Performance Improvements in a Natural Gas Dual Fuel Compression Ignition Engine with 250 MPa Pilot Injection of Diesel Fuel as an Ignition Source

2016 ◽  
Author(s):  
Hideyuki Ogawa ◽  
Gen Shibata ◽  
Jun Goto ◽  
Lin Jiang
Keyword(s):  
Natural Gas ◽  
Diesel Fuel ◽  
Ignition Source ◽  
Dual Fuel ◽  
Pilot Injection ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Performance Improvements

Numerical Simulation of Dual-Fuel Compression-Ignition Engine in Part-Load Operating Condition With Double Injection

2016 ◽  
Author(s):  
Arash Jamali ◽  
M. Razi Nalim
Keyword(s):  
Natural Gas ◽  
Diesel Fuel ◽  
Optimal Operation ◽  
Pollutant Emissions ◽  
Dual Fuel ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Operating Condition ◽  
Part Load ◽  
Double Injection

Natural gas substitution for diesel can result in significant reductions in pollutant emissions. In addition, with a high ignition temperature and relatively low reactivity, natural gas can enable promising approaches to combustion engine design. In particular, the combination of low-reactivity natural gas and high-reactivity diesel may allow for optimal operation as a reactivity-controlled compression ignition (RCCI) engine, which has potential for high efficiency and low emissions. In this computational study, a lean mixture of natural gas is ignited by direct injection of diesel fuel in part-load operating condition in a model of the heavy-duty CAT3401 diesel engine. A multi-dimensional simulation was performed using a finite-volume computational code for fuel spray and combustion processes in the Reynolds-averaged Navier-Stokes (RANS) framework. Adaptive mesh refinement (AMR) and multi-zone reaction modeling enables simulation in a reasonable time. The latter approach avoids expensive kinetic calculations in every computational cell, with considerable speedup. The model produces encouraging agreement between the simulation and experimental data. For reasonable accuracy and computation cost, a minimum cell size of 0.2 millimeters is suggested for the natural gas-diesel (NGD) dual-fuel engine. The results reveal that in part-load operating condition, much of the CH4, which is used as surrogate fuel for natural gas, cannot burn. The main goal of this research work is to assess the possibility to improve the performance of Caterpillar-3401 engine in NGD dual-fuel operation by in-cylinder modification strategies. The results reveal that among different strategies, double injection of diesel fuel with an early main injection can reduce the unburned hydrocarbon (UHC) emission significantly.

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.

Operation of a Compression Ignition Engine with a HEUI Injection System on Natural Gas with Diesel Pilot Injection

1999 ◽  
Author(s):  
Talus Park ◽  
Richard J. Atkinson ◽  
Nigel Clark ◽  
Michael L. Traver ◽  
Christopher M. Atkinson
Keyword(s):  
Natural Gas ◽  
Injection System ◽  
Pilot Injection ◽  
Compression Ignition ◽  
Compression Ignition Engine

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 EFFECT OF CNG IN A FUEL DOSE ON THE COMBUSTION PROCESS OF A COMPRESSION-IGNITION ENGINE

Transport ◽  
2015 ◽  
Vol 30 (2) ◽  
pp. 162-171 ◽  
Author(s):  
Maciej Mikulski ◽  
Sławomir Wierzbicki
Keyword(s):  
Natural Gas ◽  
Combustion Chamber ◽  
Alternative Fuels ◽  
Combustion Process ◽  
Diesel Oil ◽  
Dual Fuel ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Compression Ignition Engines ◽  
Main Component

Currently, one of the major trends in the research of contemporary combustion engines involves the potential use of alternative fuels. Considerable attention has been devoted to methane, which is the main component of Natural Gas (NG) and can also be obtained by purification of biogas. In compression-ignition engines fired with methane or Compressed Natural Gas (CNG), it is necessary to apply a dual-fuel feeding system. This paper presents the effect of the proportion of CNG in a fuel dose on the process of combustion. The recorded time series of pressure in a combustion chamber was used to determine the repeatability of the combustion process and the change of fuel compression-ignition delay in the combustion chamber. It has been showed that NG does not burn completely in a dual-fuel engine. The best conditions for combustion are ensured with higher concentrations of gaseous fuel. NG ignition does not take place simultaneously with diesel oil ignition. Moreover, if a divided dose of diesel is injected, NG ignition probably takes place at two points, as diesel oil.

Sign in / Sign up

Export Citation Format

Share Document