The Advanced Low Pilot Ignited Natural Gas Engine: A Low NOx Alternative to the Diesel Engine

2003 ◽  
Author(s):  
Kalyan K. Srinivasan ◽  
Sundar R. Krishnan ◽  
Satbir Singh ◽  
K. Clark Midkiff ◽  
Stuart R. Bell ◽  
...  
Keyword(s):  
Natural Gas ◽  
Low Cost ◽  
Injection Timing ◽  
Nox Emissions ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Engine Stability ◽  
Unburned Hydrocarbons ◽  
Cylinder Compression ◽  
Diesel Operation

High nitrogen oxides (NOx) and particulate matter (PM) emissions restrict future use of conventional diesel engines for efficient, low-cost power generation. The advanced low pilot ignited natural gas (ALPING) engine described here has potential to meet stringent NOx and PM emissions regulations. It uses natural gas as the primary fuel (95 to 98 percent of the fuel energy input here) and a diesel fuel pilot to achieve compression ignition. Experimental measurements are reported from a single cylinder, compression-ignition engine employing highly advanced injection timing (45°–60°BTDC). The ALPING engine is a promising strategy to reduce NOx emissions, with measured full-load NOx emissions of less than 0.25 g/kWh and identical fuel economy to baseline straight diesel operation. However, unburned hydrocarbons were significantly higher for ALPING operation. Engine stability, as measured by COV, was 4–6 percent for ALPING operation compared to 0.6–0.9 percent for straight diesel.

scholarly journals Studies on Improvement of Performance of Compression Ignition Engine Fuelled with Mixture of Honge Biodiesel and Tire Pyrolysis Oil

2018 ◽  
Vol 68 (1) ◽  
pp. 15-24
Author(s):  
Natesan Kapilan ◽  
Naik Jullya
Keyword(s):  
Low Cost ◽  
Engine Performance ◽  
Fuel Mixture ◽  
Compression Ignition ◽  
Pyrolysis Oil ◽  
Compression Ignition Engine ◽  
Injector Nozzle ◽  
Cylinder Compression ◽  
Nozzle Opening ◽  
Diesel Operation

Abstract The biodiesel has lower volatility and is costlier than the fossil diesel. Hence it is necessary to add a low cost fuel which has higher volatility, with the diesel. The tire pyrolysis oil (TPO) produced from waste tire and tubes have these desirable properties and hence in this work, we have mixed TPO with biodiesel to enhance the properties of the biodiesel. The engine tests were carried out on a single cylinder compression ignition engine with the mixture of biodiesel and TPO as fuel. From the engine tests, it is observed that the fuel mixture results in engine performance close to diesel operation at the higher injector nozzle opening pressure.

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.

Effects of injection strategy on performance and emissions metrics in a diesel/methane dual-fuel single-cylinder compression ignition engine

2019 ◽  
Vol 20 (10) ◽  
pp. 1059-1072 ◽  
Author(s):  
Metin Korkmaz ◽  
Dennis Ritter ◽  
Bernhard Jochim ◽  
Joachim Beeckmann ◽  
Dirk Abel ◽  
...  
Keyword(s):  
Diesel Fuel ◽  
Deep Understanding ◽  
Injection Pressure ◽  
Dual Fuel ◽  
Injection Timing ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Single Cylinder ◽  
Cylinder Compression ◽  
The Impact

In order to counteract the drawbacks of conventional diesel combustion, which can lead to high indicated specific nitric oxide and indicated specific particulate matter emissions, a promising diesel-dual-fuel concept is investigated and evaluated. In this study, methane is used as supplement to liquid diesel fuel due to its benefits like high knock resistance and clean combustion. A deep understanding of the in-cylinder process is required for engine design and combustion controller development. To investigate the impact of different input parameters such as injection duration, injection timing, and substitution rate on varying output parameters like load, combustion phasing, and engine-out emissions, numerous investigations were conducted. Engine speed, global equivalence ratio, and injection pressure were held constant. The experiments were carried out in a modified single-cylinder compression ignition engine. The results reveal regimes with different dependencies between injection timing of diesel fuel and combustion phasing. This work demonstrates the potential of the diesel-dual-fuel concept by combining sophisticated combustion control with the favorable combustion mode. Without employing exhaust gas recirculation, TIER IMO 3 emissions limits are met while ensuring high thermal efficiency.

scholarly journals Thermochemical Recuperation to Enable Efficient Ammonia-Diesel Dual-Fuel Combustion in a Compression Ignition Engine

Energies ◽  
2021 ◽  
Vol 14 (22) ◽  
pp. 7540
Author(s):  
Seamus P. Kane ◽  
William F. Northrop
Keyword(s):  
Catalytic Reduction ◽  
Combustion Efficiency ◽  
Oxidation Catalyst ◽  
Dual Fuel ◽  
Nox Emissions ◽  
Compression Ignition ◽  
Oxides Of Nitrogen ◽  
Compression Ignition Engine ◽  
Exhaust Temperature ◽  
Cylinder Compression

