scholarly journals Numerical Analysis of the Effects of Direct Dual Fuel Injection on the Compression Ignition Engine

ACS Omega ◽  
2020 ◽  
Vol 5 (46) ◽  
pp. 30047-30058
Author(s):  
Krishnamoorthi Muniappan ◽  
Sreedhara Sheshadri ◽  
Pavan Prakash Duvvuri
Keyword(s):  
Numerical Analysis ◽  
Fuel Injection ◽  
Dual Fuel ◽  
Compression Ignition ◽  
Compression Ignition Engine

Numerical analysis of a compression ignition engine powered in the dual-fuel mode with syngas and biodiesel

Energy ◽  
2017 ◽  
Vol 137 ◽  
pp. 969-979 ◽  
Author(s):  
M. Costa ◽  
M. La Villetta ◽  
N. Massarotti ◽  
D. Piazzullo ◽  
V. Rocco
Keyword(s):  
Numerical Analysis ◽  
Dual Fuel ◽  
Compression Ignition ◽  
Compression Ignition Engine

Mapping the combustion modes of a dual-fuel compression ignition engine

2021 ◽  
pp. 146808742110183
Author(s):  
Jonathan Martin ◽  
André Boehman
Keyword(s):  
Direct Injection ◽  
Fuel Combustion ◽  
Dual Fuel ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Combustion Modes ◽  
Si Engines ◽  
Dual Fuel Combustion ◽  
Soot Emissions ◽  
Ci Engines

Compression-ignition (CI) engines can produce higher thermal efficiency (TE) and thus lower carbon dioxide (CO2) emissions than spark-ignition (SI) engines. Unfortunately, the overall fuel economy of CI engine vehicles is limited by their emissions of nitrogen oxides (NOx) and soot, which must be mitigated with costly, resource- and energy-intensive aftertreatment. NOx and soot could also be mitigated by adding premixed gasoline to complement the conventional, non-premixed direct injection (DI) of diesel fuel in CI engines. Several such “dual-fuel” combustion modes have been introduced in recent years, but these modes are usually studied individually at discrete conditions. This paper introduces a mapping system for dual-fuel CI modes that links together several previously studied modes across a continuous two-dimensional diagram. This system includes the conventional diesel combustion (CDC) and conventional dual-fuel (CDF) modes; the well-explored advanced combustion modes of HCCI, RCCI, PCCI, and PPCI; and a previously discovered but relatively unexplored combustion mode that is herein titled “Piston-split Dual-Fuel Combustion” or PDFC. Tests show that dual-fuel CI engines can simultaneously increase TE and lower NOx and/or soot emissions at high loads through the use of Partial HCCI (PHCCI). At low loads, PHCCI is not possible, but either PDFC or RCCI can be used to further improve NOx and/or soot emissions, albeit at slightly lower TE. These results lead to a “partial dual-fuel” multi-mode strategy of PHCCI at high loads and CDC at low loads, linked together by PDFC. Drive cycle simulations show that this strategy, when tuned to balance NOx and soot reductions, can reduce engine-out CO2 emissions by about 1% while reducing NOx and soot by about 20% each with respect to CDC. This increases emissions of unburnt hydrocarbons (UHC), still in a treatable range (2.0 g/kWh) but five times as high as CDC, requiring changes in aftertreatment strategy.

scholarly journals Generator gas as a fuel to power a diesel engine

2014 ◽  
Vol 18 (1) ◽  
pp. 205-216 ◽  
Author(s):  
Wojciech Tutak ◽  
Arkadiusz Jamrozik
Keyword(s):  
Sewage Sludge ◽  
Liquid Fuel ◽  
Treatment Plant ◽  
Calorific Value ◽  
Dual Fuel ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Additional Advantage ◽  
Electric Generator ◽  
Generator Gas

The results of gasification process of dried sewage sludge and use of generator gas as a fuel for dual fuel turbocharged compression ignition engine are presented. The results of gasifying showed that during gasification of sewage sludge is possible to obtain generator gas of a calorific value in the range of 2.15 ? 2.59 MJ/m3. It turned out that the generator gas can be effectively used as a fuel to the compression ignition engine. Because of gas composition, it was possible to run engine with partload conditions. In dual fuel operation the high value of indicated efficiency was achieved equal to 35%, so better than the efficiency of 30% attainable when being fed with 100% liquid fuel. The dual fuel engine version developed within the project can be recommended to be used in practice in a dried sewage sludge gasification plant as a dual fuel engine driving the electric generator loaded with the active electric power limited to 40 kW (which accounts for approx. 50% of its rated power), because it is at this power that the optimal conditions of operation of an engine dual fuel powered by liquid fuel and generator gas are achieved. An additional advantage is the utilization of waste generated in the wastewater treatment plant.

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