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TECHNICAL PAPERS: Internal Combustion Engines

The Advanced Injection Low Pilot Ignited Natural Gas Engine: A Combustion Analysis

[+] Author and Article Information
K. K. Srinivasan, S. R. Krishnan, S. Singh

Department of Mechanical Engineering, The University of Alabama, Tuscaloosa, AL 35487

K. C. Midkiff1

Department of Mechanical Engineering, The University of Alabama, Tuscaloosa, AL 35487cmidkiff@coe.eng.ua.edu

S. R. Bell

School of Engineering, The University of Kansas, Lawrence, KS 66045

W. Gong, S. B. Fiveland, M. Willi

 Caterpillar, Inc., Peoria, IL

1

To whom correspondence should be addressed.

J. Eng. Gas Turbines Power 128(1), 213-218 (May 03, 2004) (6 pages) doi:10.1115/1.1915428 History: Received October 10, 2003; Revised May 03, 2004

The Advanced (injection) Low Pilot Ignited Natural Gas (ALPING) engine is proposed as an alternative to diesel and conventional dual fuel engines. Experimental results from full load operation at a constant speed of 1700revmin are presented in this paper. The potential of the ALPING engine is realized in reduced NOx emissions (to less than 0.2gkWh) accompanied by fuel conversion efficiencies comparable to straight diesel operation. Some problems at advanced injection timings are recognized in high unburned hydrocarbon (HC) emissions (25gkWh) and poor engine stability reflected by high COVIMEP (about 6%). This paper focuses on the combustion aspects of low pilot ignited natural gas engines with particular emphasis on advanced injection timings (45°–60° BTDC). Ignition phasing at advanced injection timings (60° BTDC), and combustion phasing at retarded injection timings (15° BTDC) are recognized as important combustion parameters that profoundly impact the combustion process, HC emissions, and the stability of engine operation.

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Copyright © 2006 by American Society of Mechanical Engineers
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References

Figures

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Figure 1

Schematic of the experiment

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Figure 2

Fuel conversion efficiency and brake specific NOx and HC emissions vs injection timing

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Figure 3

COVIMEP and ignition delay vs injection timing

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Figure 4

Peak pressures vs cycle number at 15° (▴), 40° (∎), and 60° BTDC (◻). The continuous line is the peak motoring pressure and the dashed lines are the cycle averaged peak pressures at these injection timings

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Figure 5

ΔIGN vs cycle number at 15° (▴), 40° (∎), and 60° BTDC (◻)

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Figure 6

ΔCOM vs cycle number at 15° (▴), 40° (∎), and 60° BTDC (◻). The lines are the cycle averaged durations at these injection timings.

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Figure 7

PHRR vs ΔPHRR for injection timings between 15° and 60° BTDC

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Figure 8

COVDUR and ΔDUR vs injection timing

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