scholarly journals Assessment of the effect of gaseous fuel delivery mode on thermal efficiency and fuel losses during the valve overlap period in a dual-fuel compression ignition engine

2016 ◽  
Vol 148 ◽  
pp. 012086 ◽  
Author(s):  
T Skrzek
Keyword(s):  
Thermal Efficiency ◽  
Gaseous Fuel ◽  
Dual Fuel ◽  
Delivery Mode ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Fuel Delivery ◽  
Valve Overlap

Effect of Load Level on the Performance of a Dual Fuel Compression Ignition Engine Operating on Syngas Fuels With Varying H2/CO Content

2011 ◽  
Vol 133 (12) ◽  
Author(s):  
B. B. Sahoo ◽  
U. K. Saha ◽  
N. Sahoo
Keyword(s):  
Diesel Engine ◽  
Thermal Efficiency ◽  
Peak Pressure ◽  
Gaseous Fuel ◽  
Dual Fuel ◽  
Engine Fuel ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Engine Operation ◽  
Brake Thermal Efficiency

Syngas, an environmentally friendly alternative gaseous fuel for internal combustion engine operation, mainly consists of carbon monoxide (CO) and hydrogen (H2). It can substitute fossil diesel oil in a compression ignition diesel engine through dual fuel operation route. In the present investigation, experiments were conducted in a constant speed single cylinder direct injection diesel engine fuelled with syngas-diesel in a dual fuel operation mode. The main contribution of this study is to introduce the new synthetic gaseous fuel (syngas) including the possible use of CO gas, an alternative diesel engine fuel. In this work, four different H2 and CO compositions of syngas were chosen for dual fuel study under different engine loading levels. Keeping the same power output at the corresponding tested loads, the engine performance of dual fuel operations were compared to that of diesel mode for the entire load range. The maximum diesel replacement in the engine was found to be 72.3% for 100% H2 fuel. This amount replacement rate was reduced for the low energetic lower H2 content fuels. The brake thermal efficiency was always found highest (about 21%) in the case of diesel mode operation. However, the 100% H2 syngas showed a comparative performance level with diesel mode at the expense of higher NOx emissions. At 80% engine load, the brake thermal efficiency was found to be 15.7% for 100% CO syngas. This value increased to 16.1%, 18.3% and 19.8% when the 100% CO syngas composition was replaced by H2 contents of 50%, 75% and 100%, respectively. At part loads (i.e., at 20% and 40%), dual fuel mode resulted a poor performance including higher emission levels. In contrast, at higher loads, syngas fuels showed a good competitive performance to diesel mode. At all the tested loads, the NOx emission was observed highest for 100% H2 syngas as compared to other fuel conditions, and a maximum of 240 ppm was found at 100% load. However, when the CO fractions of 25%, 50% and 100%, were substituted to hydrogen fuel, the emission levels got reduced to 175 ppm, 127 ppm, and 114 ppm, respectively. Further, higher CO and HC emission levels were recorded for 25%, 50%, and 100% CO fraction syngas fuels due to their CO content. Ignition delay was found to increase for the dual fuel operation as compared to diesel mode, and also it seemed to be still longer for higher H2 content syngas fuels. The peak pressure and maximum rate of pressure rise were found to decrease for all the cases of dual fuel operation, except for 100% H2 syngas (beyond 60% load). The reduction in peak pressure resulted a rise in the exhaust gas temperature at all loads under dual fuel operation. The present investigation provides some useful experimental data which can be applied to the possible existing engine parameters modifications to produce a competitive syngas dual fuel performance at all the loading operations.

Assessment of a Syngas-Diesel Dual Fuelled Compression Ignition Engine

2010 ◽  
Author(s):  
Bibhuti B. Sahoo ◽  
Niranjan Sahoo ◽  
Ujjwal K. Saha
Keyword(s):  
Diesel Engine ◽  
Thermal Efficiency ◽  
Gas Flow ◽  
Direct Injection ◽  
Dual Fuel ◽  
Exhaust Gas ◽  
Compression Ignition ◽  
Gas Temperature ◽  
Compression Ignition Engine ◽  
Exhaust Gas Temperature

Synthesis gas (Syngas), a mixture of hydrogen and carbon monoxide, can be manufactured from natural gas, coal, petroleum, biomass, and even from organic wastes. It can substitute fossil diesel as an alternative gaseous fuel in compression ignition engines under dual fuel operation route. Experiments were conducted in a single cylinder, constant speed and direct injection diesel engine fuelled with syngas-diesel in dual fuel mode. The engine is designed to develop a power output of 5.2 kW at its rated speed of 1500 rpm under variable loads with inducted syngas fuel having H2 to CO ratio of 1:1 by volume. Diesel fuel as a pilot was injected into the engine in the conventional manner. The diesel engine was run at varying loads of 20, 40, 60, 80 and 100%. The performance of dual fuel engine is assessed by parameters such as thermal efficiency, exhaust gas temperature, diesel replacement rate, gas flow rate, peak cylinder pressure, exhaust O2 and emissions like NOx, CO and HC. Dual fuel operation showed a decrease in brake thermal efficiency from 16.1% to a maximum of 20.92% at 80% load. The maximum diesel substitution by syngas was found 58.77% at minimum exhaust O2 availability condition of 80% engine load. The NOx level was reduced from 144 ppm to 103 ppm for syngas-diesel mode at the best efficiency point. Due to poor combustion efficiency of dual fuel operation, there were increases in CO and HC emissions throughout the range of engine test loads. The decrease in peak pressure causes the exhaust gas temperature to rise at all loads of dual fuel operation. The present investigation provides some useful indications of using syngas fuel in a diesel engine under dual fuel operation.

