Performance and Emissions Characteristics of Bio-Diesel (B100)-Ignited Methane and Propane Combustion in a Four Cylinder Turbocharged Compression Ignition Engine

2011 ◽  
Author(s):  
N. T. Shoemaker ◽  
C. M. Gibson ◽  
A. C. Polk ◽  
S. R. Krishnan ◽  
K. K. Srinivasan
Keyword(s):  
Natural Gas ◽  
Fuel Efficiency ◽  
Dual Fuel ◽  
Propane Combustion ◽  
Compression Ignition Engine ◽  
Brake Thermal Efficiency ◽  
Engine Knock ◽  
Performance And Emissions ◽  
Dual Fuel Combustion ◽  
Dual Fueling

Different combustion strategies and fuel sources are needed to deal with increasing fuel efficiency demands and emission restrictions. One possible strategy is dual fueling using readily available resources. Propane and natural gas are readily available with the current infrastructure and biodiesel is growing in popularity as a renewable fuel. This paper presents experimental results from dual fuel combustion of methane (as a surrogate for natural gas) and propane as primary fuels with biodiesel pilots in a 1.9 liter, turbocharged, 4 cylinder diesel engine at 1800 rev/min. Experiments were performed with different percentage energy substitutions (PES) of propane and methane and at different brake mean effective pressures (BMEP/bmep). Brake thermal efficiency (BTE) and emissions (NOx, HC, CO, CO2, O2 and smoke) were also measured. Maximum PES levels for B100-methane dual fuelling were limited to 70% at 2.5 bar bmep and 48% at 10 bar bmep, and corresponding values for B100-propane dual fuelling were 64% and 43%, respectively. Maximum PES was limited by misfire at 2.5 bar bmep and the onset of engine knock at 10 bar bmep. Dual fuel BTEs approached straight B100 values at 10 bar bmep while they were significantly lower than B100 values at 2.5 bar bmep. In general dual fuelling was beneficial in reducing NOx and smoke emissions by 33% and 50%, respectively from baseline B100 levels; however, both CO and THC emissions were significantly higher than baseline B100 levels at all PES and loads.

Performance and Emissions Characteristics of Bio-Diesel (B100)-Ignited Methane and Propane Combustion in a Four Cylinder Turbocharged Compression Ignition Engine

2012 ◽  
Vol 134 (8) ◽  
Author(s):  
N. T. Shoemaker ◽  
C. M. Gibson ◽  
A. C. Polk ◽  
S. R. Krishnan ◽  
K. K. Srinivasan
Keyword(s):  
Natural Gas ◽  
Fuel Efficiency ◽  
Dual Fuel ◽  
Compression Ignition ◽  
Propane Combustion ◽  
Compression Ignition Engine ◽  
Engine Knock ◽  
Performance And Emissions ◽  
Cylinder Compression ◽  
Dual Fueling

Different combustion strategies and fuel sources are needed to deal with increasing fuel efficiency demands and emission restrictions. One possible strategy is dual fueling using readily available resources. Propane and natural gas are readily available with the current infrastructure and biodiesel is growing in popularity as a renewable fuel. This paper presents experimental results from dual fuel combustion of methane (as a surrogate for natural gas) and propane as primary fuels with biodiesel pilots in a 1.9 liter, turbocharged, 4-cylinder compression ignition engine at 1800 rev/min. Experiments were performed with different percentage energy substitutions (PES) of propane and methane and at different brake mean effective pressures (BMEP/bmep). Brake thermal efficiency (BTE) and emissions (NOx, HC, CO, CO2, O2 and smoke) were also measured. Maximum PES levels for B100-methane dual fueling were limited to 70% at 2.5 bars bmep and 48% at 10 bars bmep, and corresponding values for B100-propane dual fueling were 64% and 43%, respectively. Maximum PES was limited by misfire at 2.5 bars bmep and the onset of engine knock at 10 bars bmep. Dual fuel BTEs approached straight B100 values at 10 bars bmep while they were significantly lower than B100 values at 2.5 bars bmep. In general, dual fueling was beneficial in reducing NOx and smoke emissions by 33% and 50%, respectively, from baseline B100 levels; however, both CO and THC emissions were significantly higher than baseline B100 levels at all PES and loads.

