Thermochemical and Sensible Energy Recuperation Using Thermally-Integrated Reactor and Diesel-Ammonia Dual Fueling Strategy

2019 ◽  
Author(s):  
Seamus P. Kane ◽  
Darrick Zarling ◽  
William F. Northrop
Keyword(s):  
Diesel Engine ◽  
Fossil Fuels ◽  
Waste Heat ◽  
Combustion Efficiency ◽  
Hydrogen Gas ◽  
Intake Manifold ◽  
Dual Fuel ◽  
Heating Value ◽  
Anhydrous Ammonia ◽  
Process Engine

Abstract Anhydrous ammonia produced using wind power on farms can be a renewable alternative to conventional fertilizers and to fossil fuels used in engine-powered equipment. Although it has been shown that ammonia can be used in dual fuel modes in diesel engines, its inherently low flame speed results in poor combustion efficiency and thus reduces allowable diesel fuel replacement ratios. In this work, a novel method using a thermochemical recuperation (TCR) reactor system to partially decompose ammonia into hydrogen and nitrogen over a catalyst was demonstrated in diesel engine powered tractor. In the experiments, a John Deere 6400 agricultural tractor powered by a non-EPA tier-certified 4045TL diesel engine was operated in dual-fuel mode using anhydrous ammonia as the secondary fuel. Liquid ammonia from a tank was vaporized and heated using a series of heat exchangers and partially decomposed to hydrogen gas before being fumigated into the intake manifold. The catalytic TCR reactor utilized both exhaust waste heat and unburned hydrocarbon heating value to drive the ammonia decomposition process. Engine emissions and performance data were collected across a standard 8-mode test. The engine was operated using diesel only and in dual fuel mode with up to 42% replacement of diesel with ammonia on a lower heating value basis. Engine loading was accomplished using a power takeoff (PTO) dynamometer. Measured brake thermal efficiency was improved by up to 5.0% using thermochemical recuperation, and brake specific CO2 emissions were reduced by up to 44% over diesel-only rates.

Hydrogen Gas in Diesel Engine Using DEE as Ignition Source

2014 ◽  
Vol 591 ◽  
pp. 150-154 ◽  
Author(s):  
C. Dhanasekaran ◽  
G. Mohankumar
Keyword(s):  
Diesel Engine ◽  
Alternative Fuels ◽  
Driving Forces ◽  
Petroleum Products ◽  
Hydrogen Gas ◽  
Ignition Source ◽  
Intake Manifold ◽  
Dual Fuel ◽  
Hydrogen Flow ◽  
Carbon Based

Over the past two decades considerable effort has been taken to develop and introduce new alternate source of energy for the conventional gasoline and diesel. Environmental pollution and uncertainty in cost of petroleum products are the principal driving forces for this movement. The major pollutants from an Diesel engine system are NOx, Smoke, particulate matter, Soot. Several alternative fuels were tried but all of them are carbon based fuels, therefore net carbon based pollutants cannot be reduced. One alternative to carbon-based fuels is hydrogen. Hydrogen a non-carbon fuel only can meet zero emission vehicles standards in future. Hydrogen can be commercially used as a fuel even though it is having a number of technical and economical barriers. Numerous techniques are available for use in C.I. engine such as dual fuel made, by using spark plug, glow plug, DEE as an ignition enhancer. Hydrogen was used in a diesel engine in the dual fuel mode-using diesel as an ignition source in neat form using DEE. In neat form the DEE was introduced in the manifold. In order to have a precise control of hydrogen flow and to avoid the backfire and pre – ignition problems hydrogen was injection in to intake manifold; DEE injection follows the hydrogen injection. DEE mixed with air and flows into the combustion chamber as DEE auto ignites first followed by hydrogen combustion. A single cylinder-four stroke water-cooled naturally aspirated constant speed D.I. diesel engine with a rated output of 3.7 kW at 1500 rpm was used for the experimental purpose. Measurements were taken with respect to the performance, combustion and emission studies.

