Generator gas as a fuel to power a diesel engine

The results of gasification process of dried sewage sludge and use of generator gas as a fuel for dual fuel turbocharged compression ignition engine are presented. The results of gasifying showed that during gasification of sewage sludge is possible to obtain generator gas of a calorific value in the range of 2.15 ? 2.59 MJ/m3. It turned out that the generator gas can be effectively used as a fuel to the compression ignition engine. Because of gas composition, it was possible to run engine with partload conditions. In dual fuel operation the high value of indicated efficiency was achieved equal to 35%, so better than the efficiency of 30% attainable when being fed with 100% liquid fuel. The dual fuel engine version developed within the project can be recommended to be used in practice in a dried sewage sludge gasification plant as a dual fuel engine driving the electric generator loaded with the active electric power limited to 40 kW (which accounts for approx. 50% of its rated power), because it is at this power that the optimal conditions of operation of an engine dual fuel powered by liquid fuel and generator gas are achieved. An additional advantage is the utilization of waste generated in the wastewater treatment plant.

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Performance Of Four Stroke Compression Ignition Engine Operated On Dual Fuel Mode With Producer Gas And Diesel

International Journal of Innovative Technology and Exploring Engineering - Special Issue ◽

10.35940/ijitee.j9952.0981119 ◽

2019 ◽

Vol 8 (11) ◽

pp. 83-88

Keyword(s):

Conversion Rate ◽

Flame Temperature ◽

Calorific Value ◽

Prosopis Juliflora ◽

Heat Energy ◽

Dual Fuel ◽

Producer Gas ◽

Compression Ignition ◽

Waste Biomass ◽

Compression Ignition Engine

We intensify our probe on waste biomass found in South India namely Prosopis Juliflora, because of its forceful growth in uncultivated agricultural landfills. To depose the Prosopis Juliflora, biomass gasification is the sufficient thermo-chemical reaction to excerpt useful energy from waste biomass. The fluidized bed gasifier (FBG) was used to gasify the waste biomass Prosopis Juliflora with a feed rate capacity from 5 to 20kg/hr and temperature is in the range of 650 - 950℃ with an equivalence ratio of 0.24 - 0.44 was maintained. When the gasifier is operated alone, the flame temperature is lower so that the conversion rate of heat energy will also be lower. If the gasifier is operated with accessories the flame temperature got increased by 40%, the conversion rate of heat energy will also be high in the compression ignition (CI) engine. The brake thermal efficiency of compression ignition engine for both (diesel) single fuel and (producer gas + diesel) dual fuel modes at four different producer gas mass flow rate has been shown and specific fuel consumption(SFC) has improved slightly due to addition of calorific value in the producer gas to the supply to the engine from the gasifier.

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Production of fuels on the basis of sewage sludge through conditioning using high calorific value fractions

Water Practice & Technology ◽

10.2166/wpt.2008.011 ◽

2008 ◽

Vol 3 (1) ◽

Author(s):

Karl-Georg Schmelz ◽

Anja Reipa ◽

Hartmut Meyer

Keyword(s):

Sewage Sludge ◽

Wastewater Treatment Plants ◽

Treatment Plant ◽

Calorific Value ◽

Fluidised Bed ◽

Sludge Treatment ◽

Heating Value ◽

Fine Coal ◽

Used Cars ◽

Plastic Components

Emschergenossenschaft and Lippeverband operate 59 wastewater treatment plants which produce approx. 100,000 Mg TS of sewage sludge each year. Using sludge pressure pipelines, about 60 % of this sludge are transported to the central sludge treatment plant in Bottrop. The digested sludges are conditioned using fine coal and polymers and are dewatered using membrane filters. By adding coal, the heating value of the sludge is raised which enables autothermal combustion of the dewatered sludges in fluidised bed furnaces at the central sludge treatment plant. In order to replace coal, a fossil fuel, as conditioning agent, experiments were conducted using alternative materials with high heating values. The addition of shredder fluff agglomerates proved to be particularly successful. Shredder fluff agglomerates are a residue from the recycling of used cars and are generated in a multistage process (e.g. Volkswagen-SiCon Process) by separating the light shredder fraction (plastic components etc.) from the total shredder fluff. The fibrous material is outstandingly suitable for improving the dewaterability and for sufficiently raising the heating value of the dewatered sludge in order to enable autothermal combustion. Since first experiments showed very positive results, a full-scale long-term test-run will take place in 2007.

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Mapping the combustion modes of a dual-fuel compression ignition engine

International Journal of Engine Research ◽

10.1177/14680874211018376 ◽

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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