Performance and Efficiency Assessment of a Production CNG Vehicle Compared to Its Gasoline Counterpart

Anderson, Jesse; Miers, Scott A.; Wallner, Thomas; Stutenberg, Kevin; Lohse-Busch, Henning; Duoba, Michael

doi:10.4271/2014-01-2694

Cited by 8 publications

(6 citation statements)

References 7 publications

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“…This decrease is further exacerbated when EGR dilution techniques are used, which is well known to reduce mixture ignitability. As Anderson, et al [17] showed, the EGR loop was intentionally removed from a dedicated production NG vehicle, due to poor mixture ignitability associated with NG and PFI injection. In addition, Neame et al…”

Section: Discussionmentioning

confidence: 99%

“…The availability of production level NG vehicles has increased in recent years. Anderson et al performed vehicle level tests on a chassis dynamometer over several drive cycles with two production level Honda Civics designed for NG and gasoline operation [17].…”

Section: Part-load Dilution Tolerancementioning

confidence: 99%

“…At the same time, delaying the start of injection can also improve the volumetric efficiency, increasing full load power density for a given MAP. As discussed in Section 2.1, production NG vehicles may have the EGR loop removed from the factory due to poor dilution tolerance associated with the combination of NG and NG PFI [17].…”

Section: Pfi V Dimentioning

confidence: 99%

“…Literature has shown that current production NG vehicles do not necessarily utilize the full potential of NG due to some intrinsic limitations of the fuel injection system. In the study performed by Anderson [17], it was noted that despite the increased CR of the dedicated NGV, it resulted in a lower drive cycle fuel economy relative to the gasoline vehicle due to increased CD associated with the lower flame speeds of NG as well as limited use of EGR at part-load conditions limiting efficiency improvements. As shown throughout Section 4.4, NG DI can reduce mixture flame speeds relative to NG PFI.…”

Section: Extension Of Experimental Datamentioning

confidence: 99%

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Impact of Natural Gas Direct Injection on Thermal Efficinecy in a Spark Ignition Engine

Sevik¹

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Section: Discussionmentioning

confidence: 99%

Section: Part-load Dilution Tolerancementioning

confidence: 99%

Section: Pfi V Dimentioning

confidence: 99%

Section: Extension Of Experimental Datamentioning

confidence: 99%

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Impact of Natural Gas Direct Injection on Thermal Efficinecy in a Spark Ignition Engine

Sevik¹

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“…In a research study done recently, a turbocharged CNG port fuel injection engine was compared to a gasoline version. From the comparison, the CNG engine lead to a 24.2% decrease in CO2 emissions in addition to a 40% decrease in mileage costs [21]. From a recent analysis done on tractors, it was reported that significant fuel cost savings would be achieved if methane from agricultural waste was utilized instead of diesel fuels based on the market prices in 10 2017 [22].…”

Section: Natural Gas Enginesmentioning

confidence: 99%

Combustion Analysis of an Off-Road Spark Ignition Gaseous Fuel Engine

Yao¹

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The accurate calculation of the heat loss from bulk gas to engine coolant is critical for the optimization of the engine cooling system, calculation of the heat release rate, and improvement of the engine efficiency. The heat transfer coefficient of the traditional diesel and gasoline engines has been well documented. However, the research specific for the heat loss of spark ignition (SI) engine operating on gaseous fuels is limited. This research developed a revised Woschni equation scaling factor for a Weichai turbocharged SI WP-10 engine operated on gaseous fuels. The engine was a 6 cylinder, 9.7 Liter stoichiometric engine developed to operate on gaseous fuels. The specific heat ratio was derived by calculating the specific heat of bulk gas which was a function of bulk gas mixture composition, and temperature. The scaling factors of the heat transfer coefficient was developed based on the hypothesis that the heat release rate was zero prior to the beginning and after the completion of combustion. When operated at full load, the scaling factors of the heat transfer coefficient for this engine was 0.34, 0.33, and 0.32 when operated on natural gas, natural gas & carbon dioxide, and natural gas & propane, respectively. Utilizing the revised Woschni equation, the heat release rate was calculated for each fuel. The effect of fuel composition and spark timing on cylinder pressure, heat release rate, mass fraction burned, combustion duration, and heat loss was analyzed. As expected, the blending of carbon dioxide to natural gas elongated the ignition delay, retarded the combustion phasing, and elongated the combustion duration. In comparison, the blending of propane accelerated the combustion process as indicated by the shorter combustion duration and ignition delay, and also the increased peak cylinder pressure. The effect of the fuel composition on the exhaust emissions before and after the three-way catalyst was also examined and presented.

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