A Numerical Investigation of the Cooling Effect of Compressed Natural Gas Throttling on Engine Delivery Ratio

1999 ◽  
Vol 121 (1) ◽  
pp. 121-128
Author(s):  
Y. Yacoub ◽  
L. Marbun ◽  
R. Bata
Keyword(s):  
Heat Exchanger ◽  
Natural Gas ◽  
Thermodynamic Model ◽  
Theoretical Study ◽  
Operating Conditions ◽  
Cooling Effect ◽  
Delivery Ratio ◽  
Pressure Regulation ◽  
Compressed Natural Gas ◽  
Fuel Delivery

A theoretical study was conducted to investigate the cooling effect of throttling compressed natural gas during the pressure regulation process. The concept of using this effect in cooling down the induction air was investigated. A thermodynamic model was developed for a typical fuel delivery system used on a vehicle fueled with compressed natural gas. The model was based on a set of integral conservation laws applied to each component of the fueling system. Several heat exchanging arrangements between the throttled gas and the inlet air were examined. The effect of the added heat exchanger on engine delivery ratio was examined for different engine sizes as well as for different operating conditions. An increase of 1 to 2.5% in engine delivery ratio was predicted due to the added heat exchanger.

ANALISA KINERJA CNG COOLER PADA SISTEM CNG PLANT

2021 ◽  
Vol 21 (2) ◽  
pp. 91-94
Author(s):  
Seno - Darmanto ◽  
Muhammad Fahrudin
Keyword(s):  
High Pressure ◽  
Heat Exchanger ◽  
Natural Gas ◽  
Peak Load ◽  
Normal Pressure ◽  
Gas Storage ◽  
Compressed Natural Gas ◽  
Plant System ◽  
Process Utility

CNG Cooler is a heat exchanger in CNG Plant System which has function to reduce CNG temperature. CNG (Compressed Natural Gas) is natural gas which compressed by gas compressor from normal pressure up to certain high pressure. CNG Plant is gas storage and supply facility for PLTGU when it work at peak load hours. CNG Cooler reduce temperature of CNG which out from gas compressor before saved in storage utility which purpose to avoid over heating in the next process, increase durability of the next process utility, and make gas storage utility design easy.

Combustion characteristics of compressed natural gas/diesel dual-fuel turbocharged compressed ignition engine

2003 ◽  
Vol 217 (9) ◽  
pp. 833-838 ◽  
Author(s):  
Liu Shenghua ◽  
Zhou Longbao ◽  
Wang Ziyan ◽  
Ren Jiang
Keyword(s):  
Natural Gas ◽  
Ignition Delay ◽  
Combustion Characteristics ◽  
Operating Conditions ◽  
Dual Fuel ◽  
Compressed Natural Gas ◽  
Delay Effects ◽  
Low Load ◽  
Performance And Emissions ◽  
Ci Engine

The combustion characteristics of a turbocharged natural gas and diesel dual-fuelled compression ignition (CI) engine are investigated. With the measured cylinder pressures of the engine operated on pure diesel and dual fuel, the ignition delay, effects of pilot diesel and engine load on combustion characteristics are analysed. Emissions of HC, CO, NOx and smoke are measured and studied too. The results show that the quantity of pilot diesel has important effects on the performance and emissions of a dual-fuel engine at low-load operating conditions. Ignition delay varies with the concentration of natural gas. Smoke is much lower for the developed dual-fuel engine under all the operating conditions.

scholarly journals Modeling of Three-Way Catalyst Dynamics for a Compressed Natural Gas Engine during Lean–Rich Transitions

2019 ◽  
Vol 9 (21) ◽  
pp. 4610 ◽  
Author(s):  
Dario Di Maio ◽  
Carlo Beatrice ◽  
Valentina Fraioli ◽  
Pierpaolo Napolitano ◽  
Stefano Golini ◽  
...  
Keyword(s):  
Steady State ◽  
Natural Gas ◽  
Catalytic Converter ◽  
Operating Conditions ◽  
Oxygen Storage ◽  
Continuous Control ◽  
Engine Exhaust ◽  
Compressed Natural Gas ◽  
The Impact ◽  
Three Way Catalyst

