Research Papers: Fuel Combustion

Characteristics of Auto-Ignition in Internal Combustion Engines Operated With Gaseous Fuels of Variable Methane Number

[+] Author and Article Information
German Amador

Department of Mechanical Engineering,
Universidad del Norte,
Barranquilla 080007, Colombia
e-mail: gjamador@uninorte.edu.co

Jorge Duarte Forero

Department of Mechanical Engineering,
Universidad del Norte,
Barranquilla 080007, Colombia
e-mail: jduartee@uninorte.edu.co

Adriana Rincon

Department of Mechanical Engineering,
Universidad del Norte,
Barranquilla 080007, Colombia
e-mail: afrincon@uninorte.edu.co

Armando Fontalvo

Department of Mechanical Engineering,
Universidad del Norte,
Barranquilla 080007, Colombia
e-mail: aefontalvo@uninorte.edu.co

Antonio Bula

Department of Mechanical Engineering,
Universidad del Norte,
Barranquilla 080007, Colombia
e-mail: abula@uninorte.edu.co

Ricardo Vasquez Padilla

School of Environment,
Science and Engineering,
Southern Cross University,
Lismore 2480, NSW, Australia
e-mail: ricardo.vasquez.padilla@scu.edu.au

Wilman Orozco

Department of Mechanical Engineering,
Universidad Autonoma del Caribe,
Barranquilla 080008, Colombia
e-mail: worozco@uac.edu.co

1Corresponding author.

Contributed by the Internal Combustion Engine Division of ASME for publication in the JOURNAL OF ENERGY RESOURCES TECHNOLOGY. Manuscript received February 2, 2016; final manuscript received February 15, 2017; published online March 16, 2017. Assoc. Editor: Stephen A. Ciatti.

J. Energy Resour. Technol 139(4), 042205 (Mar 16, 2017) (8 pages) Paper No: JERT-16-1066; doi: 10.1115/1.4036044 History: Received February 02, 2016; Revised February 15, 2017

This paper explores the feasibility of using Syngas with low methane number as fuel for commercial turbocharged internal combustion engines. The effect of methane number (MN), compression ratio (CR), and intake pressure on auto-ignition tendency in spark ignition internal combustion engines was determined. A nondimensional model of the engine was performed by using kinetics mechanisms of 98 chemical species in order to simulate the combustion of the gaseous fuels produced from different thermochemical processes. An error function, which combines the Livengood–Wu with ignition delay time correlation, to estimate the knock occurrence crank angle (KOCA) was proposed. The results showed that the KOCA decreases significantly as the MN increases. Results also showed that Syngas obtained from coal gasification is not a suitable fuel for engines because auto-ignition takes place near the beginning of the combustion phase, but it could be used in internal combustion engines with reactivity controlled compression ignition (RCCI) technology. For the case of high compression ratio and a high inlet pressure at the engine's manifold, fuels with high MN are suitable for the operating conditions proposed.

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Grahic Jump Location
Fig. 1

Interaction of physical models for modeling of complex internal combustion engine

Grahic Jump Location
Fig. 2

General scheme of the two-zone model

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Fig. 3

Validation of the proposed model. λ = 1.45, Pinlet = 1.6 bar, and SA = −16 deg. Experimental data taken from Ref. [5] and reference model taken from Ref. [25].

Grahic Jump Location
Fig. 4

Temperature profile comparison for different fuels. Operating conditions: λ = 1.45, Pinlet = 1.6 bar, combustion duration = 43 deg and SA = −16 deg.

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Fig. 5

Graphical interpretation of the Livengood–Wu integral method for knocking prediction in ICE. MN = 61.3; CR = 13.5. Adapted from Ref. [17].

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Fig. 6

KOCA predicted at different methane numbers. Operating conditions: CR = 11.7, λ = 1.45, combustion duration = 43 deg, and SA = −16 deg: (a) pinlet = 1.2 bar and (b) pinlet = 1.6 bar.

Grahic Jump Location
Fig. 7

Effect of methane number on KOCA for different compression ratios. Operating conditions: λ = 1.45, Pinlet = 1.2 bar, and SA = −16 deg.

Grahic Jump Location
Fig. 8

Effect of methane number and pressure inlet on KOCA. Operating conditions: λ = 1.45, CR = 11.7, and SA = −16 deg.




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