A thermochemical recuperation (TCR) reactor was developed and experimentally evaluated with the objective to improve dual-fuel diesel–ammonia compression ignition engines. The novel system simultaneously decomposed ammonia into a hydrogen-containing mixture to allow high diesel fuel replacement ratios and oxidized unburned ammonia emissions in the exhaust, overcoming two key shortcomings of ammonia combustion in engines from the previous literature. In the experimental work, a multi-cylinder compression ignition engine was operated in dual-fuel mode using intake-fumigated ammonia and hydrogen mixtures as the secondary fuel. A full-scale catalytic TCR reactor was constructed and generated the fuel used in the engine experiments. The results show that up to 55% of the total fuel energy was provided by ammonia on a lower heating value basis. Overall engine brake thermal efficiency increased for modes with a high exhaust temperature where ammonia decomposition conversion in the TCR reactor was high but decreased for all other modes due to poor combustion efficiency. Hydrocarbon and soot emissions were shown to increase with the replacement ratio for all modes due to lower combustion temperatures and in-cylinder oxidation processes in the late part of heat release. Engine-out oxides of nitrogen (NOx) emissions decreased with increasing diesel replacement levels for all engine modes. A higher concentration of unburned ammonia was measured in the exhaust with increasing replacement ratios. This unburned ammonia predominantly oxidized to NOx species over the oxidation catalyst used within the TCR reactor. Ammonia substitution thus increased post-TCR reactor ammonia and NOx emissions in this work. The results show, however, that engine-out NH3-to-NOx ratios were suitable for passive selective catalytic reduction, thus demonstrating that both ammonia and NOx from the engine could be readily converted to N2 if the appropriate catalyst were used in the TCR reactor.

scholarly journals Effect of Injection Timing and Injection Duration of Manifold Injected Fuels in Reactivity Controlled Compression Ignition Engine Operated with Renewable Fuels

Energies ◽  
2021 ◽  
Vol 14 (15) ◽  
pp. 4621
Author(s):  
P. A. Harari ◽  
N. R. Banapurmath ◽  
V. S. Yaliwal ◽  
T. M. Yunus Khan ◽  
Irfan Anjum Badruddin ◽  
...  
Keyword(s):  
Nitric Oxide ◽  
Injection Timing ◽  
Compression Ignition ◽  
Cylinder Pressure ◽  
Compression Ignition Engine ◽  
Compressed Natural Gas ◽  
Reactivity Controlled Compression Ignition ◽  
Brake Thermal Efficiency ◽  
Injection Duration ◽  
Fuel Mixtures

In the current work, an effort is made to study the influence of injection timing (IT) and injection duration (ID) of manifold injected fuels (MIF) in the reactivity controlled compression ignition (RCCI) engine. Compressed natural gas (CNG) and compressed biogas (CBG) are used as the MIF along with diesel and blends of Thevetia Peruviana methyl ester (TPME) are used as the direct injected fuels (DIF). The ITs of the MIF that were studied includes 45°ATDC, 50°ATDC, and 55°ATDC. Also, present study includes impact of various IDs of the MIF such as 3, 6, and 9 ms on RCCI mode of combustion. The complete experimental work is conducted at 75% of rated power. The results show that among the different ITs studied, the D+CNG mixture exhibits higher brake thermal efficiency (BTE), about 29.32% is observed at 50° ATDC IT, which is about 1.77, 3.58, 5.56, 7.51, and 8.54% higher than D+CBG, B20+CNG, B20+CBG, B100+CNG, and B100+CBG fuel combinations. The highest BTE, about 30.25%, is found for the D+CNG fuel combination at 6 ms ID, which is about 1.69, 3.48, 5.32%, 7.24, and 9.16% higher as compared with the D+CBG, B20+CNG, B20+CBG, B100+CNG, and B100+CBG fuel combinations. At all ITs and IDs, higher emissions of nitric oxide (NOx) along with lower emissions of smoke, carbon monoxide (CO), and hydrocarbon (HC) are found for D+CNG mixture as related to other fuel mixtures. At all ITs and IDs, D+CNG gives higher In-cylinder pressure (ICP) and heat release rate (HRR) as compared with other fuel combinations.

Experimental Investigation of a Heavy-Duty Compression-Ignition Engine Retrofitted to Natural Gas Spark-Ignition Operation

2019 ◽  
Vol 141 (11) ◽  
Author(s):  
Jinlong Liu ◽  
Hemanth Kumar Bommisetty ◽  
Cosmin Emil Dumitrescu
Keyword(s):  
Natural Gas ◽  
Spark Ignition ◽  
Operating Conditions ◽  
Compression Ignition ◽  
Heavy Duty ◽  
Compression Ignition Engine ◽  
Engine Operation ◽  
Cycle Variation ◽  
Spark Timing ◽  
Ci Engines

Heavy-duty compression-ignition (CI) engines converted to natural gas (NG) operation can reduce the dependence on petroleum-based fuels and curtail greenhouse gas emissions. Such an engine was converted to premixed NG spark-ignition (SI) operation through the addition of a gas injector in the intake manifold and of a spark plug in place of the diesel injector. Engine performance and combustion characteristics were investigated at several lean-burn operating conditions that changed fuel composition, spark timing, equivalence ratio, and engine speed. While the engine operation was stable, the reentrant bowl-in-piston (a characteristic of a CI engine) influenced the combustion event such as producing a significant late combustion, particularly for advanced spark timing. This was due to an important fraction of the fuel burning late in the squish region, which affected the end of combustion, the combustion duration, and the cycle-to-cycle variation. However, the lower cycle-to-cycle variation, stable combustion event, and the lack of knocking suggest a successful conversion of conventional diesel engines to NG SI operation using the approach described here.

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