The main objective of the present research activity was to investigate the effect of very fast composition transitions of the engine exhaust typical in real-world driving operating conditions, as fuel cutoff phases or engine misfire, on the aftertreatment devices, which are generally very sensitive to these changes. This phenomenon is particularly evident when dealing with engines powered by natural gas, which requires the use of a three-way catalyst (TWC). Indeed, some deviations from the stoichiometric lambda value can interfere with the catalytic converter efficiency. In this work, a numerical “quasi-steady” model was developed to simulate the chemical and transport phenomena of a specific TWC for a compressed natural gas (CNG) heavy-duty engine. A dedicated experimental campaign was performed in order to evaluate the catalyst response to a defined λ variation pattern of the engine exhaust stream, thus providing the data necessary for the numerical model validation. Tests were carried out to reproduce oxygen storage phenomena that make catalyst behavior different from the classic steady-state operating conditions. A surface reaction kinetic mechanism concerning CH4, CO, H2, oxidation and NO reduction has been appropriately calibrated at different λ values with a step-by-step procedure, both in steady-state conditions of the engine work plan and during transient conditions, through cyclical and consecutive transitions of variable frequency between rich and lean phases. The activity also includes a proper calibration of the reactions involving cerium inside the catalyst in order to reproduce oxygen storage and release dynamics. Sensitivity analysis and continuous control of the reaction rate allowed evaluating the impact of each of them on the exhaust composition in several operating conditions. The proposed model predicts tailpipe conversion/formation of the main chemical species, starting from experimental engine-out data, and provides a useful tool to evaluate the catalyst’s performance.

Development of compressed natural gas/diesel dual-fuel turbocharged compression ignition engine

2003 ◽  
Vol 217 (9) ◽  
pp. 839-845 ◽  
Author(s):  
Liu Shenghua ◽  
Wang Ziyan ◽  
Ren Jiang
Keyword(s):  
Natural Gas ◽  
Operating Conditions ◽  
Dual Fuel ◽  
Boost Pressure ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Compressed Natural Gas ◽  
Ci Engine ◽  
Heavy Duty Diesel ◽  
Reduce Emissions

A natural gas and diesel dual-fuel turbocharged compression ignition (CI) engine is developed to reduce emissions of a heavy-duty diesel engine. The compressed natural gas (CNG) pressure regulator is specially designed to feed back the boost pressure to simplify the fuel metering system. The natural gas bypass improves the engine response to acceleration. The modes of diesel injection are set according to the engine operating conditions. The application of honeycomb mixers changes the flowrate shape of natural gas and reduces hydrocarbon (HC) emission under low-load and lowspeed conditions. The cylinder pressures of a CI engine fuelled with diesel and dual fuel are analysed. The introduction of natural gas makes the ignition delay change with engine load. Under the same operating conditions, the emissions of smoke and NOx from the dual-fuel engine are both reduced. The HC and CO emissions for the dual-fuel engine remain within the range of regulation.

scholarly journals RANCANG ULANG HEAT EXCHANGER SHELL AND TUBE PADA PRESSURE REDUCING SYSTEM UNTUK COMPRESSED NATURAL GAS KAPASITAS 150 m3/Jam

ROTASI ◽  
2015 ◽  
Vol 17 (3) ◽  
pp. 114
Author(s):  
Anwar Ilmar Ramadhan ◽  
Syawaluddin Syawaluddin ◽  
Ery Diniardi ◽  
Dalil Sumiyarsono
Keyword(s):  
Heat Exchanger ◽  
Natural Gas ◽  
Production Process ◽  
Coming Out ◽  
Construction Materials ◽  
System Capacity ◽  
Compressed Natural Gas ◽  
Shell And Tube

Reduce the pressure and reheating CNG, created a tool called a pressure reducing system (PRS) which consists of a pressure reducing regulator, heating CNG or we call this section with heat exchanger and measuring tools or gas meter. In connection with this task, will be discussed on the heat exchanger in the heat of this CNG. In this study, a survey was conducted on the heat exchanger Pressure Reducing System (PRS) is installed with a capacity of 200 m3/h, while the use of CNG for the production process is 150 m3/h. CNG temperature after coming out of the PRS read on the thermometer is at 50ºC. From these data it can be concluded that the heat exchanger is greater than the required capacity. In order to get heat exchanger in accordance with the capacity of 150 m3/h will be redesigned according to the capacity. From the data obtained it can be concluded that the pressure reducing system capacity greater use of capacity will value of higher effectiveness at about 90%. As for usage as needed obtained effectiveness of 70%. The advantages that can be drawn is that the efficiency in terms of construction materials and a smaller space than the existing PRS.

