Performance and emission assessment of a multi-cylinder S.I engine using CNG &amp; HCNG as fuels

Lather, Rohit Singh; Das, L.M.

doi:10.1016/j.ijhydene.2019.03.137

Cited by 45 publications

(10 citation statements)

References 14 publications

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“…Such results are obvious from the point of view of the physiochemistry of combustion, because it is very difficult to create a fuel that could reduce both the emissions of chemical compounds containing carbon and those containing nitrogen, because the mechanisms of their formation require opposite physical conditions. The issue of emissions of these compounds by HCNG-powered engines is currently the subject of research in many studies [71][72][73][74][75][76][77]. Worth noting is that the experimental values of NO X emissions are higher than the calculated values resulting from a simulation [72].…”

Section: Hydrogen and Methane As One Fuel For Ic Enginesmentioning

confidence: 99%

A Review of Low-CO2 Emission Fuels for a Dual-Fuel RCCI Engine

2021

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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.

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Section: Hydrogen and Methane As One Fuel For Ic Enginesmentioning

confidence: 99%

A Review of Low-CO2 Emission Fuels for a Dual-Fuel RCCI Engine

2021

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“…Therefore, vast quantities of unburned methane were released from the combustor crevices [36]. LNG buses had significantly higher NOx emissions because the two major factors for NO production were combustion temperature and oxygen content, and the engine of LNG buses had higher combustion temperature and oxygen content than those of diesel buses [36,42,43]. Among the diesel vehicles, diesel buses, whose engine power was 1.5-2 times that of diesel trucks and diesel middle bus, presented the highest gaseous pollutant emission factors.…”

Section: On-road Driving-based Emission Factorsmentioning

confidence: 99%

Transient Characterization of Automotive Exhaust Emission from Different Vehicle Types Based on On-Road Measurements

Mao

et al. 2020

Atmosphere

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Previous works on real-world vehicle emission characteristics have mainly focused on the influences of fuel, speed, vehicle type, elevation, and other factors on vehicle emission quantity and components. However, few studies have investigated the transient trend of automotive exhaust emissions through on-road measurements. The key objective of the present paper was to examine the transient characteristics of exhaust emissions from different vehicle types on the roads of Tianjin. To achieve the goal, a portable emission measurement system (PEMS) was employed to monitor emissions from selected test vehicles—private cars, passenger vehicles, and cargo vehicles. It was found that the high-emission points of test vehicles were mainly distributed in two regions: the high-speed region (speed > 70–90 km/h, vehicle-specific power (VSP) > 0 kW/t) and the medium-speed–acceleration region (20–30 km/h < speed < 60–90 km/h, 0 kW/t <VSP < 12 kW/t). The CO, hydrocarbon (HC), NOx, and particulate number (PN) average emission rates in the high-emission points could be 3.15–14.93 times, 1.93–24.89 times, 3.23–6.03 times, and 3.22–30.27 times of those of average emission rates. The HC, NOx, and PN average emission rates of China IV vehicles in the high-emission points were 2.46–4.92 times, 3.56–6.03 times, and 3.22–13.21 times of those of average emission rates, not less than those of China III (1.93–2.52 times, 2.75–3.90 times, and 9.98–22.34 times). Test vehicles mainly emitted nucleation-mode and Aitken-mode particles, and the increase of the PN concentration emission rate in low-speed and high-speed regions was higher than that in the medium-speed region. The exhaust gas recirculation (EGR) + diesel particulate filter (DPF) could effectively inhibit the Aitken output caused by turbocharged intercooler (CIC). The selective catalytic reduction (SCR) might cause more nucleation-mode particles.

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“…With the aggravation of environmental pollution and the increasing risk of energy shortages, the development of alternative fuels provides a solution to these crises. In the process of development, many alternative fuels have entered people’s vision, and there have been many research on alternative fuels, such as liquefied petroleum gas (LPG), , compressed natural gas (CNG), , methanol, , ethanol, − hydrogen, , etc. Among of these, ethanol fuel is a renewable energy, and the manufacturing process is relatively mature.…”

Section: Introductionmentioning

confidence: 99%

Study on Combustion and Emissions of a Combined Injection Spark Ignition Engine with Natural Gas Direct Injection Plus Ethanol Port Injection under Lean-Burn Conditions

Zhao

Huang

et al. 2022

ACS Omega

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Conventional ethanol spark ignition (SI) engines have poor fuel atomization and mixture formation. The objective of this paper is to improve the combustion and emission performance of ethanol SI engines under lean-burn conditions through the dual-injection mode with ethanol port injection and compressed natural gas (CNG) direct injection (CDI+EPI). This paper studies the engine performance at 1500 rpm under five CNG direct injection ratios (CDIr) and five excess air ratios (λ). The results show that as the CDIr increases under lean-burn conditions, the following occurs: the minimum advance for best torque (MBT), the coefficient of variation (CoV IMEP ), and CO and HC emissions decrease; the crankshaft rotation or time with cumulative heat release rate ranging from 10% to 90% (CA 10–90) and NOx emissions first decrease and then increase; and torque, peak in-cylinder pressure (Pmax), and the λ limit first increase and then decrease. The larger the CDIr is, the less influence λ has on the MBT. When CDIr = 15%, the CoV IMEP can be effectively reduced, the engine can still work stably in all lean-burn conditions, and the λ limit will reach the maximum value of 1.73, 19.31% higher than that of the original engine (CDIr = 0). When λ = 1.1, CO emissions decrease the most and HC emissions decrease the least. At this time, CO and HC emissions decrease by 1.56 vol % and 30 ppm, respectively, on average for every 0.1 decrease in λ. For CA 10–90, torque, and Pmax, λ = 1.1, 15% CDI, and 85% EPI is the optimal combination under lean-burn conditions. When CDIr ≥ 15%, NOx emissions are at an ideal level. Under lean-burn conditions, direct-injection CNG can form a good stratified natural gas/ethanol mixture in the cylinder, effectively improving the engine’s power and stability and reducing emissions. The λ = 1.1, 15% CDI, 85% EPI combination provides a cutting-edge and outstanding solution for a natural gas/ethanol combined injection SI engine.

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Performance and emission assessment of a multi-cylinder S.I engine using CNG & HCNG as fuels

Cited by 45 publications

References 14 publications

A Review of Low-CO2 Emission Fuels for a Dual-Fuel RCCI Engine

A Review of Low-CO2 Emission Fuels for a Dual-Fuel RCCI Engine

Transient Characterization of Automotive Exhaust Emission from Different Vehicle Types Based on On-Road Measurements

Study on Combustion and Emissions of a Combined Injection Spark Ignition Engine with Natural Gas Direct Injection Plus Ethanol Port Injection under Lean-Burn Conditions

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