Experimental Determination of Liquefied Petroleum Gas–Gasoline Mixtures Knock Resistance

2014 ◽  
Vol 136 (12) ◽  
Author(s):  
Emiliano Pipitone ◽  
Giuseppe Genchi
Keyword(s):  
Fuel Injection ◽  
Molar Fraction ◽  
Pollutant Emissions ◽  
Injection System ◽  
Liquefied Petroleum Gas ◽  
High Compression Ratio ◽  
Experimental Researches ◽  
Mass Basis ◽  
Engine Size

The results of previous experimental researches showed that great advantages can be achieved, both in terms of fuel consumption and pollutant emissions, in bifuel vehicles by means of the double-fuel combustion, i.e., the simultaneous combustion of 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 maintain an overall stoichiometric proportion with air also at full load, is not documented in the scientific literature and induced the authors to perform a proper experimental campaign. The motor octane number (MON) of LPG–gasoline mixtures has been hence determined 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 of the measurement show a quadratic dependence of the MON of the mixture as function of the LPG concentration evaluated on a mass basis, with higher increase for the lower LPG content. A good linear relation, instead, has been determined on the basis of the evaluated LPG molar fraction. The simultaneous combustion of LPG and gasoline may become a third operative mode of bifuel vehicles, allowing to optimize fuel economy, performances, and pollutant emissions; turbocharged bifuel engines could strongly take advantage of the knock resistance of 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 for the design of future bifuel engines running with knock safe simultaneous combustion of LPG and gasoline.

Experimental Investigation With Optical Diagnostics of a Lean-Premixed Aero-Engine Injection System Under Relevant Operating Conditions

2017 ◽  
Author(s):  
P. Malbois ◽  
E. Salaun ◽  
F. Frindt ◽  
G. Cabot ◽  
B. Renou ◽  
...  
Keyword(s):  
Flame Length ◽  
Operating Conditions ◽  
Pollutant Emissions ◽  
Injection System ◽  
Exhaust Gas ◽  
Laser Propagation ◽  
Aero Engine ◽  
Lean Premixed ◽  
Gradient Based

A Lean-Premixed (LP) aero-engine injection system was experimentally studied using optically-based measurements. Experiments were conducted under relevant operating conditions up to 1.38 MPa and using commercial kerosene as fuel. First of all, the structure of the reaction zone and the flame length into the combustion chamber have been studied with CH* chemiluminescence. It is observed from the data measurements that combustion can produce two types of flames, a V-shaped flame in which combustion is stabilized a few mm downstream from the injector and a tulip flame in which combustion is developing inside the injection system. The flame is found to be shorter and more confined when increasing the pressure. To complement this study, experiments were also performed using the OH-PLIF measurement technique. Data processing of the absorption of OH fluorescence signals along the laser propagation allowed the determination of the absolute distribution of OH concentration without any calibration of the OH fluorescence signals. The obtained values are in agreement with estimated premixed adiabatic chemical equilibrium results. Furthermore, the flame front location and its structure were captured from gradient-based filtering operations on OH-PLIF signals. Finally, pollutant emissions were also measured with an exhaust gas sampling probe positioned downstream from the combustor outlet. It has been found that NOx emission increases with Fuel Air Ratio (FAR) and pressure whereas CO exhibits an inverse trend.

Performance and Emission Analysis of Partially Premixed Charge Compression Ignition Combustion

2019 ◽  
Vol 141 (6) ◽  
Author(s):  
Charu Vikram Srivatsa ◽  
Jonathan Mattson ◽  
Christopher Depcik
Keyword(s):  
Compression Ratio ◽  
Fuel Injection ◽  
Load Condition ◽  
Injection System ◽  
Compression Ignition ◽  
High Compression Ratio ◽  
High Compression ◽  
Ci Engine ◽  
Partially Premixed ◽  
Load Conditions

