Transcript Bild 1 - Energimyndigheten

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
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Background & goals
Experimental setup
Methodology
Results
Conclusion & future work
Zhiqin Jia
Background
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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
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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
Volvo D12C single
cylinder engine
AVL AMA
NO. NOx. HC.
CO. CO2
Zhiqin Jia
Methodology
Engine
Load
speed (rpm) (bar BMEP)
Diesel injection EGR Intake
Compression
pressure(bar)
pressure(bar) 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
Diesel injection profile
(electrical signal)
SOI=64.5 - 74.2 BTDC
SOI =45 BTDC
Zhiqin Jia
Results – RCCI combustion
9 bar BMEP, 1500 rpm,
injection pressure 1000 bar,
41% EGR
150
120
90
60
480
30
0
-30
-20
-10
0
10
20
Crank angle [°ATDC]
4.05 CAD
3.69 CAD
30
40
Rate of heat release [J/°CA]
In-cylinder pressure [bar]
180
380
280
180
80
-20
-30
-20
-10
0
10
Crank angle [°ATDC]
SOI=69.3 BTDC
SOI=45 BTDC
20
30
40
Zhiqin Jia
Results – RCCI combustion
9 bar BMEP, 1200 rpm,
injection pressure 1000
bar, 41% EGR
Indicated thermal
efficiency [%]
54
52
50
48
2
2.5
3
3.5
Injection duration [°CA]
4
4.5
2
2.5
3
3.5
Injection duration [°CA]
4
4.5
2
2.5
4
4.5
2.16 – 4.32 CAD
2.88 CAD
NO [g/kWh]
2.5
2
1.5
1
0.5
SOI=45 BTDC
0.015
Soot [g/kWh]
SOI=64.5 BTDC
0.01
0.005
0
3
3.5
Injection duration [°CA]
Zhiqin Jia
Results – simulation
Zhiqin Jia
Results – simulation
500
80
Exp
Calc
Total heat release rate (J/deg) [bar]
In-cylinder pressure [bar]
60
40
20
0
-120
Exp
Calc
450
400
350
300
250
200
150
100
50
0
-90
-60
-30
0
30
60
90
120
-30
-20
-10
0
Load
SOI
(electrical)
6 bar bmep 6 BTDC
20
30
40
50
60
Crank angle [°ATDC]
Crank angle [°ATDC]
Engine
speed
1500 rpm
10
Diesel injection
pressure (bar)
2000
Equivalence ratio
0.55
70
80
90
Zhiqin Jia
Conclusions & Future work
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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