Control Strategy and Realization of Dual Fuel Engine with Intake Premixed Methanol on Turbocharging Diesel Engine

2012 ◽  
Vol 614-615 ◽  
pp. 436-440
Author(s):  
Jia Yi Du ◽  
Hai Ling Li ◽  
Deng Pan Zhang ◽  
Yong Jia Lu
Keyword(s):  
Diesel Engine ◽  
Control Strategy ◽  
Interpolation Method ◽  
Intake Manifold ◽  
Bench Test ◽  
Dual Fuel ◽  
Operation Conditions ◽  
Di Diesel Engine ◽  
Table Data ◽  
Intake Manifold Pressure

Based on Methanol and diesel special combustion mode, a control strategy of methanol/diesel dual fuel engine on turbocharged DI diesel engine was introduced according to different operation conditions. A method of judging engine load by measuring intake manifold pressure was put forward. Bicubic interpolation method was adopted to optimize the control MAP for ensuring the coincidence between look-up table data and actual conditions. The feasibility of the control strategy is verified by bench test. And the results of test show that the economic performance of this dual fuel engine got a considerable improvement.

Effect of Water Injection in Acetylene-Diesel Dual Fuel DI Diesel Engine

2012 ◽  
Author(s):  
T. Lakshmanan ◽  
A. Khadeer Ahmed ◽  
G. Nagarajan
Keyword(s):  
Diesel Engine ◽  
Thermal Efficiency ◽  
Alternative Fuels ◽  
Gas Flow ◽  
Water Injection ◽  
Intake Manifold ◽  
Dual Fuel ◽  
Intake Port ◽  
Gas Temperature ◽  
Brake Thermal Efficiency

Gaseous fuels are good alternative fuels to improve the energy crisis of today’s situation due to its clean burning characteristics. However, the incidence of backfire and knock remains a significant barrier in commercialization. With the invention of latest technology, the above barriers are eliminated. One such technique is timed injection of water into the intake port. In the present investigation, acetylene was aspirated in the intake manifold of a single cylinder diesel engine, with a gas flow rate of 390 g/h, along with water injected in the intake port, to overcome the backfire and knock problems in gaseous dual fuel engine. The brake thermal efficiency and emissions such as NOx, smoke, CO, HC, CO2 and exhaust gas temperature were studied. Dual fuel operation of acetylene induction with injection of water results in lowered NOx emissions with complete elimination of backfire and knock at the expense of brake thermal efficiency.

Cyclic Variability in Diesel/Gasoline Dual-Fuel Combustion on a Medium-Duty Diesel Engine

2013 ◽  
Author(s):  
Jiafeng Sun ◽  
Joshua A. Bittle ◽  
Timothy J. Jacobs
Keyword(s):  
Diesel Engine ◽  
Heat Release ◽  
Gasoline Fraction ◽  
Fuel Spray ◽  
Intake Manifold ◽  
Dual Fuel ◽  
Injection Timing ◽  
Fuel Injector ◽  
Cyclic Variability ◽  
Diesel Operation

Most studies comparing diesel/gasoline dual-fuel operation and single-fuel diesel operation in diesel engines center on time-averaged results. It seems few studies discuss differences in cyclic variability. Motivated by this, the present study evaluates the cyclic variability of combustion in both dual-fuel and single-fuel operations of a diesel engine. Steady-state tests were done on a medium duty diesel engine with conventional direct injection timings of diesel fuel into the cylinder at one speed and three loads. In addition to single-fuel (diesel) operation, dual-fuel (gasoline and diesel) operation was studied at increasing levels of gasoline fraction. Gasoline fuel is introduced via a fuel injector at a single location prior to the intake manifold (and EGR mixing location). Crank-angle resolved data including in-cylinder pressure and heat release rate obtained for around 150 consecutive cycles are used to assess cyclic variability. The sources of cyclic variability, namely the factors causing cyclic variability or influencing its magnitude, especially those related to cylinder charge amount and mixture preparation, are analyzed. Fuel spray penetration and cyclic variability of cylinder charging, overall A/F ratio, and fuel injection timing, tend to increase cyclic variability of combustion in dual-fuel operation. On the other hand, fuel type and fuel spray droplet size tend to increase cyclic variability in single-fuel operation. The cyclic variability in dual-fuel operation in this study is more serious than that in single-fuel operation, in terms of magnitude, indicated by metrics chosen to quantify it. Most measures of cyclic variability increase consistently with increasing gasoline fraction. Variations of gasoline amount and possibly gasoline low temperature heat release cause higher combustion variation in dual-fuel operation primarily by affecting premixed burning. Statistical methods such as probability density function, autocorrelation coefficient, return map, and symbol sequence statistics methods are used to check determinism. In general, the parameters studied do not show strong determinism, which suggests other parameters must be identified to establish determinism or the system is inherently stochastic. Regardless, dominant sequences and optimal sequence lengths can be identified.