In order to investigate the performance and emissions behavior of a high compression ratio compression ignition (CI) engine operating in partially premixed charge compression ignition (PPCI) mode, a series of experiments were conducted using a single-cylinder engine with a high-pressure rail fuel injection system. This included a moderately advanced direct injection strategy to attempt PPCI combustion under low load conditions by varying the injection timing between 25 deg and 35 deg before top dead center (BTDC) in steps of 2.5 deg. Furthermore, during experimentation the fuel injection pressure, engine speed, and engine torque were kept constant. Performance parameters and emissions were measured and analyzed using a zero-dimensional heat release model. Compared to the baseline conventional 12.5 deg BTDC injection, in-cylinder pressure and temperature were higher at advanced timings for all load conditions considered. Additionally, NOx, PM, CO, and total hydrocarbon (THC) were higher than conventional results at the 0.5 N·m load condition. While PM emissions were lower, and CO and THC emissions were comparable to conventional injection results at the 1.5 N·m load condition between 25 deg and 30 deg BTDC, NOx emissions were relatively high. Hence, there was limited success in beating the NOx-PM trade-off. Moreover, since the start of combustion (SOC) occurred BTDC, the resulting higher peak combustion pressures restricted the operating condition to lower loads. As a result, further investigation including exhaust gas recirculation (EGR) and/or variance in fuel cetane number (CN) is required to achieve PPCI in a high compression ratio CI engine.

scholarly journals Conceptual Studies of a Fuel-Flexible Low-Swirl Combustion System for the Gas Turbine in Clean Coal Power Plants

2010 ◽  
Author(s):  
Kenneth O. Smith ◽  
Peter L. Therkelsen ◽  
David Littlejohn ◽  
Sy Ali ◽  
Robert K. Cheng
Keyword(s):  
Gas Turbine ◽  
Gas Turbines ◽  
Power Plants ◽  
Fuel Injection ◽  
Pollutant Emissions ◽  
Injection System ◽  
Combustion System ◽  
High Hydrogen ◽  
Swirl Combustion ◽  
Auto Ignition

This paper reports the results of preliminary analyses that show the feasibility of developing a fuel flexible (natural gas, syngas and high-hydrogen fuel) combustion system for IGCC gas turbines. Of particular interest is the use of Lawrence Berkeley National Laboratory’s DLN low swirl combustion technology as the basis for the IGCC turbine combustor. Conceptual designs of the combustion system and the requirements for the fuel handling and delivery circuits are discussed. The analyses show the feasibility of a multi-fuel, utility-sized, LSI-based, gas turbine engine. A conceptual design of the fuel injection system shows that dual parallel fuel circuits can provide range of gas turbine operation in a configuration consistent with low pollutant emissions. Additionally, several issues and challenges associated with the development of such a system, such as flashback and auto-ignition of the high-hydrogen fuels, are outlined.

Improvement of Gas Turbine Injection Systems by Combined Experimental/Numerical Approach

2002 ◽  
Author(s):  
G. Riccio ◽  
P. Adami ◽  
F. Martelli ◽  
D. Cecchini ◽  
L. Carrai
Keyword(s):  
Combustion Chamber ◽  
Gas Turbine ◽  
Fuel Injection ◽  
Numerical Approach ◽  
Combustion Stability ◽  
Pollutant Emissions ◽  
Injection System ◽  
Flame Stability ◽  
Fuel Injection System ◽  
Joint Application

An aerodynamic study for the premixing device of an industrial turbine gas combustor is discussed. The present work is based on a joint application of numerical CFD and experimental investigation tools in order to verify and optimize the combustor gaseous fuel injection system. The objective is the retrofit of an old generation gas turbine combustion chamber that is carried out considering new targets of NOx emission keeping the same CO and combustion stability performances. CFD has been used to compare different premixing duct configurations for improved mixing features. Experimental test has been carried out in order to assess the pollutant emissions, flame stability and pattern factor characteristics of the full combustion chamber retrofitted with the modified injection system.

