Investigations on the Knocking Propensity of LNG by Engine Tests and Reaction Kinetics
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1 Investigations on the Knocking Propensity of LNG by Engine Tests and Reaction Kinetics Peter Eilts and Kai Moshammer, 5 November 2018
2 Outline Part 1 (Engine Tests) Introduction Experimental Procedure Results Conclusions 5 November 2018 Peter Eilts ivb Slide 2
3 Outline Part 1 (Engine Tests) Introduction Experimental Procedure Results Conclusions 5 November 2018 Peter Eilts ivb Slide 3
4 Introduction Methane Number The Methane Number (MN) of a gas is defined as the percentage of Methane in a mixture of Methane and Hydrogen which has the same knocking behaviour as the gas to be investigated in a defined test engine under defined operating conditions. It was developed by AVL in the late 19s. There are several correlations available to calculate the MN from the gas composition. Unfortunately they can give widely differing results. 5 November 2018 Peter Eilts ivb Slide 4
5 Introduction Methane Number The MN can only be measured with the equipment used by AVL during the development of the method, just like the RON and MON can only be measured with a CFR engine. Unfortunately this equipment is not available anymore. If a different engine or different operating conditions are employed the results are different. The result is called the Service Methane Number (SMN). 5 November 2018 Peter Eilts ivb Slide 5
6 Introduction Service Methane Number The Service Methane Number (SMN) of a gas is defined as the percentage of Methane in a mixture of Methane and Hydrogen which has the same knocking behaviour as the gas to be investigated in an arbitrary engine under arbitrary operating conditions. The SMN shows the same tendencies as the MN, but different absolute values. For mixtures of Methane and Hydrogen the SMN is equivalent to the MN. 5 November 2018 Peter Eilts ivb Slide 6
7 Introduction Service Methane Number 5 November 2018 Peter Eilts ivb Slide 7
8 Outline Part 1 (Engine Tests) Introduction Experimental Procedure Results Conclusions 5 November 2018 Peter Eilts ivb Slide 8
9 Experimental Procedure Engine 1 Externally supercharged 1-cylinder 4-stroke SI-engine with a displacement of 0 ccm. Compression ratio 12.5:1. Gas injection in the intake pipe ( 2 gas injectors) Stoichiometric operation Cylinder pressure sensor Kistler 61B Charge amplifier Kistler 11 Kistler KiBox Tests carried out at 2000 rpm 5 November 2018 Peter Eilts ivb Slide 9
10 Experimental Procedure Engine 2 Externally supercharged 1-cylinder 4-stroke SI-engine with a displacement of 200 ccm. Compression ratio 12.5:1. Gas injection in the intake pipe Stoichiometric operation Cylinder pressure sensor Kistler 43A Charge amplifier Kistler 11 Kistler KiBox Tests carried out at 2000 rpm 5 November 2018 Peter Eilts ivb Slide 10
11 Experimental Procedure Test Gases 5 November 2018 Peter Eilts ivb Slide 11
12 Experimental Procedure Possibilities investigated to determine the SMN Knock-limited charge air pressure: p ch -SMN Knock-limited IMEP: IMEP-SMN Knock-limited MFB: MFB-SMN 5 November 2018 Peter Eilts ivb Slide 12
13 Outline Part 1 (Engine Tests) Introduction Experimental Procedure Results Conclusions 5 November 2018 Peter Eilts ivb Slide 13
14 Results Calculated Methane Numbers 5 November 2018 Peter Eilts ivb Slide 14
15 Results p ch -SMN and IMEP-SMN vs. MWM-MN, engine 1 R² = R² = p_ch SMN MFB=8 CA p_ch SMN MFB=14 CA Linear (MFB=8 CA) Linear (MFB=14 CA) MWM MN MWM MN R² = 0.98 R² = 0.92 IMEP SMN MFB=8 CA Linear (MFB=8 CA) IMEP SMN MFB=14 CA Linear (MFB=14 CA) MWM MN MWM MN 5 November 2018 Peter Eilts ivb Slide 15
16 Results p ch -SMN and IMEP-SMN vs. MWM-MN, engine 2 R² = R² = p_ch SMN MFB=8 CA p_ch SMN MFB=14 CA Linear (MFB=8 CA) Linear (MFB=14 CA) MWM MN MWM MN R² = R² = IMEP SMN MFB=8 CA Linear (MFB=8 CA) IMEP SMN MFB=14 CA Linear (MFB=14 CA) MWM MN MWM MN 5 November 2018 Peter Eilts ivb Slide 16
17 Results MFB-SMN vs. MWM-MN, engine 1 and 2 R² = R² = MFB SMN Engine 1 Linear (Engine 1) MFB SMN Engine 2 Linear (Engine 2) MWM MN MWM MN 5 November 2018 Peter Eilts ivb Slide 17
18 Results p ch -SMN vs. calculated MN, engine 1 R² = R² = p_ch SMN MFB=10 CA p_ch SMN MFB=10 CA Linear (MFB=10 CA) Linear (MFB=10 CA) NPL MN DGC MN R² = R² = p_ch SMN MFB=10 CA p_ch SMN MFB=10 CA Linear (MFB=10 CA) Linear (MFB=10 CA) MWM MN PKI MN 5 November 2018 Peter Eilts ivb Slide 18
19 Results p ch -SMN vs. calculated MN, engine 1 R² = R² = 0.95 p_ch MN MFB=10 CA p_ch SMN MFB=10 CA Linear (MFB=10 CA) Linear (MFB=10 CA) GRI linear MN Wärtsilä MN R² = p_ch SMN Cummins MN MFB=10 CA Linear (MFB=10 CA) 5 November 2018 Peter Eilts ivb Slide 19
20 Outline Part 1 (Engine Tests) Introduction Experimental Procedure Results Conclusions 5 November 2018 Peter Eilts ivb Slide 20
21 Conclusions Service Methane Numbers were measured on two engines for 11 gases with three methods The results were compared to seven calculation methods for the Methane Number In all cases the measured SMNs showed different absolute values but the same trends as the calculated MNs The coefficients of determination for the correlations between measured SMNs and calculated MNs mainly depend on the calculation method 5 November 2018 Peter Eilts ivb Slide 21
22 Reaction Kinetics 5 November 2018 Peter Eilts ivb Slide 22
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