scholarly journals Experimental investigation of DI diesel engine fuelled by biodiesel with Nano additives

2020 ◽  
Vol 7 (72) ◽  
pp. 182-192
Author(s):  
R. Rajasekar ◽  
P. Naveenchandran
Keyword(s):  
Diesel Engine ◽  
Zirconium Dioxide ◽  
Alternative Fuels ◽  
Fossil Fuels ◽  
Seed Oil ◽  
Combustion Efficiency ◽  
Monoclinic Crystal ◽  
Natural Form ◽  
Watermelon Seed ◽  
Combustion Properties

The demand for fuel is increasing everyday life and its risks poses a serious problem to this globalization. It is an unprecedented alternative fuel source for biodiesel designed to increase the value of fossil fuels and increase the longevity and purity of the diesel engine. The origin of fossil fuels will decrease in the coming years, besides, the price and demand for fuel will be rare. The negative environmental barrier prompted researchers to find alternative fuels for fossil fuels. Biodiesel from watermelon seed oil (WSO) had a lot of appeal and could be a different alternative to diesel without any mechanical modifications. This will help protect the environmental status of crude oil in oil imports, which is expected to increase by 82% by 2020. The present study focuses on the comparative behavior of B20 [1], which is zirconium dioxide (ZrO2) with various nanoparticles. In some cases, Zirconia is the white crystalline oxide of Zirconia, so it’s most natural form with a monoclinic crystal structure is batiste ore. Zirconium dioxide (ZrO2) with 20% watermelon seed oil biodiesel + 80% diesel (B20). The compounds were mixed with 20 particles per million (ppm), 40 ppm, B20 with 60 ppm and B20 with a magnetic motion for 30 min, followed by sonication of the nanoparticles for 30 min, respectively. Biodiesel compounds at a B20 ratio in diesel fuel increase efficiency and reduce emissions of hydrocarbons, carbon monoxide and smoke due to the emission of nitrogen oxides due to better combustion properties. Criticisms conclude that additional applications of biodiesel are best for improving combustion efficiency and reducing emissions.

Effects of Compressed Natural Gas (CNG) Injector Position on Intake Manifold towards Diesel-CNG Dual Fuel (DDF) Engine Performance

2014 ◽  
Vol 70 (1) ◽  
Author(s):  
A. Supee ◽  
R. Mohsin ◽  
Z. A. Majid ◽  
M. I. Raiz
Keyword(s):  
Diesel Engine ◽  
Kinetic Energy ◽  
Natural Gas ◽  
Diesel Fuel ◽  
Engine Performance ◽  
Intake Manifold ◽  
Dual Fuel ◽  
Exhaust Gas ◽  
Compressed Natural Gas ◽  
Exhaust Gas Emissions

In Diesel-CNG (Compressed Natural Gas) Dual Fuel (DDF) system, CNG is generally inducted in the intake manifold by CNG injector which is mounted on the intake manifold whereas diesel fuel is directly injected into engine cylinder using existing diesel fuel injector system. Status quo of optimum CNG injector position on intake manifold will  provide better gaseous fuel mixing quality, produce high turbulence kinetic energy and thus improve the performance of the diesel engine under DDF system. Thus, under full load condition at 2750 rpm, the engine performance and exhaust gas emissions tests such as nitric oxides (NOx), carbon dioxide (CO2), carbon monoxide (CO) and hydrocarbon (HC) were conducted on a diesel engine under DDF system for optimization of CNG injector position. Four CNG injector position on intake manifold were selected and optimum position of CNG injector was found to be at "position 2" which results in higher power output and less exhaust gas emissions. Further analysis by Computational Fluid Dynamics (CFD) shows that CNG injector at "position 2" exhibit better quality of homogeneous CNG-air mixture and higher turbulence kinetic energy compared to other position. Based on the findings, an optimization of CNG injector position on intake manifold provide promising modification method due to the simple, cheaper and commercially acceptable.

scholarly journals Environmental Protection and Energy Efficiency Improvement by using Marine Alternative fuels in Maritime Transportation

2021 ◽  
Author(s):  
Ahmed Gamal Elkafas ◽  
Mohamed Khalil ◽  
Mohamed R. Shouman ◽  
Mohamed M. Elgohary
Keyword(s):  
Energy Efficiency ◽  
Diesel Engine ◽  
Environmental Protection ◽  
Alternative Fuels ◽  
Fossil Fuels ◽  
Maritime Transportation ◽  
Fuel Oil ◽  
Exhaust Emission ◽  
Dual Fuel ◽  
Heavy Fuel Oil

