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An experimental and numerical study of the effect of diesel injection timing on natural gas/diesel dual-fuel combustion at low load

机译：柴油喷射正时对低负荷天然气/柴油双燃料燃烧影响的实验和数值研究

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摘要

Natural gas/diesel dual-fuel combustion compression ignition engine has the potential to reduce NOx and soot emissions. However, this combustion mode still suffers from low thermal efficiency and high level of unburned methane and CO emissions at low load conditions. The present paper reports the results of an experimental and numerical study on the effect of diesel injection timings (ranging from 10 to 50 degrees BTDC) on the combustion performance and emissions of a heavy duty natural gas/diesel dual-fuel engine at 25% engine load. Both experimental and numerical results revealed that advancing the injection timing up to 30 degrees BTDC increases the maximum in-cylinder pressure. However, with further advancing the injection timing up to 50 degrees BTDC, the maximum in-cylinder pressure decreases which is mainly due to the lower in-cylinder temperature before SOC. Moreover, the analysis of OH spatial distribution shows that, at very advanced diesel injection timings, the non-reactive zones are much narrower than later injection timings during the last stages of combustion, indicating a more predominant premixed combustion mode. At retarded diesel injection timings, the consumption of premixed fuel in the outer part of the charge is likely to be a significant challenge for dual-fuel combustion engine at low engine load conditions. However, with advancing the diesel injection timing, the OH radical becomes more uniform throughout the combustion chamber, which confirms that high temperature combustion reactions can occur in the central part of the charge. Diesel injection timing of 30 degrees BTDC appears to be the conversion point of all conventional dual-fuel combustion modes. Further advancing diesel injection timing beyond this point (30 degrees BTDC) results in noticeable reduction in NOx and unburned methane emissions, while CO emissions exhibit only slight drop. However, at very advanced diesel injection timings of 46 and 50 degrees BTDC, NOx and unburned methane emissions continue to drop, whereas CO emissions tend to increase. The results showed also that the highest indicated thermal efficiency is achieved at these very advanced diesel injection timings of 46 and 50 degrees BTDC. Finally, the results revealed that, by advancing diesel injection timing from 10 degrees BTDC to 50 degrees BTDC, NOx, unburned methane, and CO emissions are reduced, respectively, by 65.8%, 83%, and 60% while thermal efficiency is increased by 7.5%. (C) 2017 Elsevier Ltd. All rights reserved.
机译：天然气/柴油双燃料燃烧压缩点火发动机具有减少NOx和烟尘排放的潜力。然而，在低负荷条件下，该燃烧模式仍然遭受低热效率以及高水平的未燃烧甲烷和CO排放的困扰。本文报告了对25％发动机的重型天然气/柴油双燃料发动机的柴油喷射正时（BTDC在10至50度之间）对燃烧性能和排放的影响的实验和数值研究结果。加载。实验和数值结果均表明，将喷射正时提前至BTDC 30度会增加最大缸内压力。然而，随着进一步将喷射正时提前至BTDC的50度，最大缸内压力降低，这主要是由于SOC之前的缸内温度较低。此外，对OH空间分布的分析表明，在非常先进的柴油机喷射正时，在燃烧的最后阶段，非反应区比后来的喷射正时要窄得多，这表明预混燃烧模式更为突出。在延迟的柴油喷射正时，在低发动机负载条件下，对于双燃料内燃机来说，在装料的外部消耗预混合燃料可能是一个重大挑战。然而，随着柴油喷射正时的提前，OH基在整个燃烧室内变得更加均匀，这证实了高温燃烧反应会在装料的中心部分发生。 30度BTDC的柴油喷射正时似乎是所有常规双燃料燃烧模式的转换点。进一步将柴油喷射时间提前到这一点（BTDC 30度）可以显着减少NOx和未燃烧的甲烷排放，而CO排放仅略有下降。但是，在BTDC 46和50度的非常先进的柴油喷射正时，NOx和未燃烧的甲烷排放量继续下降，而CO排放量趋于增加。结果还表明，在这些非常先进的柴油喷射定时（BTDC为46度和50度）下，可获得最高的指示热效率。最后，结果表明，通过将柴油喷射时间从BTDC的10度提高到BTDC的50度，NOx，未燃烧的甲烷和CO排放分别减少了65.8％，83％和60％，同时热效率提高了7.5％。 （C）2017 Elsevier Ltd.保留所有权利。

著录项

  • 来源
    《Fuel》 |2017年第1期|642-657|共16页
  • 作者

    Yousefi Amin; Birouk Madjid; Guo Hongsheng;

  • 作者单位

    Univ Manitoba, Dept Mech Engn, Winnipeg, MB R3T 5V6, Canada;

    Univ Manitoba, Dept Mech Engn, Winnipeg, MB R3T 5V6, Canada;

    Natl Res Council Canada, Energy Min & Environm Portfolio, 1200 Montreal Rd, Ottawa, ON K1A 0R6, Canada;

  • 收录信息 美国《科学引文索引》(SCI);美国《工程索引》(EI);
  • 原文格式 PDF
  • 正文语种 eng
  • 中图分类
  • 关键词

    Natural gas; Dual-fuel combustion; Low engine load; Diesel injection timing;

    机译：天然气;双燃料燃烧;低发动机负荷;柴油喷射正时;

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