Optimization of the Mechanical and Thermodynamic Efficiency Loss Dynamic in a Lean Single Cylinder Natural Gas-Fueled Jet Ignition Engine

2019 ◽  
Author(s):  
Nathan Peters ◽  
Sai Krishna Pothuraju Subramanyam ◽  
Michael Bunce ◽  
Hugh Blaxill
Keyword(s):  
Power Generation ◽  
Thermal Efficiency ◽  
High Efficiency ◽  
Thermodynamic Efficiency ◽  
Spark Ignition Engines ◽  
Brake Thermal Efficiency ◽  
Efficiency Loss ◽  
Operating Condition ◽  
Single Cylinder ◽  
Specific Operating Condition

Abstract In an effort to reduce fuel consumption and lower emissions output, there is a growing need for high efficiency engines in power generation. Ultra-lean (λ > ∼1.6) combustion via air dilution is an enabling technology for achieving high efficiencies while simultaneously reducing emissions of nitrogen oxides (NOx). Jet ignition is a pre-chamber-based combustion system that enables ultra-lean operation beyond what is achievable with traditional spark ignition engines. In this paper, results and analyses related to the downspeeding of a 390cc, high efficiency low-output single cylinder jet ignition engine operating ultra-lean are presented. The engine was developed as part of the US Department of Energy’s Advanced Research Projects Agency–Energy (DOE ARPA-E) GENSETS program1. The purpose of the program is to develop technologies for use in high efficiency combined heat and power generator sets. Due to the intended application of power generation, optimization of the engine for a specific operating condition is critical. An efficiency loss breakdown based on the Thermodynamic First Law is used to analyze the interdependent trends of engine speed, brake power, and normalized air-fuel ratio, lambda, with the aim of optimizing these parameters for brake thermal efficiency. The general trends of efficiency loss pathways with enleanment are found to be relatively insensitive to speed and load although the magnitude of the loss pathways changes. As the relative importance of the efficiency loss pathways changes with operating condition, so too does the lambda at which peak brake thermal efficiency occurs. The “peak efficiency lambda” was found to be at its leanest at low speed and high power where the influence of heat transfer is greatest and mechanical losses are minimized.

Development of the Waukesha 16V150 LTD Advanced Power Generation Engine

2006 ◽  
Author(s):  
Ed Reinbold ◽  
Daniel Mather
Keyword(s):  
Power Generation ◽  
Thermal Efficiency ◽  
High Efficiency ◽  
Phase 1 ◽  
Department Of Energy ◽  
Nox Emissions ◽  
Lean Burn ◽  
Brake Thermal Efficiency ◽  
Reciprocating Engine ◽  
Engine Systems

Waukesha Engine has developed an advanced power generation engine using technologies that were developed as part of the Department of Energy-Advanced Reciprocating Engine Systems (ARES) program. The engine uses lean-burn technologies for high efficiency, and low NOx emissions. The technical goals for the ARES program were 50% Brake Thermal Efficiency (BTE) and 0.075 g/kW-hr NOx emissions (with aftertreatment). The goals for the Waukesha Engine Phase 1 Advanced Power Generation (APG) engine are 42% Brake Thermal Efficiency (BTE) and 0.75 g/kW-hr (1.0 g/Bhp-hr) NOx emissions, capable of 0.075 g/kW-hr (0.1 g/Bhp-hr) with aftertreatment. The barriers and technical paths applied to achieve this performance are discussed in this paper.

scholarly journals Landfill Gas Fueled HCCI Demonstration System

2006 ◽  
Author(s):  
Brandon J. Blizman ◽  
Darby B. Makel ◽  
J. Hunter Mack ◽  
Robert W. Dibble
Keyword(s):  
Power Generation ◽  
Control System ◽  
Diesel Engine ◽  
Thermal Efficiency ◽  
Homogeneous Charge Compression Ignition ◽  
Landfill Gas ◽  
Compression Ignition ◽  
Brake Thermal Efficiency ◽  
Distributed Power ◽  
Distributed Power Generation

A demonstration system has been developed intending to meet the California Energy Commission’s primary goal of improving California’s electric energy cost/value by providing a low-cost, high-efficiency distributed power generation system that operates on landfill gas as fuel. The project team led by Makel Engineering, Inc. includes UC Berkeley, CSU Chico and the Butte County Public Works Department. The team has developed a reliable, multi-cylinder Homogeneous Charge Compression Ignition (HCCI) engine by converting a Caterpillar 3116, 6.6 liter diesel engine to operate in HCCI mode. This engine utilizes a simple and robust thermal control system. Typically, HCCI engines are based on standard diesel engine designs with reduced complexity and cost based on the well known principles of engine dynamics. Coupled to an induction generator, this HCCI genset allows for simplified power grid connection. Testing with this HCCI genset allowed for the development of a control system to maintain optimal the inlet temperature and equivalence ratio. A brake thermal efficiency of 35.0% was achieved while producing less than 10.0 ppm of NOx and 30 kW of electrical power. Less than 5.0 ppm of NOx was recorded with a slightly lower brake thermal efficiency. Tests were conducted with both natural gas and simulated landfill gas as a fuel source. This demonstration system has shown that landfill gas fueled Homogeneous Charge Compression Ignition engine technology is a viable technology for distributed power generation.

