Impact of Low Reactivity Fuel Type and Energy Substitution on Dual Fuel Combustion at Different Injection Timings

Abhinandhan Narayanan, Deivanayagam Hariharan, Kendyl Ryan Partridge, Austin Leo Pearson, Kalyan Kumar Srinivasan and Sundar Rajan Krishnan ()
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Abhinandhan Narayanan: Department of Mechanical Engineering, The University of Alabama, Tuscaloosa, AL 35487-0276, USA
Deivanayagam Hariharan: Gamma Technologies Inc., Westmont, IL 60559, USA
Kendyl Ryan Partridge: Department of Mechanical Engineering, The University of Alabama, Tuscaloosa, AL 35487-0276, USA
Austin Leo Pearson: Department of Mechanical Engineering, The University of Alabama, Tuscaloosa, AL 35487-0276, USA
Kalyan Kumar Srinivasan: Department of Mechanical Engineering, The University of Alabama, Tuscaloosa, AL 35487-0276, USA
Sundar Rajan Krishnan: Department of Mechanical Engineering, The University of Alabama, Tuscaloosa, AL 35487-0276, USA

Energies, 2023, vol. 16, issue 4, 1-36

Abstract: Dual fuel combustion leverages a high-reactivity fuel (HRF) to ignite a premixed low reactivity fuel (LRF)–air mixture to achieve high efficiencies and low engine-out emissions. The difference in the relative amounts of these fuels and in-cylinder fuel reactivity stratification profoundly impacts dual fuel combustion. The effect of increasing LRF energy substitution on dual fuel combustion at various fixed HRF (diesel) quantities was experimentally studied for two different LRFs (natural gas and propane) on a heavy-duty single cylinder engine at a constant intake pressure of 1.5 bar and injection pressure of 500 bar. Further, this effect was studied for three different HRF start of injection (SOI) timings of 310 CAD (50° BTDC), 330 CAD (30° BTDC), and 350 CAD (10° BTDC). For 310 CAD SOI, increasing the LRF substitution at a fixed HRF resulted in higher loads, peak cylinder pressures, and peak apparent heat release rates (AHRR). The onset of low temperature heat release (LTHR) was advanced as the LR fuel flowrate increased at a given pilot quantity for diesel–NG but remained constant for diesel–propane dual fuel combustion at these SOIs due to the impact of propane on the temperature at which the onset of LTHR occurs. The indicated fuel conversion efficiency (IFCE) ranged from 35% at 4 bar IMEPg to 47% at 9 bar IMEPg with NG as the LRF and from 35% at 3 bar IMEPg to 51% at 8 bar IMEPg with propane as the LRF. For 330 CAD SOI, the HC and CO emissions decreased at a higher fixed HRF quantity and an increasing LRF substitution. However, this was accompanied by significantly higher oxides of nitrogen (NOx) emissions for both NG and propane as LRFs. For 350 CAD SOI, increasing the LRF substitution at constant HRF consistently led to a higher second stage AHRR, whereas the first stage AHRR remained relatively unchanged for both NG and propane as LRFs. This was accompanied by higher IFCE for all fixed HRF quantities as LRF substitution was increased. For all SOIs studied, the HC and CO emissions were substantially lower and combustion stability was significantly improved as the LRF substitution (and consequently, the load) was increased. To the best of the authors’ knowledge, the present work is unique in that it involves the first systematic experimental study of the impact of LRF energy substitution at fixed HRF quantities over a range of SOIs, providing comparative results for two different LRFs (NG and propane) on the same engine platform.

Keywords: dual fuel combustion; reactivity controlled compression ignition (RCCI); natural gas; propane; pilot quantity (search for similar items in EconPapers)
JEL-codes: Q Q0 Q4 Q40 Q41 Q42 Q43 Q47 Q48 Q49 (search for similar items in EconPapers)
Date: 2023
References: View references in EconPapers View complete reference list from CitEc
Citations: View citations in EconPapers (2)

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