scholarly journals RELATED REGULATION OF BIOGAS SUPPLIES AND METHANE IN A GAS ENGINE

2021 ◽  
pp. 86-91
Author(s):  
А.А. Lisoval
Keyword(s):  
Carbon Dioxide ◽  
Natural Gas ◽  
Automatic Control ◽  
Volume Fraction ◽  
Fuel Mixture ◽  
Gas Engine ◽  
Supply Line ◽  
Composite Fuel ◽  
Gas Fuel ◽  
Experimental Researches

The results of experimental researches were received on a gas-electric installation with a rated power of 30 kW at 1500 rpm. The spark-ignited petrol drive engine (8-cylinder, 100 mm cylinder diameter, 88 mm stroke) was converted to a pure gas one. The compression ratio of 8.5 did not change. The gas fuel supply system consists of a supply line and an emergency shut-off circuit. The natural gas supply line was connected to the domestic main line through a special gas distributor. On the basis of HEINZMANN components, a system for dosing mixed gas fuel was developed, which, through a microprocessor control unit and an actuator, acted on the throttle valve of the gas mixer. In experimental researches, the composite fuel was a model gas – a mixture of natural and carbon dioxide gases, which was prepared in a zero pressure reducer before the gas mixer. With an increase in the volume fraction of carbon dioxide in the model gas by more than 34 %, a deterioration of the combustion process was observed in the steady state. In the article, based on the analysis of the experimental results of the operation of a piston gas engine on a model gas, an algorithm for the use of associated automatic control of biogas and methane feeds is substantiated. The transition from quantitative to qualitative regulation of the gas-air mixture has been substantiated. To do this, it is necessary to create two automatic control loops for the supply of air and a mixture of natural gas, which are interconnected through an external load. With the developed algorithm, as the load increases, the supply of natural gas increases, and the supply of biogas decreases. With an increase in the load of 75 % or more, a more intensive enrichment of the fuel mixture with natural gas occurs than at low and medium loads. The proposed algorithm for regulating the fuel mixture can be implemented using electromagnetic gas injectors for dosing the components of the composite fuel. Signals from sensors for oxygen and methane content in exhaust gases were selected as corrective links for the coupled control algorithm. Recommendations on the choice of tuning modes for oxygen and methane sensors have been developed.

Ultra-Low Emission Hydrogen/Syngas Combustion With a 1.3 MW Injector Using a Micro-Mixing Lean-Premix System

2011 ◽  
Author(s):  
Brian Hollon ◽  
Erlendur Steinthorsson ◽  
Adel Mansour ◽  
Vincent McDonell ◽  
Howard Lee
Keyword(s):  
Carbon Dioxide ◽  
Natural Gas ◽  
Flame Temperature ◽  
Fuel Mixture ◽  
Full Scale ◽  
Operating Conditions ◽  
Nox Emissions ◽  
Fuel Injector ◽  
Nitrogen Dilution ◽  
Fuel Mixtures

This paper discusses the development and testing of a full-scale micro-mixing lean-premix injector for hydrogen and syngas fuels that demonstrated ultra-low emissions and stable operation without flashback for high-hydrogen fuels at representative full-scale operating conditions. The injector was fabricated using Macrolamination technology, which is a process by which injectors are manufactured from bonded layers. The injector utilizes sixteen micro-mixing cups for effective and rapid mixing of fuel and air in a compact package. The full scale injector is rated at 1.3 MWth when operating on natural gas at 12.4 bar (180 psi) combustor pressure. The injector operated without flash back on fuel mixtures ranging from 100% natural gas to 100% hydrogen and emissions were shown to be insensitive to operating pressure. Ultra-low NOx emissions of 3 ppm were achieved at a flame temperature of 1750 K (2690 °F) using a fuel mixture containing 50% hydrogen and 50% natural gas by volume with 40% nitrogen dilution added to the fuel stream. NOx emissions of 1.5 ppm were demonstrated at a flame temperature over 1680 K (2564 °F) using the same fuel mixture with only 10% nitrogen dilution, and NOx emissions of 3.5 ppm were demonstrated at a flame temperature of 1730 K (2650 °F) with only 10% carbon dioxide dilution. Finally, using 100% hydrogen with 30% carbon dioxide dilution, 3.6 ppm NOx emissions were demonstrated at a flame temperature over 1600 K (2420 °F). Superior operability was achieved with the injector operating at temperatures below 1470 K (2186 °F) on a fuel mixture containing 87% hydrogen and 13% natural gas. The tests validated the micro-mixing fuel injector technology and the injectors show great promise for use in future gas turbine engines operating on hydrogen, syngas or other fuel mixtures of various compositions.