Abstract Emissions from vessels are a major environmental concern because of their impacts on the deterioration of the environment, especially global warming of the atmosphere. Therefore, the International Maritime Organization (IMO) concern significant care to environmental protection through the reduction of exhaust emission and improvement of energy efficiency through technical and operational measures. Among the suggested measures from IMO, the alternative fuel such as Liquefied Natural Gas (LNG) has the priority to be used instead of fossil fuels. The present paper calculates the effect of using LNG in a dual fuel engine from Environmental and Energy efficiency perspectives. As a case study, a Container Ship has been investigated. The results of the analysis show that percent of CO2, NOx and SOx emissions reduction corresponding to using a dual-fuel engine operating by LNG instead of a diesel engine operating by Heavy Fuel Oil is about 30.1%,81.44%, and 96.94%, respectively. Also, the attained Energy Efficiency Index Value in the case of using the dual-fuel engine is lower than its value by using diesel engine by about 30% and this value will be 77.18%, 86.84%, and 99.27% of the required value of the first, second and third phases, respectively as recommended by IMO.

scholarly journals Investigation of the Performance and Emission Characteristics of Diesel Engine Fueled with Biogas-Diesel Dual Fuel

Fuels ◽  
2022 ◽  
Vol 3 (1) ◽  
pp. 15-30
Author(s):  
Melkamu Genet Leykun ◽  
Menelik Walle Mekonen
Keyword(s):  
Diesel Engine ◽  
Fossil Fuel ◽  
Intake Manifold ◽  
Dual Fuel ◽  
Replacement Ratio ◽  
Engine Load ◽  
Performance And Emission ◽  
Di Diesel Engine ◽  
Biogas Energy ◽  
Energy Share

Due to the popularity of diesel engines, utilization of fossil fuel has increased. However, fossil fuel resources are depleting and their prices are increasing day by day. Additionally, the emissions from the burning of petroleum-derived fuel is harming the global environment. This work covers the performance and emission parameters of a biogas-diesel dual-fuel mode diesel engine and compared them to baseline diesel. The experiment was conducted on a single-cylinder and four-stroke DI diesel engine with a maximum power output of 2.2 kW by varying engine load at a constant speed of 1500 RPM. The diesel was injected as factory setup, whereas biogas mixes with air and then delivered to the combustion chamber through intake manifold at various flow rates of 2, 4, and 6 L/min. At 2 L/min flow rate of biogas, the results were found to have better performance and lower emission, than that of the other flow; with an average reduction in BTE, HC, and NOx by 11.19, 0.52, and 19.91%, respectively, and an average increment in BSFC, CO, and CO2 by 11.81, 1.05, and 12.8%, respectively, as compared to diesel. The diesel replacement ratio was varied from 19.56 to 7.61% at zero engine load and 80% engine load with biogas energy share of 39.6 and 16.59%, respectively.

On the Attainment of Optimum Injection Timing of Pilot Fuel in a Dual Fuel Diesel Engine Run on Biogas

2014 ◽  
Author(s):  
Bhaskor J. Bora ◽  
Ujjwal K. Saha
Keyword(s):  
Diesel Engine ◽  
Fossil Fuels ◽  
Engine Performance ◽  
Biomass Energy ◽  
Dual Fuel ◽  
Injection Timing ◽  
Operational Parameters ◽  
Performance And Emission ◽  
Pilot Fuel ◽  
Immense Potential

The race among the different nations to attain supremacy has given rise to twin crisis: depletion of fossil fuel reserves and degradation of environment. Every nation wants to increase the per capita income by producing more power. In order to achieve this feat, each nation has to burn huge amounts of fossil fuels causing an increase in the emission of greenhouse gases. In this regard, renewable energy can be a panacea to the above mentioned problems. Biogas, one form of biomass energy, has an immense potential as a renewable fuel. This biogas can be used successfully in diesel engines for the generation of power. However, in order to achieve an optimum efficiency, the operating parameters of the biogas run dual fuel engine have to be standardized. In such an engine, injection timing of the pilot fuel is one of the important operational parameters that greatly affects the engine performance. In view of this, in the present paper, an attempt has been made to standardize the injection timing of pilot fuel a biogas run dual fuel diesel engine on the basis of its performance and emission characteristics of. Experimental investigation demonstrates an improvement in efficiency and a reduction in emissions at the injection timing of 29° before top dead centre.

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