A study on the injection characteristics of a liquid-phase liquefied petroleum gas injector for air-fuel ratio control

2005 ◽  
Vol 219 (8) ◽  
pp. 1037-1046 ◽  
Author(s):  
Hansub Sim ◽  
Kangyoon Lee ◽  
Namhoon Chung ◽  
Myoungho Sunwoo
Keyword(s):  
Liquid Phase ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Vapour Phase ◽  
Injection Rate ◽  
Injection System ◽  
Driving Voltage ◽  
Liquefied Petroleum Gas ◽  
Fuel Temperature ◽  
Fuel Ratio

Liquefied petroleum gas (LPG) is widely used as a gaseous fuel in spark ignition engines because of its considerable advantages over gasoline. However, the LPG engine suffers a torque loss because the vapour-phase LPG displaces a larger volume of air than do gasoline droplets. In order to improve engine power as well as fuel consumption and air-fuel ratio control, considerable research has been devoted to improving the LPG injection system. In the liquid-phase LPG injection systems, the injection rate of an injector is affected by the fuel temperature, injection pressure, and driving voltage. When injection conditions change, the air-fuel ratio should be accurately controlled in order to reduce exhaust emissions. In this study, correction factors for the fuel injection rate are developed on the basis of fuel temperature, injection pressure, and injector driving voltage. A compensation method to control the amount of injected fuel is proposed for a liquid-phase LPG injection control system. The experimental results show that the liquid-phase LPG injection system works well over the entire range of engine speeds and load conditions, and the air-fuel ratio can be accurately controlled by using the proposed compensation algorithm.

Evaluation of a Piloted Lean Injection System in Terms of Emission Performance and Flame Structure at Elevated Pressure

2013 ◽  
Author(s):  
Stefan Harth ◽  
Nikolaos Zarzalis ◽  
Hans-Jörg Bauer ◽  
F. Turrini
Keyword(s):  
Fuel Injection ◽  
Flame Structure ◽  
Operating Conditions ◽  
Pollutant Emissions ◽  
Injection System ◽  
Emission Performance ◽  
Air Inlet ◽  
Pilot Fuel ◽  
Aero Engines ◽  
Pressure Swirl

A new compact injection system design for piloted lean combustion has been developed to reduce the pollutant emissions in aero engines. The system includes an integrated premixing zone to achieve a homogenous fuel distribution, so that peak temperatures in the combustor are avoided. This leads to low NOx emissions at lean conditions. The risks of flame flashback and auto ignition have been considered in the design and neither of them has been detected by the performed tests. To avoid the formation of a recirculation zone within the mixing zone an axial air jet has been introduced. This axial jet also works as an air assisted pilot fuel atomizer, which is a major innovation as compared to other lean injection systems using pressure-swirl atomizers for the pilot fuel like e.g. the PERM (Partial Evaporation and Rapid Mixing) concept developed in a previous research program [1], [2]. The main fuel injection of the current configuration is performed by four circumferentially arranged pressure swirl atomizers, which is also an alternative approach compared to previous concepts. The emission performance of the injection system using kerosene Jet A-1 has been investigated in a tubular combustor with air inlet temperatures up to 733 K and combustor pressures up to 10 bar. The dependencies of pilot fuel split, air to fuel ratio, combustor pressure and air inlet temperature on emissions have been determined. Over a wide range of operating conditions a low amount of pollutant emissions are achieved and the stability range is broadened by the pilot fuel injection. The flame structure has been analyzed by OH* chemiluminescence measurements. The Abel transformation technique has been applied to the images to generate the radial distribution. The main flame is lifted and its shape remains similar for different combustor pressures. The lift off height with only pilot fuel injection decreases with increasing combustor pressure and the flame shape is changing. This behavior is explained based on the effects of combustor pressure on fuel atomization, droplet traces and the distribution of evaporated fuel. The development and testing have been conducted in cooperation of AVIO and Karlsruhe Institute of Technology in the frame of the European Commission co-financed research project TECC-AE (Technology Enhancement for Clean Combustion in Aero Engines).

