Beruflich Dokumente
Kultur Dokumente
2005-01-2124
ABSTRACT
To characterize the suitable conditions for a natural gas
PCCI (premixed charge compression ignition) engine to
provide both high efficiency and low emissions, an
experimental study was demonstrated using a smallscale, single-cylinder engine. Engine tests were
systematically carried out with various parameters,
including compression ratio (18 to 22), intake-air
temperature (160 to 220 oC) and engine speed (800 to
2400 rpm). It was shown that the maximum specific
power can be improved in proportion to an engine speed
up to 2400 rpm, while both the indicated thermal
efficiency over 32% and the NOx emission below 100
ppm can be retained. However, an increase in engine
speed extends the combustion duration especially under
lean conditions, which decreases the indicated thermal
efficiency.
INTRODUCTION
The PCCI (premixed charge compression ignition)
engine fuelled by natural gas is expected to become a
new power source for co-generation systems, because it
has the potential to provide higher efficiency with low
emissions, especially low NOx, compared to ordinary SI
(spark ignition) gas engines.
This type of engine requires a high in-cylinder
temperature of approximately 1000 K at the end of the
compression stroke to initiate the heat release
successfully, due to the high auto-ignition temperature of
natural gas, of which the primary component is methane.
An ordinary SI engine can be modified to obtain such a
high temperature by introducing a diesel-like
compression ratio and intake-air heating devices [1].
However, the energy loss due to pre-heating is not
negligible. Furthermore, improving the mean effective
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3kW Heater
EXPERIMENTAL SETUP
T
T
Surge
tank
Exhaust
gas
T
FT-IR analyzer
THC analyzer
Laminar
flow meter
Flow
controller
Dynamometer
The fuel was natural gas for commercial use, and was
composed of approximately CH4 (88%), C2H6 (6%), C3H8
(4%) and C4H10 (2%). The fuel was introduced
continuously into the suction pipe through the nozzle,
which was mounted 155mm before the cylinder head.
The electric heater (max. power 3 kW) was installed to
control the temperature of the fuel-air mixture between
160 and 220 oC.
For the exhaust emission analysis, an FT-IR (Fourier
transform infrared) analyzer (HORIBA MEXA4000FT)
was used to measure NOx and CO. The total unburned
hydrocarbons (THC) were measured by a heated flameionization detector (FIRMTECH EXLII-311).
The in-cylinder pressure was recorded using the
piezoelectric transducer and the charge amplifier
(KISTLER 6053C/5011) coupled with the dataacquisition unit (YOKOGAWA WE7000). The heatrelease rate, gas temperature and some combustion
characteristics were calculated from the pressure
indicators. In addition, for detecting the knock caused by
the abnormally large combustion rate, the high-pass
filtered pressure was monitored. The knock limit was
defined as the case in which a high-frequency pressure
vibration over 4 kHz was detected.
Engine tests were systematically carried out for various
combinations of compression ratios and engine speeds.
The compression ratios were 18, 20 or 22 and the
engine speeds were 800, 1200, 1800, or 2400 rpm. For
all operations, the cooling water temperature was kept at
approximately 80 oC and the oil was kept at 60 oC.
Table 1 Engine specifications
Engine type
Rated speed
Bore
Stroke
Comp. ratio
Combustion chamber
4cycle/water cooled/N.A.
2600 rpm
70 mm
72 mm
18:1, 20:1, 22:1
Dog-dish type
CNG
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=22
15
10
5
IMEP MPa
T i = 220oC
200oC
180oC
160oC
T i = 220o C
200o C
180o C
0.5
0.4
0.3
0.2
0.1
0
0.2
0.3
0.4
0.5
Equivalence ratio
0.2
0.3
0.4
0.5
Equivalence ratio
30
40
20
.