scholarly journals CALCULATING SPECIFIC HEAT OF COMBUSTION PRODUCTS IN GAS MODE DIESEL ENGINES

2019 ◽  
pp. 48-55
Author(s):  
Anatoliy Nickolaevich Sobolenko
Keyword(s):  
Heat Capacity ◽  
Natural Gas ◽  
Specific Heat ◽  
Diesel Engines ◽  
Combustion Products ◽  
Engine Fuel ◽  
Gas Engine ◽  
Fishing Vessels ◽  
Gas Fuel ◽  
Clean Combustion

The task of using natural gas-engine fuel in transport diesel engines (marine and automobile) is very actual. The trends of converting diesel engines to gas mode on ships of the port fleet and fishing vessels are becoming widespread. The importance to clarify the calculation methods of the working process for gas mode diesel engines is growing. Natural gas has been stated to comprise different gases - methane, ethane, propane, butane, carbon monoxide, etc., the percentage correlations of which being presented. There has been studied the method of calculating heat capacity of “pure” combustion products, i.e. under fuel combustion with excessive air coefficient α =1. The chemical reactions of oxidation elements of gas fuel components during its combustion determine the amount of kilomole of combustion products. To determine the heat capacity of the components of the combustion products - CO2, H2O and N2, the known tables of gases and water vapor properties were used. As a result of data processing, approximating linear and quadratic dependences were obtained. Нeat capacities are calculated in the linear formula of the specific heat of “pure” combustion products as the heat capacity of the gas mixture. As a result, a formula for determining the heat capacity of “clean” combustion products of gas fuel has been obtained: CVG = 25.03 + 0.0065· T . For determining the heat capacity of “clean” combustion products of gas fuel with 10% additive of ignition diesel fuel the formula has the following form CVGZH = 24.57 + 0.006· T . The dependences obtained are fairly accurate and recommended for using in the practice of converting diesel engines to gas-engine fuel, as well as when carrying out works and watercraft technology in building the ships and water transport.

Compressed-natural-gas optimised downsized demonstrator engine

2017 ◽  
Vol 232 (1) ◽  
pp. 75-89 ◽  
Author(s):  
Jonathan Hall ◽  
Benjamin Hibberd ◽  
Simon Streng ◽  
Michael Bassett
Keyword(s):  
Carbon Dioxide ◽  
Natural Gas ◽  
Fuel Consumption ◽  
Carbon Dioxide Emissions ◽  
Alternative Fuels ◽  
Direct Injection ◽  
Driving Performance ◽  
Compressed Natural Gas ◽  
Gas Engine ◽  
Natural Gas Engine

