Study on Diesel-LPG Dual Fuel Engines

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“…Research done by Jian et al [11] on LPG-diesel dual-fuel, with port fuel injected LPG, shows that such an operation is…”

Section: Figure 3 Soot Emissions Vs Different Loads For Two Engine mentioning

confidence: 99%

Review on the Effects of Dual-Fuel Operation, Using Diesel and Gaseous Fuels, on Emissions and Performance

Wagemakers

Leermakers

2012

SAE Technical Paper Series

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“…Diesel-LNG (Goudie et al, 2004;Osorio-Tejada et al, 2015;Laughlin and Burnham, 2016), diesel-CNG (Maji et al, 2008;Shah et al, 2011;Ryu, 2013) or diesel-LPG (Jian et al, 2001;Ashok et al, 2015) engines supply like diesel fuel conversion efficiency and power density, while improving the emissions, for both regulated pollutants (PM, NOx) and CO 2 . LNG can be used for heavy-duty trucks, due to the cryogenic storage.…”

Section: Current Technologymentioning

confidence: 99%

“…As the ICE is certainly needed for more decades to come, further improvements of the lean burn, CIDI ICE will be beneficial to the economy and the environment. In addition to diesel CIDI ICEs, this work also considers dual-fuel engines diesel-LNG (Goudie et al, 2004;Osorio-Tejada et al, 2015;Laughlin and Burnham, 2016), diesel-CNG (Maji et al, 2008;Shah et al, 2011;Ryu, 2013) or diesel-LPG (Jian et al, 2001;Ashok et al, 2015). The operation with a small amount of diesel and a much larger (in energy term) amount of a much lighter hydrocarbon fuel, with a reduced carbon to hydrogen content, permits to further reduce the PM engine-out emissions, as well as the CO 2 emissions, and being liberated from the PM-NOx tradeoff that afflict the diesel-only injection strategies, also reduce the engine-out emissions of NOx.…”

Section: Introductionmentioning

confidence: 99%

Advantages and Disadvantages of Diesel Single and Dual-Fuel Engines

Boretti

2019

Front. Mech. Eng.

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The pros and the cons of lean-burn, compression ignition (CI), direct injection (DI) internal combustion engines (ICE) are reviewed for transport applications. Fueling options considered include diesel only and dual-fuel applications with diesel and a gaseous fuel (CNG, LNG, and LPG). CIDI ICEs have higher fuel conversion efficiencies than stoichiometric, spark ignition (SI) ICEs, whether DI or port fuel injected (PFI). However, diesel-fueled CIDI ICEs have higher particulate matter (PM) and NOx engine-out emissions. The tail-pipe NOx emissions in real-world driving of diesel-powered vehicles have been, in the past, above the limits requested over the simplified cold start driving cycles used for certification. This issue has recently been resolved. The newest diesel-powered vehicles are now compliant with new laboratory test cycles and real-world-driving schedules and have no disadvantages in terms of criteria air pollutants compared to older diesel vehicles, while delivering improvements in fuel economy and CO 2 emissions. Dual-fuel CIDI ICEs offer the opportunity for enhanced environmental friendliness. Dual-fuel CIDI ICEs have lower engine-out NOx and PM emissions compared to diesel-only CIDI ICEs. The latest diesel-only vehicles and vehicles with dual-fuel ICEs deliver dramatic reductions in tail-pipe PM emissions compared to older diesel-only vehicles. Moreover, they deliver tail-pipe PM emissions well below the ambient conditions in most city areas that are highly polluted, thereby helping to clean the air. The diesel-fueled CIDI ICEs may be further improved to deliver better fuel economy and further reduced tail-pipe emissions. The dual-fuel CIDI ICE has more room for improvement to produce similar or better steady state and transient performance in terms of torque, power output and fuel conversion efficiency compared to diesel-fueled CIDI ICEs, while drastically reducing CO 2 and PM tail-pipe emissions, and improving NOx tail-pipe emissions. This is due to the ability to modulate the premixed and diffusion phases of combustion with a second fuel that is much easier to vaporize and is less prone to auto-ignition. Further development of the fuel injection system for the second fuel will lead to novel dual-fuel CIDI ICE designs with better performance.

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“…The strong knock resistance increase obtained could be further exploited by turbocharged bifuel engines, which could run with high CR both in pure gas and double-fuel mode, thus maximizing performance maintaining low fuel consumption and pollutant emissions; all this obviously could bring to substantial reduction of required engine displacement (downsizing) thus allowing to reduce overall vehicles mass and hence increasing fuel economy. [17]. In any case, a fundamental information is represented by the knock resistance of the fuels mixture, which should be expressed in terms of octane number or autoignition retard and should take into consideration the mixture composition.…”

Section: Introductionmentioning

confidence: 99%

“…In any case, a fundamental information is represented by the knock resistance of the fuels mixture, which should be expressed in terms of octane number or autoignition retard and should take into consideration the mixture composition. Despite many works have been produced on alternative fuels and mixtures of various fuels [15][16][17][18][19], no studies or litera ture references have been found on the knock resistance of LPG-gasoline blends. Various studies also report the use of LPG together with other fuels.…”

Section: Introductionmentioning

confidence: 99%

Experimental Determination of Liquefied Petroleum Gas–Gasoline Mixtures Knock Resistance

Pipitone

Genchi

2014

Journal of Engineering for Gas Turbines and Power

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E xperim ental D e term in atio n of Liq u efied P etroleum G a s -G a s o lin e M ixtu res Knock R esistanceThe results o f previous experimental researches showed that great advantages can he achieved, both in terms o f fuel consumption and pollutant emissions, in bifuel vehicles by means o f the double-fuel combustion, i.e., the simultaneous combustion o f gasoline and a gaseous fuel, such as liquefied petroleum gas (LPG) or natural gas (NG). The substantial increase in knock resistance pursued by adding LPG to gasoline, which allowed to main tain an overall stoichiometric proportion with air also at fu ll load, is not documented in the scientific literature and induced the authors to perform a proper experimental cam paign. The motor octane number (MON) o f LPG-gasoline mixtures has been hence deter mined on a standard cooperative fuel research (CFR) engine, equipped with a double fuel injection system in order to realize different proportions between the two fuels and electronically control the overall air-fuels mixture. The results o f the measurement show a quadratic dependence o f the MON o f the mixture as function o f the LPG concentration evaluated on a mass basis, with higher increase fo r the lower LPG content. A good linear relation, instead, has been determined on the basis o f the evaluated LPG molar fraction. The simultaneous combustion o f LPG and gasoline may become a third operative mode o f bifuel vehicles, allowing to optimize fuel economy, performances, and pollutant emissions; turbocharged bifuel engines could strongly take advantage o f the knock resistance o f the fuels mixture thus adopting high compression ratio (CR) both in pure gas and double-fuel mode, hence maximizing performance and reducing engine size. The two correlations determined in this work, hence, can be useful fo r the design offuture bifuel engines running with knock safe simultaneous combustion o f LPG and gasoline.

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Study on Diesel-LPG Dual Fuel Engines

Cited by 40 publications

References 4 publications

Review on the Effects of Dual-Fuel Operation, Using Diesel and Gaseous Fuels, on Emissions and Performance

Review on the Effects of Dual-Fuel Operation, Using Diesel and Gaseous Fuels, on Emissions and Performance

Advantages and Disadvantages of Diesel Single and Dual-Fuel Engines

Experimental Determination of Liquefied Petroleum Gas–Gasoline Mixtures Knock Resistance

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