Effect of Operating Conditions on the NOx Emissions from an Indirect-Injection Diesel Engine Fueled with Gaseous Fuel

2000 ◽  
Author(s):  
G.H. Abd Alla ◽  
H. A. Soliman ◽  
M. F. Abd Rabbo
Keyword(s):  
Diesel Engine ◽  
Operating Conditions ◽  
Gaseous Fuel ◽  
Nox Emissions

Two-Stroke Marine Diesel Engine Variable Injection Timing System Performance Evaluation and Optimum Setting for Minimum Fuel Consumption at Acceptable NOx Levels

2014 ◽  
Author(s):  
Dimitrios T. Hountalas ◽  
Spiridon Raptotasios ◽  
Antonis Antonopoulos ◽  
Stavros Daniolos ◽  
Iosif Dolaptzis ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Fuel Consumption ◽  
Engine Performance ◽  
Operating Conditions ◽  
Specific Fuel Consumption ◽  
Injection Timing ◽  
Nox Emissions ◽  
Pressure Measurements ◽  
Cylinder Pressure ◽  
Start Of Injection

Currently the most promising solution for marine propulsion is the two-stroke low-speed diesel engine. Start of Injection (SOI) is of significant importance for these engines due to its effect on firing pressure and specific fuel consumption. Therefore these engines are usually equipped with Variable Injection Timing (VIT) systems for variation of SOI with load. Proper operation of these systems is essential for both safe engine operation and performance since they are also used to control peak firing pressure. However, it is rather difficult to evaluate the operation of VIT system and determine the required rack settings for a specific SOI angle without using experimental techniques, which are extremely expensive and time consuming. For this reason in the present work it is examined the use of on-board monitoring and diagnosis techniques to overcome this difficulty. The application is conducted on a commercial vessel equipped with a two-stroke engine from which cylinder pressure measurements were acquired. From the processing of measurements acquired at various operating conditions it is determined the relation between VIT rack position and start of injection angle. This is used to evaluate the VIT system condition and determine the required settings to achieve the desired SOI angle. After VIT system tuning, new measurements were acquired from the processing of which results were derived for various operating parameters, i.e. brake power, specific fuel consumption, heat release rate, start of combustion etc. From the comparative evaluation of results before and after VIT adjustment it is revealed an improvement of specific fuel consumption while firing pressure remains within limits. It is thus revealed that the proposed method has the potential to overcome the disadvantages of purely experimental trial and error methods and that its use can result to fuel saving with minimum effort and time. To evaluate the corresponding effect on NOx emissions, as required by Marpol Annex-VI regulation a theoretical investigation is conducted using a multi-zone combustion model. Shop-test and NOx-file data are used to evaluate its ability to predict engine performance and NOx emissions before conducting the investigation. Moreover, the results derived from the on-board cylinder pressure measurements, after VIT system tuning, are used to evaluate the model’s ability to predict the effect of SOI variation on engine performance. Then the simulation model is applied to estimate the impact of SOI advance on NOx emissions. As revealed NOx emissions remain within limits despite the SOI variation (increase).

Impact of Intake Induced Swirl on Combustion and Emissions on a Single Cylinder Diesel Engine

2016 ◽  
Author(s):  
Eduardo Barrientos ◽  
Ivan Bortel ◽  
Michal Takats ◽  
Jiri Vavra
Keyword(s):  
Diesel Engine ◽  
Heat Release ◽  
Operating Conditions ◽  
Common Rail ◽  
Injection System ◽  
Nox Emissions ◽  
Cylinder Pressure ◽  
Swirl Ratio ◽  
Single Cylinder ◽  
Optimal Values