Experimental Investigation of a New Concept of Fuel Prevaporization

1976 ◽  
Vol 98 (3) ◽  
pp. 305-308
Author(s):  
G. Kappler ◽  
G. Kirschey ◽  
A. Fehler
Keyword(s):  
Fuel Injection ◽  
Soot Formation ◽  
Pollutant Emissions ◽  
Injection System ◽  
Outlet Temperature ◽  
Fuel Injection System ◽  
Droplet Combustion ◽  
Aircraft Engines ◽  
Low Velocity ◽  
Promising Development

The established emission standards for aircraft engines require the development of low emission combustors which incorporate new concepts of fuel prevaporization and pre-mixing systems. At MTU-Muenchen a fuel injection system was designed which greatly suppresses droplet combustion and avoids burning at stoichiometric air fuel ratios. Thereby the large quantities of NO produced at adiabatic peak temperatures are omitted and soot formation as a result of low velocity droplet combustion is avoided. Tests with a combustor incorporating the fuel injection system yielded high combustion efficiencies, improved combustor outlet temperature distributions and low pollutant emissions. Comparing the measured emission indices for CO, NO, and unburned HC with values required for civil aircraft engines showed a promising development potential of achieving the standards.

scholarly journals Estudio de emisiones contaminantes utilizando mezcla de gasolina e hidrógeno como combustible en un motor de combustión interna a 2800 M.S.N.M.

2018 ◽  
Vol 5 (1) ◽  
pp. 19-28
Author(s):  
Guillermo Reyes ◽  
Juan Iñiguez Izquierdo ◽  
William Pupiales ◽  
Cristian Soria ◽  
José Yépez
Keyword(s):  
Automotive Industry ◽  
New Technologies ◽  
Fuel Injection ◽  
Pollutant Emissions ◽  
Injection System ◽  
Intake Manifold ◽  
Hydrogen Generator ◽  
Power Increase ◽  
El Sistema ◽  
Nuevas Tecnologías

En la actualidad la industria automotriz busca nuevas tecnologías para mejorar los vehículos con respecto a sus emisiones contaminantes, aquello con el propósito de mejorar la calidad del aire y evitar la producción de gases perjudiciales para el medio ambiente a nivel mundial. Las prestaciones de un generador de hidrógeno automotriz fueron analizadas de forma comparativa, mediante el sistema estándar de inyección de combustible tipo gasolina y el mismo sistema estándar de inyección con 139ml de H₂ por minuto a través del múltiple de admisión, con 1 atm de presión. Se realizaron pruebas de emisiones contaminantes bajo la norma Técnica Ecuatoriana INEN 2-203 y 2-204. Los valores que arrojaron las pruebas realizadas de las emisiones de gases contaminantes, el monóxido de carbono presenta una disminución del 23% de su contaminación normal a 2500 rpm a 2800m.s.n.m. ABSTRACT The automotive industry is currently looking for new technologies to improve vehicles with respect to their pollutant emissions, with the aim of improving air quality and avoiding the production of harmful gases for the environment worldwide. The performance of an automotive hydrogen generator was analyzed in a comparative way using the standard gasoline fuel injection system and the same standard injection system with 139 ml H₂ per minute through the intake manifold at 1 atm pressure. In this research the dynamometer was tested by means of DIN 70020 for torque - power and the pollutant emissions were tested under the local Technical Norm INEN 2-203 and 2-204. The values of the tests performed on the dynamometer with the presence of hydrogen indicated a power increase of 9.38% over the values of its nominal power. For emissions of pollutant gases, carbon monoxide shows a 23% decrease of its normal pollution at 2500 rpm.

Sign in / Sign up

Export Citation Format

Share Document