Evaluation of Performance and Emission of SI Engine Fuelled with CNG at Low and High Load Condition

Putrasari, Yanuandri; Praptijanto, Achmad; Nur, Arifin; Wahono, Bambang; Santoso, Widodo Budi

doi:10.1016/j.egypro.2015.03.243

Cited by 15 publications

(8 citation statements)

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“…2. CNG usage in the retrofitted engine of light duty vehicle shows decrease of CO and CO 2 emissions and increase of HC and NOx emissions in all testing conditions compared to gasoline. 3.…”

Section: Discussionmentioning

confidence: 88%

“…Many other researchers also have studied the impact of CNG, mainly focusing on the engine performance and gaseous emissions [1][2][3][4]. The results are different and could be affected by the vehicle model, age and effectiveness and the type of conversion kit.…”

Section: Introductionmentioning

confidence: 99%

“…The results are different and could be affected by the vehicle model, age and effectiveness and the type of conversion kit. Putrasari [2] has realized research with Honda L15A spark ignition engine on W70 eddy current dynamometer with two CNG conversion kits (one -commercially produced; second -proposed conversion kit designed by the research centre) and has found that the lowest HC concentration at different throttle opening positions was using the standard gasoline fuel system (with some expectations), but the lowest CO concentration was using the standard gasoline fuel system and proposed CNG conversion kit based on the throttle opening position. Other research [3] shows results of a series of laboratory tests carried out in the emissions laboratory operating with Euro 5 bi-fuel light duty vehicle on gasoline and CNG using the multipoint injection gasoline fuel injection or natural gas injection system, depending on the fuel type in use.…”

Section: Introductionmentioning

confidence: 99%

“…One of the first researchers [1] in case of retroffited CNG vehicles confirmed reduction of CO emissions by 53 % and CO 2 emissions by 20 %, but increase of HC and NOx emissions by 162 % and 171 %, respectively. Besides that, the increase of the age of retrofitted CNG vehicle leaves an impact on the increase of emissions [1].Many other researchers also have studied the impact of CNG, mainly focusing on the engine performance and gaseous emissions [1][2][3][4]. The results are different and could be affected by the vehicle model, age and effectiveness and the type of conversion kit.…”

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confidence: 99%

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Ecological impact of CNG/gasoline bi-fuelled vehicles

Šmigins¹

2017

Engineering for Rural Development

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Abstract. The paper presents the results of an investigation carried on the potentiality of CNG as an alternative fuel for retrofitted gasoline engine analyzing its impact on exhaust gas emissions. In that case the results from emission testing of DACIA Logan on a chassis dynamometer MD-1750 are presented and discussed. The tests were realized at different testing conditions (idling, IM-240 cycle, 50 and 90 km·h -1 ) to see the influence on regulated and unregulated emissions. The analysis of the obtained experimental results has shown rapid increase of HC and NO x emissions and reduction of CO and CO 2 emissions, when fuelled with CNG compared to gasoline.Keywords: CNG, emissions, testing. IntroductionNowadays, the transport sector plays an important role in development of every country, but it also consumes significant amount of energy, being also the main source of environmental pollution. In the recent years, much more attention has been given to these problems, and new types of alternative fuels (bioethanol, biodiesel, etc.) are now offered. Some of these biofuels already occupy a definite share on the market, but it is still insufficient to overcome the problem of environmental pollution from transport and meet the EU Directives. Due to that now more attention is focused on three main energy sources for vehicles: electricity, hydrogen and natural gas promoting their development by the Directive 2014/94/EU, which requires the Member States to work on the development of a network of infrastructure allowing to use electricity, hydrogen and natural gas to powering the transport setting out minimum requirements for the building up infrastructure.One of the most promising alternatives is compressed natural gas (CNG), which could meet the stringent emission regulations in the EU. The technology for natural gas usage is well developed and equipment could be successfully installed on the used passenger vehicles. Currently, most of the largest vehicle manufacturers offer methane fuelled vehicles with the factory installed CNG fuelling system. Among them, some companies offer installation of this system on different types of motor vehicles. In that case also upgraded biogas or biomethane has great perspectives as the main component of it as also natural gas is methane. Fuels containing methane as the base component are well known due to rapid use in power generation, home heating, and now also in transport. Methane represents few major advantages over the conventional liquid fuels -it is a cheap source of energy and it has positive impact on some pollutants when used as a motor fuel.These facts could be observed in case of new commercialy produced vehicles, but not always in case of retrofitted CNG vehicles. One of the first researchers [1] in case of retroffited CNG vehicles confirmed reduction of CO emissions by 53 % and CO 2 emissions by 20 %, but increase of HC and NOx emissions by 162 % and 171 %, respectively. Besides that, the increase of the age of retrofitted CNG vehicle leaves an impact on the increase of ...

