Ignition Improvements to Support High-efficiency Natural Gas Combustion
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1 Ignition Improvements to Support High-efficiency Natural Gas Combustion 2005 UW ERC Symposium on Low- Emissions Combustion Technologies for Internal Combustion Engines Corey Honl Sr. Development Engineer Engine, Dresser, Inc.
2 Agenda Who is? What is ARES? ARES Phase 1 objectives Current state of natural gas lean-burn ignition on stationary engines Test apparatus and fixed characteristics Prechamber aspects studied and results Conclusions
3 Who is Engine?
4 Our Product Line
5 What is ARES? The Advanced Reciprocating Engine Systems program is a multi-year, co-funded research initiative with the DOE to develop high-efficiency natural gas-fueled engines for DPG. Consortium members: DOE, Engine, Caterpillar, and Cummins. Supporting cast: MIT, CSU,UT-Austin, Ohio State, and Purdue; Argonne, NETL, and ORNL. Three phase program to achieve 0.1 gr./hp-hr NO x stack emissions and 50% BTE by
6 ARES- Phase 1 Performance increase on VGF 16-cylinder engine consisting of: 30+% increase in BMEP (850kW to 1,800RPM) leaner combustion than VGF s λ=1.5 (24:1) AFR to promote low NO x and improved BTE, piston redesign for increased strength, turbulence, mfb control, and CR increase from VGF s 11:1. Timing advanced 7 and burn rate reduced 7 major design changes to engine breathing/induction (Miller cycle), power cylinder, control systems, while maintaining layout to allow crankcase interchangeability with the VGF, and all results in BTE increase of 6 percentage points! Ignition system objectives: use current WED spark plug; lower variability on mfb, IMEP, and PCP; extended lean limit, and balanced/acceptable spark plug V d and tip temperatures to achieve desired service life.
7 Current Lean-burn State at WED Used successfully at WED with λ s of 1.75 and 2.0 The downfalls extra initial and maintenance costs, potential site boosting of (and need for) secondary fuel source, harsh environment for ignition source, increased NO x emissions, and a more complex system to optimize for durability and serviceability.
8 WED Lean-burn State Cont d Open chamber combustion is cheap and simple, but slow burn durations (can be good) with high variability (bad), high PCP variability, high local flow velocities, especially as squish heights and CR s get more aggressive, high V d, and low lean operating limit. A compromise is needed...
9 Test Apparatus Test Apparatus 6-cylinder VGF engine with various modifications to run intended conditions Bore X Stroke: 152 X 165 mm Displacement: 18 Liters (1,096 in 3 ) Induction: Turbocharged, Intercooled, Draw-through MTS ADAPT cell data acquisition system Hi-Techniques Win600 high-speed DAS with REVelation engine combustion analysis software Existing J-type PM spark plug with CD-type ignition system All other engine hardware remained fixed
10 Fixed Prechamber Characteristics A number of prechamber aspects were fixed due to schedule constraints: orifice downward angle with regard to fire deck, direction of prechamber orifice at bottom-center of prechamber shield, quantity of prechamber orifices, and orifice tangential angle magnitude to cylinder axis. Further investigation is necessary to optimize these for alternative bowl shapes, compression ratios, engine speed, bore size, and spark plug electrode design.
11 MEPP Literature Search MEPP Literature Search Published recommended areas, ratios, and trends for fueled systems helped to organize and direct testing efforts Total hole cross-sectional area/ prechamber volume, Prechamber volume/ cylinder clearance volume, Total hole cross-sectional area/ prechamber cross-sectional area, and Compressed prechamber volume / residual storage volume (developed during research) Internal prechamber residuals thought to greatly effect performance Total Prechamber Volume/ Effective CR of IVC eff to spark Measured volume above point of spark initiation Minimize to enhance lean limits More details in ASME publication
12 Tangential Relationship to Swirl Affects both fuel entering and flame jet exiting fluid exchanges Nomenclature convention will change with engine Published works on fuel oil micropilot of natural gas Measurable BTE difference in line with micropilot Normal orifices similar to fueled systems resulted in extreme misfire at λ=1.6 (8.5% O 2 ) Confirms that higher gas velocities at electrode quench early flame kernel propagation Parallel-with Counter-to Baseline MFB σ MFB σ MFB σ η COV IMEP ,800 RPM, 16 bar BMEP, λ=1.68 (9.0% O 2 ), and 1 gr./hp-hr hr NO x timing
13 Shield Orifice Diameter With quantity & location fixed, this alters crosssectional area only Increased diameter added delay, since decreased pressure differential led to slower main chamber burn Combustion variability increased with increasing orifice size, contrary to published works on fueled systems, possibly due to more inconsistent burns from the lower-charged exiting flame jets Small Medium Large Baseline MFB σ MFB σ MFB σ η COV IMEP σ PCP COV PCP ,800 RPM, 16 bar BMEP, λ=1.68 (9.0% O 2 ), and 1 gr./hp-hr hr NO x timing
14 Shield Orifice Diameter Pressure transducers both at fire deck and spark plug mounted As expected, pressure differential increased as orifice diameter decreased Both during compression and alternately during the power stroke Pressure (psi) Main chamber Prechamber Crank angle position (CAD) Small Medium Large Max P during charging Engine timing for 1 gr. NO x P at ignition CAD
15 Prechamber Volume Shield & all else fixed, but plug recessed Delay reduced and efficiency gain with volume increase, but hit on lean limit Extreme lean limit attainable only previously by fueled systems Lower η can be overcome by final engine design and performance calibrations Low Middle High Baseline MFB σ MFB σ MFB σ Timing LL (λ) η COV IMEP ,800 RPM, 16 bar BMEP, λ=1.68 (9.0% O 2 ), and 1 gr./hp-hr hr NO x timing = Turbo-limited, not misfire
16 Prechamber Volume 1800 Larger PC volumes produced quicker burn durations, so ignition delay was not found Smaller P s limit flame jet velocities and main chamber penetration Timing retarded to maintain NO x with increase in V demand Pressure (psi) Max P Main chamber Prechamber Crank angle position (CAD) Low Middle High Max P Max P Timing (BTDC)
17 Recession of Entire Prechamber fire deck and 2 non-equal recessed increments Measurable ignition delay seen, but expected reduction in lean limit Reduced startability due to loss of purging ability of residuals Low Middle High Baseline MFB σ MFB σ MFB σ Timing LL (λ) COV IMEP ,800 RPM, 16 bar BMEP, λ=1.68 (9.0% O 2 ), and 1 gr./hp-hr hr NO x timing = Turbo-limited, not misfire
18 Conclusions Orifice tangential entrance angle critical to performance of this system and benefit is seen with exiting flame jets in parallel with in-cylinder swirl, Increasing orifice diameter slowed main chamber burn and increased variability, Increasing prechamber volume resulted in quicker main chamber burn and reduced lean limit, Reducing prechamber volume played a key role in extending the lean operating limit and controlling ignition delay, Recessing the entire prechamber volume lowered the lean operating limit, although ignition delay was favorably increased, Certain aspects of this system are patent pending, It is possible to achieve ARES phase 1 performance goals using an existing J-type spark plug as the ignition source (contrary to industry competition), and Further information including references may be found in ASME ICEF
19 Questions? s APG Enginator ARES Phase ,800 RPM 60 Hz (16 bar BMEP) 1 1,500 RPM 50 Hz (17.2 bar BMEP)
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