Dual-fuel gas-Diesel engines Project leader: Prof. Ingemar Denbratt PhD student: Zhiqin Jia Project...
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Transcript of Dual-fuel gas-Diesel engines Project leader: Prof. Ingemar Denbratt PhD student: Zhiqin Jia Project...
Dual-fuel gas-Diesel engines
Project leader: Prof. Ingemar Denbratt
PhD student: Zhiqin Jia
Project start date: 30 Oct 2012
Project end date: 31 Dec 2014
Program: Energy Efficient Road Vehicles
Project funding: 3 638 000 SEK
Zhiqin Jia
Outline
• Background & goals
• Experimental setup
• Methodology
• Results
• Conclusion & future work
Zhiqin Jia
Background
• Research regarding conventional NG-Diesel dual-fuel combustion have already continuously been conducted several decades (NG mass ratio, total lambda, pilot Diesel quantity influence, etc).
• Dual-fuel RCCI (Reactivity Controlled Compression Ignition) combustion concept gives quite promising results (efficiency and emission).
• There is a need for dual-fuel 3D models to help to optimise dual-fuel experimental hardware and understand more about combustion details.
Roussos G. Papagiannakis , ”Combustion and performance characteristics of a DI diesel engine operating from low to high natural gas supplment ratio”,SAE Technical Paper:2008-01-1392.Derek E. Nieman and Rolf D.Reitz, ”Heavy-duty RCCI operation using natural gas and diesel”, SAE Technical Paper: 2012-01-0379.
Zhiqin Jia
Goals
• Investigate dual-fuel (NG/Diesel) RCCI fast combustion on a heavy duty DI Diesel engine.
• Validate Chalmers developed dual-fuel combustion 3D simulation model with experimental data.
Zhiqin Jia
Methodology
Engine speed (rpm)
Load (bar BMEP)
Diesel injection pressure(bar)
EGR Intake pressure(bar)
Compression ratio
1200 5.3 -10 800 -1400 41% 1.7 -1.9 14 & 17
1500 8 -10 600 -1000 41% 1.7 -1.9 14 & 17
1800 8 -10.8 600 -1000 41% 1.7 -1.9 14 & 17
SOI =45 BTDCSOI=64.5 - 74.2 BTDC
Diesel injection profile(electrical signal)
Zhiqin Jia
Results – RCCI combustion9 bar BMEP, 1500 rpm, injection pressure 1000 bar, 41% EGR
SOI=45 BTDCSOI=69.3 BTDC
4.05 CAD 3.69 CAD-30 -20 -10 0 10 20 30 40
-20
80
180
280
380
480
Crank angle [°ATDC]
Ra
te o
f h
ea
t re
lea
se
[J
/°C
A]
-30 -20 -10 0 10 20 30 40
0
30
60
90
120
150
180
Crank angle [°ATDC]
In-c
yli
nd
er
pre
ss
ure
[b
ar]
Zhiqin Jia
Results – RCCI combustion
2 2.5 3 3.5 4 4.548
50
52
54
Injection duration [°CA]
Ind
icat
ed t
her
mal
ef-
fici
ency
[%
]
2 2.5 3 3.5 4 4.50.5
1
1.5
2
2.5
Injection duration [°CA]
NO
[g
/kW
h]
2 2.5 3 3.5 4 4.50
0.005
0.01
0.015
Injection duration [°CA]
So
ot
[g
/kW
h]
9 bar BMEP, 1200 rpm, injection pressure 1000 bar, 41% EGR
SOI=45 BTDCSOI=64.5 BTDC
2.16 – 4.32 CAD 2.88 CAD
Zhiqin Jia
Results – simulation
400
450
500
0
0
150
-30 -20 -10 0 10 20 30 40 50 60 70 80 900
350
300
250
200
100
50
80
60
40
20
-120 -90 -60 -30 30 60 90 120
Crank angle [°ATDC]Crank angle [°ATDC]
In-c
ylin
der
pre
ssu
re [
bar
]
Tot
al h
eat
rele
ase
rate
(J/
deg
) [b
ar]
Exp Calc
Exp Calc
Engine speed
Load SOI (electrical)
Diesel injection pressure (bar)
Equivalence ratio
1500 rpm 6 bar bmep 6 BTDC 2000 0.55
Zhiqin Jia
Conclusions & Future work• It has been shown that RCCI combustion can be
obtained and controlled for mixtures of NG and Diesel.
• It is possible to reach very high thermal efficiency and low NOx and Soot emissions.
• Resonable good agreement between the experimental data and 3D simulation model have been achieved, but chemical mechanism needs to be further improved.
• We plan to investigate direct injection of both gas and Diesel.