scholarly journals The Operating Features of a Stoichiometric, Ammonia and Gasoline Dual Fueled Spark Ignition Engine

2006 ◽  
Author(s):  
Shawn M. Grannell ◽  
Dennis N. Assanis ◽  
Stanislav V. Bohac ◽  
Donald E. Gillespie
Keyword(s):  
Compression Ratio ◽  
Thermal Efficiency ◽  
Maximum Load ◽  
Spark Ignition ◽  
Spark Ignition Engine ◽  
Gaseous Ammonia ◽  
Spark Ignition Engines ◽  
Stoichiometric Mixture ◽  
Brake Thermal Efficiency ◽  
Practical Operation

An overall stoichiometric mixture of air, gaseous ammonia and gasoline was metered into a single cylinder, variable compression ratio, supercharged CFR engine at varying ratios of gasoline to ammonia. The engine was operated such that the combustion was knock-free with minimal roughness for all loads ranging from idle up to a maximum load in the supercharge regime. For a given load, speed, and compression ratio there was a range of ratios of gasoline to ammonia for which knock-free, smooth firing was obtained. This range was investigated at its roughness limit and also at its knock limit. If too much ammonia was used, then the engine fired with an excessive roughness. If too much gasoline was used, then knock-free combustion could not be obtained while the maximum brake torque spark advance was maintained. Stoichiometric operation on gasoline alone was also investigated, for comparison. It was found that a significant fraction of the gasoline used in spark ignition engines could be replaced with ammonia. Operation on mostly gasoline was required near idle. However, mostly ammonia could be used at high load. Operation on ammonia alone was possible at some of the supercharged load points. Generally, the use of ammonia or ammonia with gasoline allowed knock-free operation at higher compression ratios and higher loads than could be obtained with the use of gasoline alone. The use of ammonia/gasoline allowed practical operation at a compression ratio of 12:1 whereas the limit for gasoline alone was 9:1. When running on ammonia/gasoline the engine could be operated at brake mean effective pressures that were more than 50% higher than those achieved with the use of gasoline alone. The maximum brake thermal efficiency achieved with the use of ammonia/gasoline was 32.0% at 10:1 compression ratio and BMEP = 1025 kPa. The maximum brake thermal efficiency possible for gasoline was 24.6% at 9:1 and BMEP = 570 kPa.

Improving Brake Thermal Efficiency Using High-Efficiency Turbo and EGR Pump While Meeting 2027 Emissions

2021 ◽  
Author(s):  
Daniel Christopher Bitsis ◽  
Andrew Matheaus ◽  
Justin Hopkins ◽  
James E. McCarthy, Jr.
Keyword(s):  
Thermal Efficiency ◽  
High Efficiency ◽  
Brake Thermal Efficiency

Design and Analysis of the Waukesha APG1000 Engine

2006 ◽  
Author(s):  
Rodney Nicoson ◽  
Julian Knudsen
Keyword(s):  
Power Generation ◽  
Computer Simulation ◽  
Natural Gas ◽  
Rapid Prototyping ◽  
Thermal Efficiency ◽  
High Efficiency ◽  
Design Method ◽  
Department Of Energy ◽  
Gas Engine ◽  
Natural Gas Engine

Waukesha Engine, in cooperation with the Department of Energy, has designed a new high efficiency natural gas engine designed specifically for the power generation market. The APG1000 (Advance Power Generation) engine is capable of achieving 1 MW output at 42% thermal efficiency and less than 1 g/bhp-hr Nox. A design method using modern tools such as 3-D modeling, rapid prototyping and computer simulation have, in a large part, contributed to the success of this engine. This paper discusses the methodology and tools used in the design of the APG engine.

Cogeneration Based High Efficiency LNG Liquefaction Plants

2010 ◽  
Author(s):  
Cyrus B. Meher-Homji ◽  
David Messersmith ◽  
Ram Tekumalla ◽  
Neeraj Bhatia ◽  
Karl Masani ◽  
...  
Keyword(s):  
Power Generation ◽  
Co2 Emissions ◽  
Thermal Efficiency ◽  
High Efficiency ◽  
Simple Cycle ◽  
Successful Operation ◽  
Lng Liquefaction

High thermal efficiency of LNG liquefaction plants is of importance to minimize feed usage and to reduce CO2 emissions. The need for high efficiency becomes important in gas constrained situations where any savings in fuel auto consumption of the plant for liquefaction chilling and power generation can be converted into LNG production. The Darwin LNG Facility was the world’s first liquefaction facility to utilize high efficiency aeroderivatives and its successful operation for close to four years has increased the interest in aeroderivative based liquefaction plants. The application of aeroderivative engines allows a significantly lower CO2 footprint of about 30% compared to the use of simple cycle industrial industrial engines. Aeroderivative engines offer very attractive efficiencies where steam systems are not viable or desired by the customer. When steam systems are acceptable, a cogeneration type liquefaction facility can be attractive. Cogeneration concepts can also be used to augment the already high efficiency of aeroderivative engines. This paper will cover concepts relating to cogeneration options for LNG facilities using both aeroderivative engines and industrial engines.

