Effects of EGR, Variable Valve Timing, High Turbulence and Water Injection on Efficiency and Emissions of a HD Stoichiometric Natural Gas Engine

2021 ◽  
Author(s):  
Marius Betz ◽  
Nico Höweling ◽  
Ulf Kühne ◽  
Peter Eilts
Keyword(s):  
Natural Gas ◽  
Water Injection ◽  
Variable Valve Timing ◽  
Valve Timing ◽  
Gas Engine ◽  
Natural Gas Engine ◽  
High Turbulence ◽  
Variable Valve

scholarly journals Computational studies of the influence of variable valve timing on the performance of a gas engine with Miller’s thermodynamic cycle

2021 ◽  
Vol 2061 (1) ◽  
pp. 012066
Author(s):  
K V Milov
Keyword(s):  
Internal Combustion Engines ◽  
Computer Modelling ◽  
Thermodynamic Cycle ◽  
Valve Lift ◽  
Variable Valve Timing ◽  
Miller Cycle ◽  
Valve Timing ◽  
Gas Engine ◽  
Lift Height ◽  
Variable Valve

Abstract Current development trends in the field of internal combustion engines aim at regulating all processes of the engine and individual units. A converted diesel to gas engine with Miller thermodynamic cycle is more energy efficient at partial loads than a gas engine with Otto thermodynamic cycle. The Miller cycle engine with variable valve timing and valve lift has been investigated to improve performance and energy efficiency across the load range. The aim of the work is to study the influence of the displacement of the valve timing phases of the intake and exhaust camshafts and the valve lift height on the performance of the gas engine with the Miller cycle. Computer modelling was based on data obtained from the full-scale experiment on the gas engine with the Miller thermodynamic cycle.

Intake and Exhaust Valve Timing Control on a Heavy-Duty, Direct-Injection Natural Gas Engine

2015 ◽  
Author(s):  
Bronson Patychuk ◽  
Ning Wu ◽  
Gordon McTaggart-Cowan ◽  
Philip Hill ◽  
Sandeep Munshi
Keyword(s):  
Natural Gas ◽  
Direct Injection ◽  
Exhaust Valve ◽  
Valve Timing ◽  
Heavy Duty ◽  
Timing Control ◽  
Gas Engine ◽  
Natural Gas Engine

Intake port condensed water injection for a clean natural gas engine: Strategies and restrictions

2020 ◽  
pp. 499-518
Author(s):  
Youssef Beltaifa ◽  
Jörn Judith ◽  
Maurice Kettner ◽  
Peter Eilts ◽  
Markus Klaissle ◽  
...  
Keyword(s):  
Natural Gas ◽  
Water Injection ◽  
Intake Port ◽  
Gas Engine ◽  
Natural Gas Engine ◽  
Condensed Water

scholarly journals Development of a High Performance Natural Gas Engine with Direct Gas Injection and Variable Valve Actuation

2017 ◽  
Vol 10 (5) ◽  
pp. 2535-2551 ◽  
Author(s):  
Mirko Baratta ◽  
Daniela Misul ◽  
Jiajie Xu ◽  
Alois Fuerhapter ◽  
Rene Heindl ◽  
...  
Keyword(s):  
Natural Gas ◽  
High Performance ◽  
Gas Injection ◽  
Gas Engine ◽  
Natural Gas Engine ◽  
Variable Valve Actuation ◽  
Variable Valve ◽  
Valve Actuation

scholarly journals Comparison of Turbocharging and Pressure Wave Supercharging of a Natural Gas Engine for Light Commercial Trucks and Vans

Energies ◽  
2021 ◽  
Vol 14 (17) ◽  
pp. 5306
Author(s):  
Norbert Zsiga ◽  
Mario A. Skopil ◽  
Moyu Wang ◽  
Daniel Klein ◽  
Patrik Soltic
Keyword(s):  
Natural Gas ◽  
Transient Response ◽  
Pressure Wave ◽  
Catalytic Converter ◽  
Water Injection ◽  
Peak Power Output ◽  
Gas Temperature ◽  
Gas Engine ◽  
Natural Gas Engine ◽  
Exhaust Gas Temperature

To increase the efficiency of a natural gas engine, the use of a Miller camshaft was analysed. To avoid a decline in the low-end torque and also in the transient response, a pressure wave supercharger (Comprex™) was compared to the conventional single-stage turbocharger. The analyses for this conceptual comparison were performed experimentally, and the data were then used to run simulations of driving cycles for light commercial vehicles. A torque increase of 49% resulted at 1250 rpm when the Comprex™ was used in combination with a Miller camshaft. Despite the Miller camshaft, the Comprex™ transient response was still faster than the turbocharged engine. Using the same camshaft, the turbocharged engine took 2.5-times as long to reach the same torque. Water injection was used to increase the peak power output while respecting the temperature limitations. As the Comprex™ enables engine braking by design, we show that the use of friction brakes was reduced by two-thirds. Finally, a six-times faster catalyst warmup and an up to 90 °C higher exhaust gas temperature at the three-way catalytic converter added to the benefits of using the Comprex™ supercharger. The known drawbacks of the Comprex™ superchargers were solved due to a complete redesign of the machine, which is described in detail.

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