Experimental Investigations on a Compressed Natural Gas Operated Dual Fuel Engine

2005 ◽  
Author(s):  
N. Kapilan ◽  
Chandramohan Somayaji ◽  
P. Mohanan ◽  
R. P. Reddy
Keyword(s):  
Diesel Engine ◽  
Natural Gas ◽  
Thermal Efficiency ◽  
Experimental Investigations ◽  
Dual Fuel ◽  
Nox Emissions ◽  
Compressed Natural Gas ◽  
Brake Thermal Efficiency ◽  
Full Load ◽  
Performance And Emissions

In the present work, an attempt has been made for the effective utilization of Compressed Natural Gas (CNG) in diesel engine. A four stroke, single cylinder diesel engine was modified to work on dual fuel mode. The effect of CNG flow rate and Exhaust Gas Recirclulation (EGR) on the performance and emissions of the dual fuel engine was studied. The variables considered for the tests were different CNG flow rates (0.2, 0.3, 0.4, 0.5, 0.6 and 0.7 kg/hr), EGR (0 %, 4.28 %, 6.63 % and 8.12 %) and loads (25 %, 50 %, 75 % and 100 % of full load). From the test results, it was observed that the EGR rate of 4.28 % results in better brake thermal efficiency and lower CO and NOx emissions than other ERG rates at 25 %, 50% and 75% of full loads. At full load, EGR rate of 8.12 % results in higher brake thermal efficiency and lower NOx emissions.

scholarly journals Comparison of Propane and Methane Performance and Emissions in a Turbocharged Direct Injection Dual Fuel Engine

2011 ◽  
Vol 133 (9) ◽  
Author(s):  
C. M. Gibson ◽  
A. C. Polk ◽  
N. T. Shoemaker ◽  
K. K. Srinivasan ◽  
S. R. Krishnan
Keyword(s):  
Natural Gas ◽  
Direct Injection ◽  
Control Unit ◽  
Dual Fuel ◽  
Wide Range ◽  
Particulate Matter Emissions ◽  
Performance And Emissions ◽  
Di Diesel Engine ◽  
Total Hydrocarbons ◽  
Dual Fueling

With increasingly restrictive NOx and particulate matter emissions standards, the recent discovery of new natural gas reserves, and the possibility of producing propane efficiently from biomass sources, dual fueling strategies have become more attractive. This paper presents experimental results from dual fuel operation of a four-cylinder turbocharged direct injection (DI) diesel engine with propane or methane (a natural gas surrogate) as the primary fuel and diesel as the ignition source. Experiments were performed with the stock engine control unit at a constant speed of 1800 rpm, and a wide range of brake mean effective pressures (BMEPs) (2.7–11.6 bars) and percent energy substitutions (PESs) of C3H8 and CH4. Brake thermal efficiencies (BTEs) and emissions (NOx, smoke, total hydrocarbons (THCs), CO, and CO2) were measured. Maximum PES levels of about 80–95% with CH4 and 40–92% with C3H8 were achieved. Maximum PES was limited by poor combustion efficiencies and engine misfire at low loads for both C3H8 and CH4, and the onset of knock above 9 bar BMEP for C3H8. While dual fuel BTEs were lower than straight diesel BTEs at low loads, they approached diesel BTE values at high loads. For dual fuel operation, NOx and smoke reductions (from diesel values) were as high as 66–68% and 97%, respectively, but CO and THC emissions were significantly higher with increasing PES at all engine loads.

scholarly journals Comparison of Propane and Methane Performance and Emissions in a Turbocharged Direct Injection Dual Fuel Engine