The complexity of modern powertrain development is demonstrated by the combination of requirements to meet future emission regulations and test procedures such as the real driving emissions, the reductions in the fuel consumption and the carbon dioxide emissions as well as the expectations of customers that there must be a good driving performance. Gasoline engine downsizing is already established as a proved technology to reduce the carbon dioxide emissions of automotive fleets. Additionally, alternative fuels such as natural gas offer the potential to reduce significantly both the tailpipe carbon dioxide emissions and the other regulated exhaust gas emissions without compromising the driving performance and the driving range. This paper presents results showing how the positive fuel properties of natural gas can be fully utilised in a heavily downsized engine. The engine was modified to cope with the significantly higher mechanical and thermal loads when operating at high specific outputs on compressed natural gas. In this study, peak cylinder pressures of up to 180 bar and specific power output levels of 110 kW/l were realised. It is also shown that having cylinder components specific to natural gas can yield significant reductions in the fuel consumption and, in conjunction with a variable-geometry turbine, a port-fuelled compressed-natural-gas engine can achieve a impressive low-speed torque (a brake mean effective power of 2700 kPa at 1500 r/min) and good transient response characteristics. The results achieved from the test engine while operating on compressed natural gas are compared with measurements from the baseline gasoline-fuelled direct-injection engine. In addition, a comparison between port fuel injection and direct injection of compressed natural gas is presented. This also includes an investigation into the specific performance challenges presented by port-fuel-injected compressed natural gas. The potential carbon dioxide savings offered by this heavily downsized compressed-natural-gas engine, of up to 50% at peak power and 20–40% for the driving-cycle region (including real-driving-emissions testing), are presented and discussed.

scholarly journals Selection of Gas Injector Units for Converting Diesel Engines to Gas

2019 ◽  
Vol 9 (2) ◽  
pp. 3623-3628
Keyword(s):  
Natural Gas ◽  
Flow Rate ◽  
Low Temperatures ◽  
Alternative Energy ◽  
Energy Sources ◽  
Gas Engine ◽  
Alternative Energy Sources ◽  
Gas Fuel ◽  
Gas Supply ◽  
Selection Of

Given the rising cost of crude oil and fuels based on it, as well as acute environmental problems, alternative energy sources are becoming increasingly important. Natural gas is the most affordable alternative fuel for Russia. A study was carried out at FSUE NAMI on the conversion of the L6 engine from diesel to natural gas. The study included testing of gas fuel equipment both to determine its performance and to test its stability at low temperatures. The greatest interest was the selection of gas injectors for distributed gas supply to ensure the required cycle flow rate. Motorless tests of electronic gas injectors BOSCH, IMPCO, WOODWARD, as well as gas injectors produced by Concern KEMZ JSC were carried out. Based on the results obtained, the choice of gas injectors for further use in the gas engine was justified.

Thoughts on use of hydrogen to power railway trains

2020 ◽  
pp. 095765092091208
Author(s):  
William J Atteridge ◽  
Stephen Anthony Lloyd
Keyword(s):  
Carbon Dioxide ◽  
Global Warming ◽  
Natural Gas ◽  
Greenhouse Gas ◽  
Major Constituent ◽  
Traffic Density ◽  
Low Speed ◽  
Thermal Release ◽  
Gas Fuel ◽  
The Uk

Nearly all energy generated eventually ends as a thermal release to atmosphere. The combination of all these sources of heat is warming the planet amid concerns over the consequences of this global warming. Most fuels are hydrocarbons and on combustion release carbon dioxide. This is a greenhouse gas and amplifies the effects of this warming, as does methane, a major constituent of natural gas, the prime gas fuel. The combustion of hydrocarbons can produce other pollutants such as CO, particulates and NOx which are injurious to health. One option for gas fuel users is to replace natural gas with hydrogen as hydrogen does not contain carbon thus eliminating many undesirable emissions. Here, the use of hydrogen at pressure, as a fuel for railway trains is examined and the consequences of its use presented. In the UK, a large amount of hydrogen will be needed if this is to be the sole gas fuel, but this is yet to be determined. However, there is a special application to which hydrogen can contribute – “hybrid” trains. These are essentially electricity-powered trains which use hydrogen as a fuel for low-speed application such as in marshalling yards or under cover in terminus stations where exhaust pollutants can accumulate. In addition, local low-speed trains, where traffic density is insufficient to justify electrification, can use fuel hydrogen. A statement of fixed plant costs to satisfy this potential hydrogen market as well as fuel running costs are included.

scholarly journals The use of model gas in the study of the gas engine of a power plant