scholarly journals Investigation of Burn Duration and NO Emission in Lean Mixture with CNG and Gasoline

Energies ◽  
2019 ◽  
Vol 12 (23) ◽  
pp. 4432 ◽  
Author(s):  
Doğan ◽  
Kutlar ◽  
Javadzadehkalkhoran ◽  
Demirci
Keyword(s):  
Natural Gas ◽  
Operating Conditions ◽  
Exhaust Gas ◽  
High Compression Ratio ◽  
Compressed Natural Gas ◽  
Lean Mixture ◽  
Cyclic Variations ◽  
Time Cycle ◽  
Exhaust Gas Emissions ◽  
No Emissions

The results of experiments performed by gasoline and natural gas fuels in a single cylinder research engine were evaluated in this study. The main objective of this study is to compare exhaust gas emissions, efficiency, and burn durations for both fuels in stoichiometric and lean mixture. At the same time, cycle to cycle variation in these operating conditions should not exceed an acceptable value. In the ultra-lean mixture, gasoline fuel exceeded this determined limit before Compressed Natural Gas (CNG). Therefore, the reduction in NO was restricted by cyclic variations. In combustion analysis, although the burn duration of the gasoline in stoichiometric conditions was shorter than CNG, this situation reversed in favor of CNG in the ultra-lean mixtures. Contrary to some studies in the literature, the spark advance and ignition delay for CNG were the same or shorter than gasoline in this study. The primary reasons for this change are the high compression ratio and the different combustion chamber geometry. The increase in turbulence intensity has different effects on CNG and gasoline. As a result, it has been observed that NO emissions can meet the limits without a loss of efficiency for this engine operated with CNG under the ultra-lean mixture.

scholarly journals SI engine performance, lubricant oil deterioration, and emission: A comparison of liquid and gaseous fuel

2020 ◽  
Vol 12 (6) ◽  
pp. 168781402093045
Author(s):  
Muhammad Usman ◽  
Muhammad Wajid Saleem ◽  
Syed Saqib ◽  
Jamal Umer ◽  
Ahmad Naveed ◽  
...  
Keyword(s):  
Energy Consumption ◽  
Natural Gas ◽  
Specific Energy ◽  
Alternative Fuels ◽  
Specific Energy Consumption ◽  
Engine Performance ◽  
Operating Conditions ◽  
Compressed Natural Gas ◽  
Lubricant Oil ◽  
Brake Power

Considering the importance of alternative fuels in IC engines for environment safety, compressed natural gas has been extensively employed in SI engines. However, scarce efforts have been made to investigate the effect of compressed natural gas on engine lubricant oil for a long duration. In this regard, a comprehensive analysis has been made on the engine performance, emissions, and lubricant oil conditions using gasoline ( G)92 and compressed natural gas at different operating conditions using reliable sampling methods. The key parameters of the engine performance like brake power and brake-specific energy consumption were investigated at 80% throttle opening within 1500–4500 range of r/min. For the sake of emission tests, speed was varied uniformly by varying the load at a constant throttle. Furthermore, the engine was run at high and low loads for lubricant oil comparison. Although compressed natural gas showed a decrease in brake-specific energy consumption (7.94%) and emissions content, ( G)92 performed relatively better in the case of brake power (39.93% increase). Moreover, a significant improvement was observed for wear debris, lubricant oil physiochemical characteristics, and additives depletion in the case of compressed natural gas than those of ( G)92. The contents of metallic particles were decreased by 23.58%, 36.25%, 42.42%, and 66.67% for iron, aluminum, copper, and lead, respectively, for compressed natural gas.