Engine induced swirl improves mixing of fuel and air and at optimal values accelerates burn, improves the combustion stability and can decrease particulate matter (PM). However, swirl increases convective heat loss and cylinder charge loss and could increase nitrogen oxides (NOx) emissions. High intensity of swirl could impede flame development and increases emissions of total hydrocarbons (THC) and carbon monoxide (CO). Therefore, careful and smart selection of optimal swirl values is paramount in order to obtain beneficial impact on combustion and emissions performance. This study is conducted on a 0.5L single cylinder research engine with common rail (CR) diesel injection system, with parameters corresponding to modern engines of passenger cars. The engine has three separate ports in the cylinder head. The change of swirl ratio is defined by closing appropriate ports. There are three levels of swirl ratio under study — 1.7, 2.9 and 4.5, corresponding to low, medium and high swirl levels respectively. This study highlights the influence of intake induced swirl on combustion parameters and emissions. Assessed combustion parameters are, among others, heat release rate, cylinder pressure rise and indicated mean effective pressure. Assessed emissions are standard gaseous emissions and smoke, with emphasis on PM emissions. An engine speed of 1500 rpm was selected, which well represents common driving conditions of this engine size. Various common rail pressures are used at ambient inlet manifold pressure (without boost pressure) and at 1 bar boosted pressure mode. It is found that when the swirl level is increased, the faster heat release during the premixed combustion and during early diffusion-controlled combustion causes a quick increase in both in-cylinder pressure and temperature, thus promoting the formation of NOx. However, since swirl enhances mixing and potentially produces a leaning effect, PM formation is reduced in general. However, maximum peak temperature is lower for high swirl ratio and boosted modes due to the increase of heat transfer into cylinder walls. Furthermore, it is necessary to find optimal values of common rail pressures and swirl ratio. Too much mixing allows increase on PM, THC and CO emissions without decrease on NOx emissions in general. Common rail injection system provides enough energy to achieve good mixing during all the injection time in the cases of supercharged modes and high common rail pressure modes. Positive influence of swirl ratio is found at lower boost pressures, lower revolution levels and at lower engine loads. The results obtained here help providing a better understanding on the swirl effects on diesel engine combustion and exhaust emissions over a range of engine operating conditions, with the ultimate goal of finding optimal values of swirl operation.

scholarly journals A Research on the Performance, Emission and Combustion Parameters of the Hydrogen and Biogas Dual Fuel Engine

2020 ◽  
Vol 12 (3) ◽  
pp. 129-136
Author(s):  
Avinash MUTLURI ◽  
Radha Krishna GOPIDESI ◽  
Srinivas Viswanath VALETI
Keyword(s):  
Diesel Engine ◽  
Diesel Fuel ◽  
Thermal Efficiency ◽  
Gaseous Fuel ◽  
Dual Fuel ◽  
Nox Emissions ◽  
Brake Thermal Efficiency ◽  
Secondary Fuel ◽  
Pilot Fuel ◽  
Inlet Manifold

In the present research a diesel engine has been converted to dual fuel mode, injecting hydrogen and biogas as secondary fuel and the tests were conducted in dual fuel mode to evaluate the performance, emissions and combustion parameters of the engine. Diesel as a pilot fuel, hydrogen and biogas as a secondary fuel were injected from the inlet manifold. The hydrogen and the biogas which is a gaseous fuel were injected at 5 liters per minute (lpm) and the tests were conducted separately. From these tests, it was noted that there is an enhancement of 27.28% in brake thermal efficiency (BTE) and increment of 10.70% in NOX emissions for diesel with 5 lpm hydrogen compared with diesel fuel under single fuel mode. Also, it was noted that the reduction in BTE was around 36.50% and NOX emissions about 15.68 % for diesel with 5 lpm biogas when compared with diesel fuel under single fuel mode.

Computationally Efficient Whole-Engine Model of a Cummins 2007 Turbocharged Diesel Engine

2009 ◽  
Vol 132 (2) ◽  
Author(s):  
Anup M. Kulkarni ◽  
Gregory M. Shaver ◽  
Sriram S. Popuri ◽  
Tim R. Frazier ◽  
Donald W. Stanton
Keyword(s):  
Diesel Engine ◽  
Flow Rate ◽  
Closed Loop ◽  
Engine Performance ◽  
Open Loop ◽  
Operating Conditions ◽  
Nox Emissions ◽  
Computationally Efficient ◽  
Turbocharged Diesel Engine ◽  
Engine Model

This paper describes an accurate, flexible, and computationally efficient whole engine model incorporating a multizone, quasidimension combustion submodel for a 6.7-l six-cylinder turbocharged diesel engine with cooled exhaust gas recirculation (EGR), cooled air, and multiple fuel injections. The engine performance and NOx emissions predicative capability of the model is demonstrated at 22 engine operating conditions. The only model inputs are physical engine control module “control actions,” including injection rates, injection timings, EGR valve position, and variable geometry turbocharger rack position. The model is run using both “open” and “closed” loop control strategies for air/EGR path control, in both cases achieving very good correlation with experimental data. Model outputs include in-cylinder pressure and heat release, torque, combustion timing, brake specific fuel consumption, EGR flow rate, air flow rate, exhaust and intake pressure, and NOx emissions. The model predicts engine performance and emissions with average absolute errors within 5% and 18%, respectively, of true values with “open-loop” air/EGR control, and within 5% and 11% with “closed-loop” air/EGR control. In addition, accurate prediction of the coupling of the in-cylinder combustion and emission-production processes with the boosted, cooled air/EGR gas dynamics is a key characteristic of the model.