2010 ◽  
Author(s):  
C. M. Gibson ◽  
A. C. Polk ◽  
N. T. Shoemaker ◽  
K. K. Srinivasan ◽  
S. R. Krishnan
Keyword(s):  
Diesel Engine ◽  
Natural Gas ◽  
Direct Injection ◽  
Experimental Results ◽  
Ignition Source ◽  
Dual Fuel ◽  
Wide Range ◽  
Performance And Emissions ◽  
Di Diesel Engine ◽  
Dual Fueling

With increasingly restrictive NOx and PM emissions standards, the recent discovery of new natural gas reserves, and the possibility of producing propane efficiently from biomass sources, dual fueling strategies have become more attractive. This paper presents experimental results from dual-fueling a four-cylinder turbocharged DI diesel engine with propane or methane (a natural gas surrogate) as the primary fuel and diesel as the ignition source. Experiments were performed with the stock ECU at a constant speed of 1800 rev/min, and a wide range of BMEPs (2.7 to 11.6 bar) and percent energy substitutions (PES) of C3H8 and CH4. Brake thermal efficiencies (BTE) and emissions (NOx, smoke, THC, CO, and CO2) were measured. Maximum PES levels of about 80–95 percent with CH4 and 40–92 percent with C3H8 were achieved. Maximum PES was limited by poor combustion efficiencies and engine misfire at low loads for both C3H8 and CH4, and the onset of knock above 9 bar BMEP for C3H8. While dual fueling BTEs were lower than straight diesel BTEs at low loads, they approached diesel BTE values at high loads. With dual fueling, NOx and smoke reductions (from diesel values) were as high as 66–68 percent and 97 percent, respectively, but CO and THC emissions were significantly higher with increasing PES at all engine loads.

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 Assessment of late pilot injection effect in dual-fuel combustion

2020 ◽  
Vol 197 ◽  
pp. 06010
Author(s):  
Antonio Caricato ◽  
Antonio Paolo Carlucci ◽  
Antonio Ficarella ◽  
Luciano Strafella
Keyword(s):  
Injection Pressure ◽  
Dual Fuel ◽  
Injection Timing ◽  
Pilot Injection ◽  
Compression Ignition Engine ◽  
Engine Load ◽  
Pilot Fuel ◽  
Dual Fuel Combustion ◽  
Cylinder Compression ◽  
Injection Effect

In this paper, the effect of late injection on combustion and emission levels has been investigated on a single cylinder compression ignition engine operated in dual-fuel mode injecting methane along the intake duct and igniting it through a pilot fuel injected directly into the combustion chamber. During the tests, the amount of pilot fuel injected per cycle has been kept constant, while the amount of methane has been varied on three levels. Therefore, three levels of engine load have been tested, while speed has been kept constant equal to 1500rpm. Pilot injection pressure has been varied on three set points, namely 500, 1000 and 1500 bar. For each engine load and injection pressure, pilot injection timing has been swept on a very broad range of values, spanning from very advanced to very late values. The analysis of heat release rate indicates that MK-like conditions are established in dual-fuel mode with late pilot injection. In these conditions, pollutant species, and NOx levels in particular, are significantly reduced without penalization – and in several conditions with improvement – on fuel conversion efficiency.

Experimental Investigation of the Natural Gas / Diesel Dual-Fuel Combustion Using a Rapid Compression Machine

2011 ◽  
Author(s):  
Julio C. C. Eg\ausquiza ◽  
Sergio L. Braga ◽  
Carlos V. M. Braga ◽  
Antonio C. S. Villela ◽  
Newton R. Moura
Keyword(s):  
Experimental Investigation ◽  
Natural Gas ◽  
Fuel Combustion ◽  
Dual Fuel ◽  
Rapid Compression Machine ◽  
Dual Fuel Combustion ◽  
Rapid Compression
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