Assessment of the Impact of Applying a Non-Factory Dual-Fuel (Diesel/Natural Gas) Installation on the Traction Properties and Emissions of Selected Exhaust Components of a Road Semi-Trailer Truck Unit

Energies ◽  
2021 ◽  
Vol 14 (23) ◽  
pp. 8001
Author(s):  
Mirosław Karczewski ◽  
Marcin Wieczorek
Keyword(s):  
Natural Gas ◽  
Carbon Dioxide Emissions ◽  
Hydrocarbon Fuel ◽  
Supply System ◽  
Operating Conditions ◽  
Dual Fuel ◽  
Compressed Natural Gas ◽  
Engine Wear ◽  
The Impact ◽  
Gas Supply

Problems such as global warming and rising oil prices are driving the implementation of ideas to reduce liquid fuel consumption and greenhouse gas emissions. One of them is the use of natural gas as an energy source. It is a hydrocarbon fuel with properties that allow the reduction of CO2 (Carbon Dioxide) emissions during combustion. Solutions are being implemented that allow for the use of natural gas to means of transport, namely in trucks of various categories and intended use. These installations are used in new vehicles, but also in the form of conversion for used cars, usually several years old. The article presents the results of tests of an engine from a used semi-trailer truck with a mileage of approx. 800 thousand km, with the compressed natural gas supply system installed. This installation (hardware and software), depending on the engine operating conditions, enables the replacement of up to 80% of diesel (base fuel) with natural gas. The impact of changing the fuel supply method on the traction characteristics calculated with the use of external characteristics of both conventional and dual-fuel mode was assessed. The emissions of exhaust gas components were also determined under the conditions of the UNECE Regulation No. 49. The test results confirm that compared to conventional fueling, dual fueling allows for a significant reduction in CO2 emissions, even in a used vehicle with high mileage. The use of a non-factory installation did not significantly affect the traction properties of the vehicle, and engine wear is of greater importance in this case (comparison with factory data). The work is a valuable supplement to the results of the research in which the impact of the use of a non-factory CNG (Compressed Natural Gas) supply system on the performance of a semi-trailer truck unit equipped with such an installation was assessed compared to a semi-trailer truck unit powered in a classic way with diesel fuel.

scholarly journals Conceptual Approach on Feasible Hydrogen Contents for Retrofit of CNG to HCNG under Heavy-Duty Spark Ignition Engine at Low-to-Middle Speed Ranges

Energies ◽  
2020 ◽  
Vol 13 (15) ◽  
pp. 3861
Author(s):  
Bum Youl Park ◽  
Ki-Hyung Lee ◽  
Jungsoo Park
Keyword(s):  
Natural Gas ◽  
Sampling Method ◽  
Latin Hypercube Sampling ◽  
Internal Combustion ◽  
Operating Conditions ◽  
Spark Ignition Engine ◽  
Latin Hypercube ◽  
Compressed Natural Gas ◽  
Performance And Emission ◽  
Base Engine

Hydrogen-based engines are progressively becoming more important with the increasing utilization of hydrogen and layouts (e.g., onboard reforming systems) in internal combustion engines. To investigate the possibility of HICE (hydrogen fueled internal combustion engine), such as an engine with an onboard reforming system, which is introduced as recent technologies, various operating areas and parameters should be considered to obtain feasible hydrogen contents itself. In this study, a virtual hydrogen-added compressed natural gas (HCNG) model is built from a modified 11-L CNG (Compressed Natural Gas) engine, and a response surface model is derived through a parametric study via the Latin hypercube sampling method. Based on the results, performance and emission trends relative to hydrogen in the HCNG engine system are suggested. The operating conditions are 1000, 1300, and 1500 rpm under full load. For the Latin hypercube sampling method, the dominant variables include spark timing, excess air ratio (i.e., λCH4+H2), and H2 addition. Under target operating conditions of 1000, 1300, and 1500 rpm, the addition of 6–10% hydrogen enables the virtual HCNG engine to reach similar levels of torque and BSFC (brake specific fuel consumption) compared to same lambda condition of λCH4. For the relatively low 1000 rpm speed under conditions similar to those of the base engine, NOx formation is greater than base engine condition, while a similar NOx level can be maintained under the middle speed range (1300 and 1500 rpm) despite hydrogen addition. Upon addition of 6–10% hydrogen under the middle speed operation range, the target engine achieves performance and emission similar to those of the base engine.

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