Experimental Analysis of Diesel-Ignited Methane Dual-Fuel Low-Temperature Combustion in a Single-Cylinder Diesel Engine

Raihan, Mostafa Shameem; Guerry, E. S.; Dwivedi, U.; Srinivasan, Koottalai; Krishnan, Sundar Rajan

doi:10.1061/(asce)ey.1943-7897.0000235

Cited by 33 publications

(21 citation statements)

References 54 publications

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“…Dual fuel LTC has been demonstrated with diesel as the high-cetane fuel and a variety of primary, low-cetane fuels such as methane or natural gas [34][35], gasoline [10,33,36], ethanol [37], etc. Among gaseous primary fuels for dual fuel LTC, methane (or natural gas) has been investigated quite extensively.…”

Section: Introductionmentioning

confidence: 99%

“…The present effort is an attempt to fill this gap. Building on previous research efforts on dual fuel LTC at Mississippi State University (MSU) [34][35][36][44][45], this paper presents experimental results for diesel-ignited propane dual fuel LTC on a single-cylinder research engine (SCRE). Considering the wellestablished infrastructure for propane production and distribution within the United States, it is attractive as the primary fuel for dual fuel LTC.…”

Section: Introductionmentioning

confidence: 99%

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The effect of injection parameters and boost pressure on diesel-propane dual fuel low temperature combustion in a single-cylinder research engine

Krishnan

Srinivasan

Raihan

2016

Fuel

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Diesel-ignited propane dual fuel low temperature combustion was characterized in a singlecylinder research engine (SCRE) at constant values of indicated mean effective pressure (IMEP of 5.1 bar), engine speed (1500 rpm), and propane energy substitution (PES = 80%). The effects of three important engine parameters (start of injection (SOI) of diesel fuel, common-rail pressure (Prail) for diesel injection, and boost pressure (Pin)) on engine performance, combustion, and emissions were examined. As SOI was advanced from 355 absolute crank angle degrees (CAD) (or 5° BTDC) to 280 CAD for constant Prail = 500 bar and Pin = 1.5 bar, the apparent heat release rate (AHRR) profiles changed from a two-stage, "diesel-like" combustion process to a smooth, "Gaussian-like," single-stage combustion process, that was representative of more homogeneous combustion. In addition, with SOI advancement, the combustion phasing (CA50) was initially advanced but eventually occurred later for very early SOIs. Indicated-specific emissions of oxides of nitrogen (ISNOx) were reduced to about 0.12 g/kWh for SOIs advanced beyond 310 CAD while maintaining high indicated fuel conversion efficiencies (IFCEs). While smoke emissions were below 0.1 FSN for all conditions tested in this study, indicated-specific hydrocarbon (ISHC) and

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Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

The effect of injection parameters and boost pressure on diesel-propane dual fuel low temperature combustion in a single-cylinder research engine

Krishnan

Srinivasan

Raihan

2016

Fuel

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“…Note that it has already been shown that very low NOx emissions can also be achieved with larger diesel fractions, cf., Refs. [3,5,[11][12][13][14][15]. However, it must be taken into account that these investigations used boundary conditions that differ significantly from those of the investigations in this paper.…”

Section: Introductionmentioning

confidence: 96%

“…Benefits such as the flexibility to adapt the type of fuel to the market, fail-safe operation, and lower nitrogen oxides (NOx) emissions than diesel engines are convincing arguments for engine operators, cf., Refs. [2][3][4][5][6][7][8]. However, diesel-gas engine concepts still suffer from lower efficiency and worse combustion stability than state-of-the-art monofuel diesel engines and spark ignited gas engines when operated in the corresponding fuel mode, cf., Ref.…”