High Efficiency Natural Gas Engine Combustion Using Controlled Auto-Ignition

2019 ◽  
Author(s):  
Gregory J. Hampson
Keyword(s):  
Natural Gas ◽  
Thermal Efficiency ◽  
High Efficiency ◽  
Methane Emissions ◽  
Combustion Stability ◽  
Second Phase ◽  
Exhaust Gas ◽  
Brake Thermal Efficiency ◽  
Auto Ignition ◽  
Engine Knock

Abstract Increasingly restrictive limits on Oxides of Nitrogen - NOx levels and desire for low methane emissions from gas engines are driving the change from lean-burn to stoichiometric combustion strategies on heavy-duty on-highway natural gas engines in order to take advantage of inexpensive and effective three-way catalyst technology. The change to stoichiometric combustion has led to increased tendency for engine knock due to higher in-cylinder temperatures. To suppress engine knock, Exhaust Gas Recirculation (EGR) rates from 10 to 30% are used. While high EGR rates nominally improve Brake Thermal Efficiency (BTE) and reduce exhaust gas temperatures, they also slow down combustion. However, by deploying a controlled spark triggered homogeneous charge volumetric ignition, very short burn durations can be achieved without the destructive effects of engine knocking towards high efficiency gas engines. In the interest of achieving 45% BTE in spark ignited an on-highway class 8 truck engines fueled on natural gas and to meet EURO 6 and future California emissions standards of 0.02 gm/kw-hr NOx, Controlled Auto-Ignition (CAI) is herein demonstrated on a 15 liter truck engine. CAI is enabled by (a) having a combustion device capable of exceptionally good combustion stability in the presence of high EGR rates (COV of IMEP < 0.75 %), (b) cylinder pressure based combustion feedback, and (c) fast closed loop combustion control (using a Woodward RT-CDC control system). This system enables significant reduction in burn duration by controlling a two phase combustion event. The first phase is normal spark ignited propagating flame, which then triggers the second phase which is volumetric auto-ignition. The location and percentage of fuel that burns in the volumetric auto-ignition event is controlled relative to that which occurs via the conventional spark ignited flame propagation process by use of high speed combustion in the loop feedback control. Auto-ignition mass fraction burned (MFB) ratios of 25–50% have been achieved yielding higher heat release rates at the end of combustion than at the center of combustion with the result being a shortening of the combustion burn duration from a nominal 20–30 degrees to a near optimal 10–15 degrees even with EGR rates as high as 25%. A novel and patent pending burn duration control strategy is employed to stably maintain this knock-free combustion strategy even with compression ratio as high as 14:1. The benefits are significant increase in Brake Thermal Efficiency and substantial reduction in engine out methane emissions without sacrifice of transient responsiveness.

Thermal Management for 6-Cylinder HCCI Engine: Low Cost, High Efficiency, Ultra-Low NOx Power Generation

2004 ◽  
Author(s):  
Joel Martinez-Frias ◽  
Daniel Flowers ◽  
Salvador M. Aceves ◽  
Francisco Espinos-Loza ◽  
Robert Dibble
Keyword(s):  
Thermal Efficiency ◽  
High Efficiency ◽  
Thermal Control ◽  
Operating Conditions ◽  
Simulation Code ◽  
Engine Operation ◽  
Brake Thermal Efficiency ◽  
Hcci Engine ◽  
Cycle Simulation ◽  
Wide Range

This paper investigates a purely thermal control system for a 6-cylinder HCCI engine. Thermal energy from exhaust gas and from compression is used to condition the charge for the desired engine output. HCCI engine operation is analyzed with a detailed chemical kinetics based engine cycle simulation code. This cycle simulation code is linked to an optimizer that determines the operating conditions that result in maximum brake thermal efficiency, while meeting the restrictions of low NOx, and peak cylinder pressure. The results show the values of the operating conditions that yield optimum efficiency as a function of brake power for a constant engine speed (1800 rpm). It has been determined that a thermally controlled HCCI engine can successfully operate at high efficiency and low emissions over a wide range of conditions from idle to full load. The results show that a 42% brake thermal efficiency can be reached while the NOx emissions are kept under 2 parts per million. The analytical results shown here are expected to guide the ongoing experimental effort of converting a heavy-duty stationary engine to HCCI mode. The experimental work has the goal of meeting the very aggressive efficiency and emissions targets set by the California Energy Commission (CEC) Advanced Reciprocating Internal Combustion Engine (ARICE) Program.

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