Controlling combustion with negative valve overlap in a gasoline–diesel dual-fuel compression ignition engine

2015 ◽  
Vol 17 (3) ◽  
pp. 354-365 ◽  
Author(s):  
Kohei Kuzuoka ◽  
Takashi Kondo ◽  
Hirotsugu Kudo ◽  
Hiroyoshi Taniguchi ◽  
Hiroshi Chishima ◽  
...  
Keyword(s):  
Dual Fuel ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Negative Valve Overlap ◽  
Valve Overlap

scholarly journals Effect of CO2 content in CNG on the combustion process in a dual-fuel compression ignition engine

2015 ◽  
Vol 162 (3) ◽  
pp. 91-101
Author(s):  
Sławomir WIERZBICKI ◽  
Maciej MIKULSKI ◽  
Michał ŚMIEJA
Keyword(s):  
Combustion Process ◽  
Gaseous Fuel ◽  
Dual Fuel ◽  
Combustion Engines ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Toxic Compounds ◽  
Alternative Sources ◽  
Effective Use ◽  
And Control

Seeking alternative sources of energy for its more effective use, reducing emissions of toxic pollutants to the atmosphere and counteracting global warming are nowadays the major areas of development in the power industry, including the design of combustion engines. Currently, the research into the use of new fuels, which may be effective sources of energy, is performed by many scientific centres. The use of biogas for production of energy in cogeneration systems is one of the ways for improvement of energy balance. In the research described herein, a dual-fuel compression ignition engine was fuelled with gaseous fuel with variable CNG and CO2 ratios. The tests were performed for engine fuelling controlled by both an original controller with the software optimised for single-fuel operation and for the injection of a pilot dose of diesel controlled by a dedicated controller enabling the adjustment and control of the injection and dose parameters. This paper presents the effect of carbon dioxide content in gaseous fuel on the combustion process and emission of toxic compounds in the engine examined.

scholarly journals The classification of gasoline/diesel dual-fuel combustion based on the heat release rate shapes and its application in a light-duty single-cylinder engine

2018 ◽  
Vol 20 (1) ◽  
pp. 69-79 ◽  
Author(s):  
Jeongwoo Lee ◽  
Sanghyun Chu ◽  
Jaegu Kang ◽  
Kyoungdoug Min ◽  
Hyunsung Jung ◽  
...  
Keyword(s):  
Heat Release ◽  
Heat Release Rate ◽  
Release Rate ◽  
Thermal Efficiency ◽  
Fuel Combustion ◽  
Dual Fuel ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Dual Fuel Combustion ◽  
Compression Ignition Combustion

In this research, there are two major sections for analysis: the characteristics of gasoline and diesel dual-fuel combustion and their application to operating load extension with high thermal efficiency and low emissions. All the experiments were completed using a single-cylinder compression ignition engine with 395 cc displacement. In the first section, the dual-fuel combustion modes were classified into three cases by their heat release rate shapes. Staying at 1500 r/min with a total value of 580 J of low heat for each cycle condition, the diesel injection timing was varied from before top dead center with a 6–46 °crank angle with 70% of gasoline fraction based on the low heating value. Among the modes were two suitable dual-fuel combustion modes for a premixed compression ignition. The first suitable mode shows multiple peaks in the heat release rate (mode 2) and the second suitable mode shows a single peak with a “bell-shaped” heat release rate (mode 3). These two dual-fuel combustion types showed a high gross indicated thermal efficiency of up to 46%. Based on the results in the first section, the practical application of dual-fuel premixed compression ignition combustion was investigated considering a high thermal efficiency and a high-load condition. At a 1500 r/min/gross indicated mean effective pressure of 6.5 bar, 48% of the gross indicated thermal efficiency was obtained by using dual-fuel premixed compression ignition combustion mode 3. This mode was typical of a “reactivity controlled compression ignition,” while the nitrogen oxides and the particulate matter emissions satisfied the EURO-6 regulation (0.21 g/kW h and 2.8 mg/m3, respectively). In addition, a high thermal efficiency (45%) with low maximum pressure rise rate, NOx (nitrogen oxides), and particulate matter emissions was obtained at 2000 r/min/gross indicated mean effective pressure 14 bar condition by the adjustment of dual-fuel premixed compression ignition combustion mode 2. As a result, this research contributes to the understanding and practical application of dual-fuel combustion for a light-duty compression ignition engine.

scholarly journals Selection of an algorithms controlling operation of supercharged compression ignition engine with additional fueling with CNG gas

2017 ◽  
Vol 170 (3) ◽  
pp. 42-48
Author(s):  
Zdzisław STELMASIAK ◽  
Jerzy LARISCH ◽  
Dariusz PIETRAS
Keyword(s):  
Diesel Oil ◽  
Gaseous Fuel ◽  
Dual Fuel ◽  
Compression Ignition ◽  
Fuel System ◽  
Compression Ignition Engine ◽  
Fuel Supply ◽  
Oil Supply ◽  
Control Procedures ◽  
Selection Of

The article presents an issues concerning selection of controlling algorithms for operation of supercharged compression ignition engine fueled additionally with CNG gas, including implemented control procedures, adjustment algorithms and operational algorithms. As the result, the engine which is run in dual fuel system operates under control of two controllers, factory ECU controller, governing fueling with the base fuel (Diesel oil) and all fueling parameters, and the second controller for gaseous fuel supply. Priority of operation of the controllers relates to fueling with Diesel oil, while the gas is treated as supplementary fuel. Due to possibility of usage of factory made original ECU controller as used with Diesel oil supply; it has been presented proposal of its software in form of array algorithms.

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.

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