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

Experimental setup

AVL AMANO. NOx. HC.

CO. CO2Volvo D12C single cylinder engine

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

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.

Zhiqin Jia

Thank you for your attention