Time-Controlled Pilot Injection for Stationary and Heavy-Duty Gas Engines

Hupperich, Patrick; Dürnholz, Manfred

doi:10.4271/971713

Cited by 13 publications

(3 citation statements)

References 0 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…The temperatures were measured by type-K thermocouples. The crank angle ensure consistency in the start of combustion in each engine cycle [9]. Dual-fuel engine performance resolved in-cylinder pressure and the diesel injection pressure were measured using a piezoelectric trans-injecting a minimum of 4.3 mm3 and a maximum of 20 mm3 of diesel per engine stroke.…”

Section: Experimental Set-up 2 Conceptmentioning

confidence: 99%

Effect of pilot injection timing, pilot quantity and intake charge conditions on performance and emissions for an advanced low-pilot-ignited natural gas engine

Singh

Krishnan

Srinivasan

et al. 2004

International Journal of Engine Research

View full text Add to dashboard Cite

Diesel engines may be converted readily to operate Introduction primarily on natural gas using the injection of a diesel pilotDiesel engines are widely used for heavy-duty applito achieve ignition. Advanced low-pilot-ignited natural gas cations and especially for the propulsion of trucks. (ALPING) engines show significant potential to matchEven though the efficiency of these engines is very diesel engines in their part-load and full-load efficiencies.high there are some major problems associated with Experiments were performed to study the effects of pilot them. The most noticed are the NO x and partiinjection timing (−15 to −60°ATDC), pilot quantity, culate emissions. The best possible current diesel intake manifold pressure and intake charge temperature on engine design will not meet the stringent emissions the performance and emissions from an ALPING engine standards that will be applicable in the near future. under half-load (21 kW at 1700 r/min) and full-load (42 kW Homogeneous charge compression ignition (HCCI) at 1700 r/min) conditions. Low NOx emissions (below engines are expected to give very low NO x emissions 0.03 g/kW h at −60°ATDC) with satisfactory fuel converdue to the nature of their combustion process. Howsion efficiency (31 per cent) for half-load and NOx emissions ever, their operation suffers from loss of combustion of 0.2 g/kW h at −60°ATDC with fuel conversion control under high load conditions. Supercharging efficiency of 40 per cent could be obtained for full-load is one way of increasing indicated mean effective engine operation. High HC emissions, 96 g/kW h at −20°p ressure (i.m.e.p.) from HCCI engines [1]. Control of ATDC for half-load and 21 g/kW h at −60°ATDC for the onset of combustion is very important in obtainfull-load operation, were recorded. The NO x emissions ing good performance and emissions in an HCCI showed an interesting trend for varied injection timings engine. A reliable ignition source, which can be a with maximum NOx emissions occurring at −35°ATDC small quantity of diesel pilot, may be effective for such and minimum at −60°ATDC injection timing. Increased a purpose. Successful engine operation with signipilot quantity, intake charge temperature and lower intake ficant reduction in NO x emissions can be achieved manifold pressures resulted in increased NOx emissions in dual-fuel (diesel and natural gas) engines using a and fuel conversion efficiency, and decreased HC emissions.very small diesel pilot quantity [2].

show abstract

Section: Experimental Set-up 2 Conceptmentioning

confidence: 99%

Effect of pilot injection timing, pilot quantity and intake charge conditions on performance and emissions for an advanced low-pilot-ignited natural gas engine

Singh

Krishnan

Srinivasan

et al. 2004

International Journal of Engine Research

View full text Add to dashboard Cite

show abstract

“…There are a number of studies on the effect of boost pressure on the performance and emissions of CNG fuel in spark-ignition engines [92,169,222,223]. As cited in Cho and He [9], due to a high boost pressure is needed to overcome the performance loss of CNG fueling in SIDI engines, this forces the spark plug to work under more stress, leading to frequent failure [224]. As a result, Chala et al [92] recommended the use of lower boost pressure, in the range of 7.5 kPa, combined with optimal fuel-injection timing for better performance and emissions, as shown in Figure 19.…”

Section: Effect Of Boost Pressurementioning

confidence: 99%

Natural Gas Engine Technologies: Challenges and Energy Sustainability Issue

2018

View full text Add to dashboard Cite

Energy sustainability and environmental issues pose greater challenges on different primary energy sectors as the global energy demand increases and it is projected to further increase with an upsurge in population. On the other hand, energy sources from conventional fossil-based fuels are depleting, forcing explorations in challenging and difficult locations. As a result, the use of alternative fuels received dramatic consideration to substitute these conventional fuels, of which natural gas took the significant share. However, the share of natural-gas vehicles in the current vehicle market is quite small, and it is estimated to be below 5%. This paper reviews the current resource scenarios including proven and potential reserves, current production, and consumption, along with the fueling infrastructure, distribution, and storage. It also provides summary of the development of fuel-injection technologies aimed to enhance the performance of gas engines. More attention was also given to natural-gas engines and their limitations. Parameters affecting the performance and combustion of compressed natural gas (CNG) in spark-ignition (SI) engines are thoroughly assessed, among which compression ratio and injection timing play major roles in the optimization of CNG-fueled engines. Furthermore, different technologies that help close the performance gap between conventional liquid-fuel and natural-gas engines and future directions of the research are presented.

show abstract

“…[1]. Second, when the pilot fuel is sprayed into the combustion chamber and autoignition occurs, many individual ignition sources are created, allowing for more complete and rapid combustion of the CNG-air mixture than with a single spark plug [9]. One efficiency problem with dual fuel engine conversions is the valve overlap in many diesel engines.…”

Section: Literature Reviewmentioning

confidence: 99%

Dual fuel conversion of a direct-injection diesel engine

Park¹

View full text Add to dashboard Cite

show abstract

Time-Controlled Pilot Injection for Stationary and Heavy-Duty Gas Engines

Cited by 13 publications

References 0 publications

Effect of pilot injection timing, pilot quantity and intake charge conditions on performance and emissions for an advanced low-pilot-ignited natural gas engine

Effect of pilot injection timing, pilot quantity and intake charge conditions on performance and emissions for an advanced low-pilot-ignited natural gas engine

Natural Gas Engine Technologies: Challenges and Energy Sustainability Issue

Dual fuel conversion of a direct-injection diesel engine

Contact Info

Product

Resources

About