Experimental Test of a New Compressed Natural Gas Engine with Direct Injection

Kalam, M.A.; Masjuki, H.H.; Mahlia, T.M.I.; Fuad, M. A.; Halim, Ku; Ishak, Amirah Natasha; Khair, Magdi; Yusoff, Ainul Husna Mohd; Shahrir, A.

doi:10.4271/2009-01-1967

Cited by 17 publications

(8 citation statements)

References 9 publications

(5 reference statements)

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“…As soon as the injection was shifted towards ignition timing, the engine performance got worse. A similar behavior was also observed in [5,[20][21][22][23][24][25][26]. The general explanatory approach was the ever shorter mixture formation time until the ignition due to the later injection timings, which led to an inhomogeneous mixture.…”

Section: Introductionsupporting

confidence: 78%

Injection strategies for low HC raw emissions in SI engines with CNG direct injection

Seboldt

Lejsek

Bargende

2016

Automot. Engine Technol.

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The energy source natural gas represents an attractive alternative fuel for SI engines due to its suitable chemical properties. But the lower performance yield and the insufficient infrastructure lead to a rejection by the customer. One approach to gain acceptance is the improvement of the driveability of the natural gas-powered vehicles. Direct injection of CNG is a technology with potential to achieve this objective. Nevertheless, the combustion concept has high requirements on injection system and mixture formation. Among other challenges the methane slip raises major issue. The compact molecular structure of the CNG's main component, methane, leads to an extremely slow reactivity, which expresses itself in a higher catalytic converter light-off temperature and thus aggravated exhaust aftertreatment. Especially, since methane's global warming potential is 21 times higher than CO 2 , the greenhouse gas footprint is getting worse again. Thus, for the future implementation of such a combustion system concept it will be necessary to compensate the limited conversion rates of the catalytic converter with low raw emissions. For this, the comprehension of the mixture formation is necessary. This paper deals with different injection strategies at part load and charged operation to achieve HC raw emissions as low as possible. The testbench experiments are executed with a two-cylinder SI engine under homogeneous stoichiometric conditions. The DI injector used for this study is a prototype model fabricated by Robert Bosch GmbH. In summary, the need of adaption of the injection strategy to the respective engine map area is becoming evident. Furthermore, various injection timings and injection splitting strategy turned out as an appropriate measure to make the most of CNG-DI's potential and to achieve low HC raw emissions.

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Section: Introductionsupporting

confidence: 78%

Injection strategies for low HC raw emissions in SI engines with CNG direct injection

Seboldt

Lejsek

Bargende

2016

Automot. Engine Technol.

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“…This bi-fuel type of vehicle is generally petrol based engine which can run on both type of fuel alternately (Munde Gopal, and Dalu Rajendra, 2012). The performance of bi-fuel engine with port injection system is poor in terms of lower brake power and less volumetric efficiency (Kalam et al, 2009). It is very difficult to develop a high performance compressed natural gas direct injection (CNG-DI) engine for researcher which provides better fuel economy within stringent emission limit.…”

Section: Introductionmentioning

confidence: 99%

Performance Characteristics Comparison of CNG Port and CNG Direct Injection in Spark Ignition Engine

Patel¹,

Brahmbhatt²

2018

European Journal of Sustainable Development Research

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A comparative performance analysis is being carried out on a four cylinder, four stroke cycle, spark ignition engine having displacement volume 1297cc. The cylinder head of original gasoline based engine was modified by drilling holes from upper surfaces of head to individual combustion chamber to convert the engine in a CNG direct injection engine. The CNG port injection (CNG-PI) system and CNG direct injection (CNG-DI) system were incorporated with the single engine. The engine was retrofitted to run on both CNG-PI and CNG-DI system alternately with common CNG tank and other engine loading and measurement system. The engine was equipped with electrical dynamometer having rheostat type loading. The CNG direct injection system was incorporated with various sensors and engine ECU. The operating parameters can be obtained on computer screen by loading the computer with engine through switch box. The engine was run over the speed range of 1000 rpm to 3000 rpm with incremental speed of 300 rpm. The performance parameters were calculated from observations and recorded for both CNG-PI and CNG-DI system. The experimental investigation exhibits that, the average 7-8% reduction in BSFC while the engine was running with CNG-DI system as compared to that of CNG-PI system. Also the engine produced 8-9% higher brake torque and hence higher brake power. The engine gives 6-7% higher brake thermal efficiency with CNG-DI system as compared to CNG-PI system.

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“…In addition, the relation of combustion chamber geometry and gas injection and mixing was studied by [4]. The characteristic of CNG direct injection was investigated in SI engine by numerical and experimental approach [5][6][7]. In order to achieve a more reliable combustion, HCNG(CNG assisted by hydrogen) fuel was applied, where HC emissions were reduced by 100ppm without increasing CO and NOx [8].…”

Section: Introductionmentioning

confidence: 99%