2021 ◽  
Vol 27 (1) ◽  
pp. 63-72
Author(s):  
Анатолій Анатолійович Лісовал
Keyword(s):  
Carbon Dioxide ◽  
Power Plant ◽  
Natural Gas ◽  
Internal Combustion Engine ◽  
Control Algorithm ◽  
Combustion Engine ◽  
Internal Combustion ◽  
Spark Ignition ◽  
Operating Conditions ◽  
Gas Engine

Annotation – The analysis of scientific publications over the past ten years in the direction of creating gas ICEs in Ukraine, operating on natural gas, biogas or similar low-calorie fuels. The objectives of the work summarize the results of studies on the use of model gas in a gas internal combustion engine operating on a power plant drive. Developed recommendations on biogas additives to natural gas depending on the power plant load, and to develop a fuel control algorithm. The article provides recommendations on setting up the power system and automatic regulation of a gas engine running on a mixture of natural gas (methane) and biogas. To solve the tasks, a gas-electric installation with a rated power of 30 kW was tested. Initially, the installation was equipped with an 8-cylinder gasoline engine with spark ignition and an electric generator. The base ICE was converted to purely gas with a compression ratio of 8.5. In the physical modeling of biogas to natural gas additives in the model gas, the volume fraction of carbon dioxide increased to 30 % with a decrease in the load. By calculation, determined a similar ratio of compressed natural gas and biogas additives. For the calculation, it assumed that natural gas contains 90 ... 95 % methane, and biogas 60 % methane and 40 % carbon dioxide. The possibility of using biogas with 60 % methane as an additive to natural gas in piston ICEs with spark ignition has been confirmed. It was found that with a decrease in load, the biogas fraction increase and replace up to 85 % of natural gas. When working on biogas additives, the values of the concentrations of hydrocarbons and residual oxygen in the exhaust gases were determined to control the setting of the gas equipment of the internal combustion engine. Under operating conditions, three test modes selected for the power plant: idle, 50 % load, rated mode. The research results can serve as the basis for creating a control algorithm for the supply of biogas additives to natural gas, depending on load changes.

Effect of Chemical Hythane Composition on Pressure in Combustion Chamber of Engine

2019 ◽  
pp. 36-42
Author(s):  
A. P. Shaikin ◽  
I. R. Galiev
Keyword(s):  
Natural Gas ◽  
Combustion Chamber ◽  
Power Plants ◽  
Engine Speed ◽  
Combustion Engine ◽  
Fuel Mixture ◽  
Maximum Pressure ◽  
Chamber Volume ◽  
Excess Air ◽  
Scientific Papers

The article analyzes the influence of chemical composition of hythane (a mixture of natural gas with hydrogen) on pressure in an engine combustion chamber. A review of the literature has showed the relevance of using hythane in transport energy industry, and also revealed a number of scientific papers devoted to studying the effect of hythane on environmental and traction-dynamic characteristics of the engine. We have studied a single-cylinder spark-ignited internal combustion engine. In the experiments, the varying factors are: engine speed (600 and 900 min-1), excess air ratio and hydrogen concentration in natural gas which are 29, 47 and 58% (volume).The article shows that at idling engine speed maximum pressure in combustion chamber depends on excess air ratio and proportion hydrogen in the air-fuel mixture – the poorer air-fuel mixture and greater addition of hydrogen is, the more intense pressure increases. The positive effect of hydrogen on pressure is explained by the fact that addition of hydrogen contributes to increase in heat of combustion fuel and rate propagation of the flame. As a result, during combustion, more heat is released, and the fuel itself burns in a smaller volume. Thus, the addition of hydrogen can ensure stable combustion of a lean air-fuel mixture without loss of engine power. Moreover, the article shows that, despite the change in engine speed, addition of hydrogen, excess air ratio, type of fuel (natural gas and gasoline), there is a power-law dependence of the maximum pressure in engine cylinder on combustion chamber volume. Processing and analysis of the results of the foreign and domestic researchers have showed that patterns we discovered are applicable to engines of different designs, operating at different speeds and using different hydrocarbon fuels. The results research presented allow us to reduce the time and material costs when creating new power plants using hythane and meeting modern requirements for power, economy and toxicity.

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