Comparative Experimental Analysis of Natural Gas Dual Fuel Combustion Ignited by Diesel and Poly OxyMethylene Dimethyl Ether

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