Comparison of Bio-Fischer-Tropsch Fuel and Commercial Diesel Fuel Application in a 1600 CC Euro 5 Diesel Engine

2015 ◽  
Author(s):  
Claus Suldrup Nielsen ◽  
Jesper Schramm ◽  
Anders Ivarsson ◽  
Azhar Malik ◽  
Terese Løvås
Keyword(s):  
Carbon Dioxide ◽  
Carbon Monoxide ◽  
Steady State ◽  
Diesel Engine ◽  
Carbon Dioxide Emissions ◽  
Operating Conditions ◽  
Injection Timing ◽  
Nox Emissions ◽  
Fischer Tropsch ◽  
Operating Range

A direct injected and turbocharged Euro 5 diesel engine has been set up in a test bench where the vehicle driving conditions of the European NEDC (New European Driving Cycle) test can be simulated. The engine is operated as the engine of a corresponding vehicle, equipped with a similar engine and driving through the NEDC cycle. The regulated gaseous emissions, carbon monoxide, hydrocarbons and nitrogen oxides, as well as particulate numbers and size distributions where measured in 5 selected steady state operating points during the engine test. Fuel consumptions and carbon dioxide emissions where measured as well. The steady state operating conditions were chosen within the engine operating range during a vehicle NEDC test and representing as broad an operating range as possible during the NEDC test. A method is presented in which the NEDC test emissions are calculated from the 5 steady state measurements. It is shown that the method gives emission results that agree well with values that can be expected from the vehicle in question during an NEDC test. In this way a limited number of steady state measurements can be used to simulate vehicle emissions. The reason for carrying out engine experiments instead of vehicle measurements was to obtain well controlled engine conditions and thus better insight in the operation of the engine in the individual phases of operation, and thereby enable evaluation of the possibilities for improving engine performance with respect to emission and fuel consumption reduction. Two different fuels where tested. These were a Fischer-Tropsch fuel, produced from biomass at the Güssing gasification plant in Austria and a commercial diesel from a fuel station in Denmark. The results of the measurements and engine modification considerations showed that bio Fischer-Tropsch fuel does have advantages with respect to particulate and also small advantages with carbon monoxide and carbon dioxide emissions. However, NOx emissions are rather a question of the injection timing of the fuel, and the NOx emissions can be adjusted to give the same level of emissions by changing the injection timing with ordinary diesel. The injection strategy was changed in order to attempt to reduce NOx emissions below the limits in the Euro 6 regulations.

Development of a Real-Time NOx Prediction Model Based on Heat Release Analysis in a Direct-Injection Diesel Engine

2013 ◽  
Vol 136 (3) ◽  
Author(s):  
Dong Wang ◽  
Chao Zhang
Keyword(s):  
Diesel Engine ◽  
Prediction Model ◽  
Heat Release ◽  
Real Time ◽  
Heat Release Rate ◽  
Release Rate ◽  
Direct Injection ◽  
Operating Conditions ◽  
Nox Emissions ◽  
Direct Injection Diesel Engine

A prediction model, which describes linear relationship between the nitrogen oxides (NOx) emissions and the in-cylinder heat release rate in a direct-injection diesel engine, was developed through numerical simulations. A modified KIVA-3 V code was used to calculate NOx formations and to conduct heat release analyses in a direct-injection diesel engine under different operating conditions. The numerical simulation results indicated that the NOx formation amount was related to both the magnitude and the timing of the peak heat release rate in each engine cycle. Based on the above observations, a control-oriented dynamic NOx model was constructed and then implemented into a feedback emission control system on a small diesel engine. A new parameter—combustion acceleration—was proposed in this research to describe the intensity of the premixed combustion. Experimental work was also conducted to measure the real-time in-cylinder pressure at each crank-angle when the engine was running and the heat release rate was calculated instantaneously to control an exhaust gas recirculation (EGR) valve. The experimental results showed that the proposed NOx prediction model was effective in controlling NOx emissions under high rpm conditions.

