Low-Load Limit in a Diesel-Ignited Gas Engine
Abstract
:1. Introduction
1.1. Motivation
1.2. Objective
1.3. Contributions
- A semi-physical mathematical model capable of reproducing the engine’s steady-state low-load performance and emissions in dual-fuel mode.
- The identification of low-load strategies that are optimal in terms of engine efficiency, HC emissions, or CO emissions.
1.4. Limitation of This Study
1.5. Structure
2. Low-Load Criteria
3. Experimental Setup
3.1. Engine Hardware
3.2. Engine Control
3.3. Independent Variables
4. Modeling
- The Diesel injection is chosen according to the Diesel-minimal approach [32].
- The exhaust-gas recirculation is of the type “high pressure” and “non-cooled”.
- The rotational speed of the engine is moderate, i.e., it does not exceed .
4.1. Model Structure
4.2. Model Components
4.2.1. Base Diesel
4.2.2. Diesel Injection
4.2.3. Gas Injection
4.2.4. Air Path
Fuel-to-Air Equivalence Ratio
Massflows
Gas Equivalence Ratio
Exhaust Temperature
Exhaust Pressure
Intake Conditions
4.2.5. Emission Levels of CO
4.2.6. HC Emissions
4.3. Model Parameters
5. Discussion
5.1. Low-Load Limits with Intake Throttling
5.1.1. Unburnt Hydrocarbon (HC) Limit
5.1.2. Limit of CO Reduction
5.2. Low-Load Limits with EGR
6. Results
6.1. Feasible Operation
6.2. Optimal Strategies
7. Conclusions
Outlook
Acknowledgments
Author Contributions
Conflicts of Interest
Abbreviations
SOI | Start of Injection (Diesel) |
DOI | Duration of Injection (Diesel) |
HC | Unburnt Hydrocarbons (Emissions) |
NOx | Nitrogen Oxides (Emissions) |
EGR | Exhaust Gas Recirculation |
Appendix A. Derivations
Appendix A.1. Air Mass and Equivalence Ratio
Appendix A.2. Temperature of Undiluted Exhaust Gas
Appendix B. Independent Variables
Appendix B.1. Center of Combustion (COC)
Appendix B.2. Start of Injection (SOI)
Appendix C. Estimating the Acceptable Engine-out Emissions of HC
Parameter | Unit | Value |
---|---|---|
Vehicle mass | kg | 1929 |
Aerodynamic drag coefficient | - | |
Frontal area | ||
Rolling friction coefficient | - | |
Auxiliary power demand | W | 400 |
Species | Euro VI | Euro VI | Reduction |
---|---|---|---|
HC | 90 mg/km | 0.67 g/kWh | 13.3 g/kWh |
Appendix D. Experimental Operating Points
Engine Speed | Brake Mean | Equivalence | |
---|---|---|---|
Effective Pressure | Ratio (Steps ) | ||
1 | |||
2 | |||
3 | |||
4 | |||
5 | |||
6 | |||
Appendix E. Measurement Uncertainty
Measured Variable | Uncertainty Estimate (Absolute Value) | Sensor Type | Manufacturer |
---|---|---|---|
CO | Nondispersive infrared sensor | Cambustion Ltd, Cambridge, UK | |
HC | Flame ionization detector | Cambustion Ltd, Cambridge, UK | |
Thermocouple | SAB Bröckskes GmbH & Co. KG, Viersen, DE | ||
Nondispersive infrared sensors | Cambustion Ltd, Cambridge, UK | ||
@ @ | Lambda sensor (LSU 4.9) | Robert Bosch GmbH, Stuttgart, DE | |
Torque transducer | Vibrometer SA, Fribourg, CH |
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Description | Symbol | Value |
---|---|---|
CO reduction | > | |
HC engine-out emission | < | |
Exhaust gas temperature | > |
Description | Unit | Value |
---|---|---|
Displacement | 1986 | |
Number of cylinders | - | 4 |
Bore/Stroke | ||
Compression ratio | - |
Description | Symbol | Value |
---|---|---|
Brake mean effective pressure | DOF | |
Equivalence ratio | DOF | |
EGR ratio | DOF | |
Center of combustion | constant | |
Start of injection (Diesel) | Diesel-minimal |
Symbol | Description |
---|---|
Brake mean effective pressure | |
Fuel-to-air equivalence ratio | |
Exhaust gas recirculation rate |
Symbol | Description |
---|---|
CO reduction | |
HC engine-out emission | |
Exhaust gas temperature |
Symbol | Description |
---|---|
Diesel mass | |
Gas mass | |
Diesel mass in the base engine | |
Gas equivalence ratio | |
Intake manifold pressure | |
Pump mean effective pressure |
Affine Function with | |||
---|---|---|---|
Approximation of 5th Order Polynomial Data Provided by [35]. | |||
Diesel exhaust gas | |||
Methane exhaust gas | |||
Air |
Description | Value | Unit | |
---|---|---|---|
Friction and gas exchange loss coefficient | |||
e | Efficiency coefficient | % | |
Displacement volume | 1968 | ||
Compression ratio | - | ||
Lower heating value Diesel | 43 | ||
Lower heating value of gas | 50 | ||
Stoichiometric air-to-fuel ratio of Diesel | 14 | ||
Mean molar weight of exhaust gases | |||
Mean molar weight of air | |||
Oxygen concentration of air | 21 | % | |
R | Universal gas constant | ||
Heat transfer coefficient | |||
Nominal intake temperature | 310 | K | |
Stoichiometric air-to-fuel ratio of methane gas | |||
CO coefficient of Diesel | |||
CO coefficient of methane gas | |||
Mean volumetric efficiency | 80 | % |
Name | Goal | |
---|---|---|
minimize engine-out HC emissions | ||
minimize CO emissions | ||
maximize engine efficiency |
Strategy | ||
---|---|---|
1 | 0 | |
<1 | >0 | |
1 | >0 |
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Hutter, R.; Ritzmann, J.; Elbert, P.; Onder, C. Low-Load Limit in a Diesel-Ignited Gas Engine. Energies 2017, 10, 1450. https://doi.org/10.3390/en10101450
Hutter R, Ritzmann J, Elbert P, Onder C. Low-Load Limit in a Diesel-Ignited Gas Engine. Energies. 2017; 10(10):1450. https://doi.org/10.3390/en10101450
Chicago/Turabian StyleHutter, Richard, Johannes Ritzmann, Philipp Elbert, and Christopher Onder. 2017. "Low-Load Limit in a Diesel-Ignited Gas Engine" Energies 10, no. 10: 1450. https://doi.org/10.3390/en10101450