Experimental and computational fluid dynamics-based numerical simulation of using natural gas in a dual-fueled diesel engine

Figures & data

Table 1. Engine characteristics.

Characteristic	Value
No. of cylinder	4, Inline
Cycle	Four strokes
Aspiration	Natural
Engine volume (lit)	4
Bore (mm)	100
Stroke (mm)	127
Compression ratio	16:1
Injection	Direct
Rating	44 kW@1500 rpm

Table 2. Measurement instruments specifications.

Measurement	Instrument	Range	Resolution
NOx	AVL DICOM 4000 (Non-Dispersive Infra-Red Technique)	0–4000 ppm	1 ppm
HC		0–200,000 ppm by vol.	1 ppm
CO		0–10% by vol.	0.001%Vol.
		0–20% by vol.	0.01% Vol.
λ		0–10	0.001
PM	AVL 415S	0–10	0.001
In-cylinder pressure	AVL GU 13G & AVL Micro IFEM Piezo		0.001 bar @ 0.1° CA
Data acquisition system	LabVIEW-based & IndiCom
Air flow rate	ABB Sensyflow P	0–400 m^3/h	±0.1 m^3/h
Diesel flow rate	Rizpoya		0.001 kg/h
NG flow rate	GAS SUZAN (AG 75.10)		0.001 m3
Temperatures	Grant Eltek 1000 Series & K type termocouple	−50–1600°C	0.1°C
Injection time	AVL SL31D 2000 & AVL Dicom 4000		0.1° CA
Engine torque	SCHENK Dynamometer	0–700 kW	0.1 N.m
Engine speed	SCHENK	0–10000 rpm	1 rpm
Crank angle	AVL 365C		0.1 CA

Table 3. ECE-R96 standard for testing constant speed engine.

Mode	Torque (%)	Engine Speed	Engine Speed
1	100	Rated	Rated
2	75	Rated	Rated
3	50	Rated	Rated
4	25	Rated	Rated
5	10	Rated	Rated

Figure 1. Meshing combustion chamber.

Table 4. Kinetics reactions used in simulations (Turns, 2000).

1
2
3
4
5
6
7
8
9
10

Table 5. Equilibrium reactions used in simulations (Turns, 2000).

1
2
3
4
5
6

Figure 2. The dual-fueled engine schematic.

Table 6. Fuels characteristics (Iranian Research Institute of Petroleum Industry).

Characteristic	NG	Diesel Fuel
Auto ignition (°C)	650	316
Octane number	130	–
Cetane number	–	55
Calorific value (MJ/kg)	48.6	42.1
Carbon content (%)	75	87
Stoichiometric ratio	17.2	14.69

Figure 3. Dual-fueled engine testing in test cell.

Figure 4. emission based on injection timings.

Figure 5. NO_x emission for different pilot injection timings and quantities.

Figure 6. UHC emission for different pilot injection timings and quantities.

Figure 7. Lambda for different pilot injection timings and quantities.

Figure 8. PM emission based on injection timings.

Figure 9. CO emission based on injection timings.

Figure 10. BSEC based on injection timings.

Figure 11. Cylinder pressure in full load and different advance timings, diesel mode (a), dual mode with 50% diesel (b), dual mode with 40% diesel (c), and dual mode with 30% diesel (d).

Figure 12. Experimental and simulation results of cylinder pressure in: (a) diesel mode, (b) dual mode with 50% diesel, (c) dual mode with 40% diesel, and (d) dual mode with 30% diesel.

Figure 13. Simulation results for HRR and cumulative temperature in: (a) diesel mode, (b) dual mode with 50% diesel, (c) dual mode with 40% diesel, and (d) dual mode with 30% diesel.

Figure 14. Simulation results for cylinder pressure at TDC for 20 degree advance timing in: (a) diesel mode, (b) dual mode with 50% diesel, (c) dual mode with 40% diesel, and (d) dual mode with 30% diesel.

Figure 15. Simulation results for cylinder temperature at TDC for 20 degree advance timing in: (a) diesel mode, (b) dual mode with 50% diesel, (c) dual mode with 40% diesel, and (d) dual mode with 30% diesel.

Turns, S. R. (2000). An introduction to combustion concepts and applications.

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