ACTIVE CONTROL OF PERFORMANCE AND NOx EMISSIONS OF STAGED GASEOUS FUEL BURNER

1999 ◽  
Vol 8 (ASAT CONFERENCE) ◽  
pp. 1-11
Author(s):  
H. Mahmoud ◽  
Sh. Hammed ◽  
M. Nosier ◽  
A. Wandan ◽  
S. Abd EI-Ghany
Keyword(s):  
Active Control ◽  
Gaseous Fuel ◽  
Nox Emissions ◽  
Fuel Burner

scholarly journals Investigation of Effect on Environmental Performance of Using LNG as Fuel for Engines in Seaport Tugboats

2021 ◽  
Vol 9 (2) ◽  
pp. 123
Author(s):  
Sergejus Lebedevas ◽  
Lukas Norkevičius ◽  
Peilin Zhou
Keyword(s):  
Diesel Engine ◽  
Natural Gas ◽  
Baltic Sea ◽  
Impact Assessment ◽  
Fuel Consumption ◽  
Dual Fuel ◽  
Nox Emissions ◽  
The Baltic Sea ◽  
Emission Analysis ◽  
The Baltic

Decarbonization of ship power plants and reduction of harmful emissions has become a priority in the technological development of maritime transport, including ships operating in seaports. Engines fueled by diesel without using secondary emission reduction technologies cannot meet MARPOL 73/78 Tier III regulations. The MEPC.203 (62) EEDI directive of the IMO also stipulates a standard for CO2 emissions. This study presents the results of research on ecological parameters when a CAT 3516C diesel engine is replaced by a dual-fuel (diesel-liquefied natural gas) powered Wartsila 9L20DF engine on an existing seaport tugboat. CO2, SO2 and NOx emission reductions were estimated using data from the actual engine load cycle, the fuel consumption of the KLASCO-3 tugboat, and engine-prototype experimental data. Emission analysis was performed to verify the efficiency of the dual-fuel engine in reducing CO2, SO2 and NOx emissions of seaport tugboats. The study found that replacing a diesel engine with a dual-fuel-powered engine led to a reduction in annual emissions of 10% for CO2, 91% for SO2, and 65% for NOx. Based on today’s fuel price market data an economic impact assessment was conducted based on the estimated annual fuel consumption of the existing KLASCO-3 seaport tugboat when a diesel-powered engine is replaced by a dual-fuel (diesel-natural gas)-powered engine. The study showed that a 33% fuel costs savings can be achieved each year. Based on the approved methodology, an ecological impact assessment was conducted for the entire fleet of tugboats operating in the Baltic Sea ports if the fuel type was changed from diesel to natural gas. The results of the assessment showed that replacing diesel fuel with natural gas achieved 78% environmental impact in terms of NOx emissions according to MARPOL 73/78 Tier III regulations. The research concludes that new-generation engines on the market powered by environmentally friendly fuels such as LNG can modernise a large number of existing seaport tugboats, significantly reducing their emissions in ECA regions such as the Baltic Sea.

scholarly journals Model-Based Control of Torque and Nitrogen Oxide Emissions in a Euro VI 3.0 L Diesel Engine through Rapid Prototyping

Energies ◽  
2021 ◽  
Vol 14 (4) ◽  
pp. 1107
Author(s):  
Stefano d’Ambrosio ◽  
Roberto Finesso ◽  
Gilles Hardy ◽  
Andrea Manelli ◽  
Alessandro Mancarella ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Rapid Prototyping ◽  
Nitrogen Oxide ◽  
Thermal State ◽  
Pollutant Emissions ◽  
Computational Time ◽  
Nox Emissions ◽  
Model Based ◽  
Brake Mean Effective Pressure ◽  
The Impact

In the present paper, a model-based controller of engine torque and engine-out Nitrogen oxide (NOx) emissions, which was previously developed and tested by means of offline simulations, has been validated on a FPT F1C 3.0 L diesel engine by means of rapid prototyping. With reference to the previous version, a new NOx model has been implemented to improve robustness in terms of NOx prediction. The experimental tests have confirmed the basic functionality of the controller in transient conditions, over different load ramps at fixed engine speeds, over which the average RMSE (Root Mean Square Error) values for the control of NOx emissions were of the order of 55–90 ppm, while the average RMSE values for the control of brake mean effective pressure (BMEP) were of the order of 0.25–0.39 bar. However, the test results also highlighted the need for further improvements, especially concerning the effect of the engine thermal state on the NOx emissions in transient operation. Moreover, several aspects, such as the check of the computational time, the impact of the controller on other pollutant emissions, or on the long-term engine operations, will have to be evaluated in future studies in view of the controller implementation on the engine control unit.

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