Section: Introductionmentioning

confidence: 99%

Potential and Limitations of Dual Fuel Operation of High Speed Large Engines

Redtenbacher¹,

Kiesling²,

Malin³

et al. 2017

Journal of Energy Resources Technology

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The aim of this paper is to identify and investigate the potential and limitations of diesel–gas combustion concepts for high speed large engines operated in gas mode with very small amounts of pilot fuel (<5% diesel fraction). Experimental tests were carried out on a flexible single cylinder research engine (displacement 6.24 dm3) equipped with a common rail system. Various engine configurations and operating parameters were varied and the effects on the combustion process were analyzed. The results presented in this paper include a comparison of the performance of the investigated dual fuel concept to those of a state-of-the-art monofuel gas engine and a state-of-the-art monofuel diesel engine. Evaluation reveals that certain limiting factors exist that prevent the dual fuel engine from performing as well as the superior gas engine. At the same NOx level of 1.3 g/kWh, the efficiency of the dual fuel engine is ≈3.5% pts. lower than that of the gas engine. This is caused by the weaker ignition performance of the injected pilot fuel compared to that of the gas scavenged prechamber of the gas engine. On the other hand, the dual fuel concept has the potential to compete with the diesel engine. The dual fuel engine can be operated at the efficiency level of the diesel engine yet with significantly lower NOx emissions (3.5 g/kWh and 6.3 g/kWh, respectively). Since the injection of pilot fuel is of major importance for flame initialization, and thus for the main combustion event of the dual fuel engine, optical investigations in a spray box, measurements of injection rates, and three-dimensional (3D) computational fluid dynamics (CFD) simulation were conducted to obtain even more detailed insight into these processes. A study on the influence of the diesel fraction shows that diminishing the diesel fraction from 3% to lower values has a significant impact on engine performance because of the effects of such a reduction on injection, ignition delay, and initial flame formation. The presented results illustrate which operating strategy is beneficial for engine performance in terms of low NOx emissions and high efficiency. Moreover, potential measures can be derived which allow for further optimization of the diesel–gas combustion process.

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“…The experimental results presented in this work were performed on a single cylinder research engine (SCRE) without EGR. The same SCRE has been used in previous research [43][44][45] to characterize diesel-ignited gasoline and diesel-ignited methane LTC over a range of diesel injection pressures, intake boost pressures, and PES of gasoline or methane at a constant load of about 5.2 bar IMEP.…”

Section: Introductionmentioning

confidence: 99%

Injection timing effects on partially premixed diesel–methane dual fuel low temperature combustion

et al. 2016

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Dual fuel low temperature combustion (LTC) strategies are attractive for future internal combustion engines due to their promise of very low engine-out emissions of oxides of nitrogen (NO x) and particulate matter. In the present work, experimental results for diesel-ignited methane dual fuel LTC on a compression ignition single cylinder research engine (SCRE) are presented. Methane was fumigated into the intake manifold and diesel injection was used to initiate combustion. The engine was operated at a constant speed of 1500 rev/min, and diesel injection pressure was fixed at 500 bar. The start of injection (SOI) of diesel fuel was varied from 260º to 360º (i.e., TDC) to quantify its impact on engine performance and engine-out, indicated-specific emissions of NO x (ISNO x), carbon monoxide (ISCO), and unburned hydrocarbons (ISHC), and smoke emissions. The SOI sweeps were performed at different net indicated mean effective pressures (IMEPs) of 4.1 and 12.1 bar. Intake manifold pressure and methane percent energy substitution (PES) were fixed at 1.5 bar and 80%, respectively, for 4.1 bar IMEP and at 1.8 bar and 95%, respectively, for 12.1 bar IMEP. For all loads, when SOI was advanced, the longer ignition delays caused the separation between the fuel injection and the combustion events to increase. This was accompanied by a change in the shape of the AHRR curve from a distinct two-stage profile to a smooth, single-stage (almost Gaussian) profile.

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Experimental Analysis of Diesel-Ignited Methane Dual-Fuel Low-Temperature Combustion in a Single-Cylinder Diesel Engine

Cited by 33 publications

References 54 publications

The effect of injection parameters and boost pressure on diesel-propane dual fuel low temperature combustion in a single-cylinder research engine

The effect of injection parameters and boost pressure on diesel-propane dual fuel low temperature combustion in a single-cylinder research engine

Potential and Limitations of Dual Fuel Operation of High Speed Large Engines

Injection timing effects on partially premixed diesel–methane dual fuel low temperature combustion

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