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Section: Discussionmentioning

confidence: 88%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

mentioning

confidence: 99%

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Ecological impact of CNG/gasoline bi-fuelled vehicles

Šmigins¹

2017

Engineering for Rural Development

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“…Putrasari et al 33 investigated the effect of CNG on engine performance and emissions at partial load conditions for a single-SI engine. They tested a specific engine with gasoline and CNG in the speed range of 2000–4500 r/min and throttle range of 25%–80%.…”

Section: Introductionmentioning

confidence: 99%

Effects of equivalence ratio and CNG addition on engine performance and emissions in a dual sequential ignition engine

Yontar

Doğu

2019

International Journal of Engine Research

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Compared to widening usage of CNG in commercial gasoline engines, insufficient but increasing number of studies have appeared in the open literature during last decades, while engine characteristics need to be quantified in exact numbers for each specific fuel and engine. CNG usage in spark-ignition engine offers many advantages such as high specific power outputs, knock resistance, and low CO2 emission. Engine performance and emissions are strong functions of equivalence ratio. This study focuses on determination of the effects of equivalence ratio on engine performance and emissions for a unique commercial engine for three fuels of gasoline, CNG, and gasoline–CNG mixture (90%–10%: G9C1). For this aim, the tests and the three-dimensional in-cylinder combustion computational fluid dynamics analyses were employed in quantification of engine characteristics at wide open throttle position. Equivalence ratios were defined between 0.7 and 1.4. The engine’s maximum torque speed of 2800 r/min was examined. The tested commercial engine is an intelligent dual sequential ignition engine which has unique features such as diagonally positioned two spark-plugs, dual sequential ignition with variable timing and asymmetrical combustion chamber. This gasoline engine was equipped with an independent CNG port-injection system and a specific engine control unit for CNG. In addition, the engine test system has a concomitant dual fuel delivery system that supplies gas fuel into intake airline while liquid gasoline is injected behind the intake valve. Other than testing the engine, the three-dimensional in-cylinder combustion computational fluid dynamics analyses were performed in Star-CD/es-ice software for the three fuels. The CFD model was built by using renormalization group equations, k–ε turbulence model, and G-equation combustion model. Computational fluid dynamics analyses were run for the compression ratio of 10.8:1, equivalence ratio of 1.1, and engine’s maximum torque speed of 2800 r/min. Test results show that brake torque for all fuels increases rapidly from the lean blend to the rich blend. The brake-specific fuel consumption for all fuels decreases from Φ = 0.7 through the stoichiometric region and then slightly increases up to Φ = 1.4. The volumetric efficiencies for three fuels have similar decreasing trend with respect to equivalence ratio. Overall, CNG addition decreases the performance values of torque, brake-specific fuel consumption, volumetric efficiency, brake thermal efficiency, while it decreases emissions of CO2, CO, HC, except NOx. Engine model results show that the maximum in-cylinder pressure is 72 bar at 722 crank angle degree (CAD), 68 bar at 730 CAD, and 60 bar at 735 CAD for gasoline, CNG, and G9C1, respectively. The cumulative heat release for gasoline is 9.09% higher than G9C1, while G9C1 is 15.71% higher than CNG. The CO2 mass fraction for gasoline is about 22.58% lower than G9C1, while it is 40.32% higher than CNG. The maximum mass fraction value of CO is 0.21, 0.17, and 0.08 for gasoline, CNG, and G9C1, respectively. The CO for G9C1 is overall 60.04% lower than CNG and 67.45% lower than gasoline. At maximum point, HC for G9C1 is 31.43% and 71.43% higher than gasoline and CNG, respectively. CNG has the highest level of NOx formation. Maximum NOx mass fractions are 0.0098, 0.0070, and 0.0043 for CNG, G9C1, and gasoline, respectively. After the ignition, the flame development is completed at 1.07, 1.18, and 1.28 ms for gasoline, G9C1, and CNG, respectively. Flame velocities are 28.52, 30.93, and 34.11 m/s for CNG, G9C1, and gasoline, respectively, at 2800 r/min and Φ = 1.1. When the time between ignition moment and top dead center moment is considered, the increment rate of flame center temperature is 904.19, 884.10, and 861.77 K/s for CNG, gasoline, and G9C1, respectively. The highest temperature increment rate occurs for CNG.

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