qmax
A TDC
20
15
10
5
T DC
0
-5
IMEP %
=20
10
0.6
Fig.2 Effects of intake temperature and compression ratio on engine performances (1200rpm)
=20
=22
Ti = 220oC
200oC
180oC
160oC
Ti = 220 C
200oC
180oC
400
200
0
6000
4500
3000
C O ppm
NOx
ppm
600
THC
ppmC
1500
16000
12000
8000
4000
0.2
0.3
0.4
0.5
Equivalence ratio
0.2
0.3
0.4
0.5
Equivalence ratio
0.6
Fig.3 Effects of intake temperature and compression ratio on exhaust emissions (1200rpm)
The next discussion
compression ratio. A
high pressure and
compression stroke,
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1600
= 22
o
T = 220 C
i
= 20
Ti=220oC
1200
9.0
800
MPa
Temperature
2000
J /deg
3.0
= 0.47
55
= 0.49
0.43
0.43
0.37
35
Pressure
6.0
0.37
0.31
0.29
15
0
-5
-20
-10
TDC
10
20
30
40 -20
-10
0
TDC
10
20
30
40
Fig. 4 Behavior of in-cylinder temperature, pressure and rate of heat release (I is the equivalence ratio)
Figure 5 shows the range of equivalence ratios meeting
the conditions of NOx below 100ppm and cycle variation
of IMEP below 10% for various combinations of intake
temperatures and compression ratios. As the intake
temperature or compression ratio becomes lower, both
the minimum and maximum limit of the equivalence ratio
become higher, and the available range is restricted
within more narrow limits.
0.6
ne = 1200 rpm
0.5
0.4
0.3
0.2
T i = 220oC
200oC
180oC
160oC
18
20
Compression ratio
22
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40
3000
1500
ppmC
10
0.5
0.4
0.3
0.2
0.1
0
20000
20
16000
12000
THC
ne = 800rpm
1200rpm
1800rpm
2400rpm
8000
4000
0.3
0.4
0.5
Equivalence ratio
0.2
0.6
Temperature
0.3
0.4
0.5
Equivalence ratio
0.6
ne = 1200rpm
= 20
ne = 2400rpm
Ti = 200oC
1200
9.0
800
M Pa
0.2
6.0
J/deg
3.0
55
Pressur e
MPa
6000
4500
n = 800rpm
e
1200rpm
1800rpm
2400rpm
30
IMEP
200
qmax
ATDC
20
15
10
5
T DC
0
-5
= 20
T = 200oC
i
400
ppm
600
CO
10
NOx ppm
= 20
T = 200oC
i
IMEP %
0
= 0.52
0.47
0.44
0.40
35
= 0.50
0.48
0.46
0.44
0.42
15
0
-5
-20
-10
0
TDC
10
20
30
-20
-10
TDC
10
20
30
40
Fig. 8 Behavior of in-cylinder temperature, pressure and rate of heat release for 1200 and 2400rpm
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2000
Tmax
= 20
T = 200oC
i
1600
n = 800rpm
e
1200rpm
1800rpm
2400rpm
1200
800
0.3
0.4
0.5
Equivalence ratio
0.6
= 20
Ti = 180oC
Ti = 220oC
Ti = 200oC
knock
32
knock
7
Indicated specific power kw/l
30
knock
i=30%
NOx=100ppm
NOx=100ppm
28
5
26
IMEP = 10%
24
28
26
24
22
NOx=100ppm
32
30
IMEP = 10%
idle
IMEP = 10%
0
800
1200
1600
2000
800
1200
1600
Engine speed
2000
rpm
800
1200
1600
2000
Fig.10 The maps of indicated thermal efficiency against engine speed and indicated specific power
2400
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CONCLUSION
The objective of this study was to characterize the
effects of basic parameters, including the compression
ratio, intake temperature and engine speed on natural
gas PCCI operation. Based on the experimental results,
the following conclusions can be drawn.
An increase in the compression ratio assists stable
auto-ignition under low intake temperature and a
lean condition. However, if the intake temperatures
are the same, an increase in the compression ratio
reduces the maximum value of the indicated mean
effective pressure (IMEP), because this decreases
the knock-limit equivalence ratio.
The maximum indicated specific power increases in
proportion to the engine speed up to 2400 rpm,
while both the indicated thermal efficiency over 32%
and NOx emission below 100 ppm are maintained.
The NOx concentration for a high equivalence ratio
is reduced by the increase in engine speed. Thus
reduction probably occurs because the time for the
high-temperature duration in the combustion stroke
is shortened.
ACKNOWLEDGMENTS
This work has been executed as part of the joint
research project with New Energy and Industrial
Technology Development Organization. Special thanks
are due to Mr. K. Taguchi and Mr. K. Hirota, both at the
University of Shiga prefecture, for their commitment to
this experiment.
REFERENCES
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(2004)
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