Optimization of A Diesel Natural Gas Dual Fuel Engine Under Differen 2021 Fu
Optimization of A Diesel Natural Gas Dual Fuel Engine Under Differen 2021 Fu
Optimization of A Diesel Natural Gas Dual Fuel Engine Under Differen 2021 Fu
Fuel
journal homepage: www.elsevier.com/locate/fuel
A R T I C L E I N F O A B S T R A C T
Keywords: Dual fuel engines are attracting more and more attentions due to their low emissions and high efficiency
Optimization compared with traditional single fuel engines. However, complex parameters coupling remains challengeable
Genetic algorithm issues in dual fuel engine optimization. Here, the objective of this study is to optimize the diesel fuel ratio and the
Natural gas
combustion parameters of a diesel/natural gas dual fuel engine by coupling the genetic algorithm with a 3D CFD
Dual fuel
engine combustion simulation. A total number of 9 parameters were optimized simultaneously. The results
indicate that the optimized diesel injection timing is gradually postponed with the increase of the pilot diesel
quantity. The indicated specific energy consumption (ISEC) can be achieved when the fuel ratio is in the range of
0.2 to 0.3 and injection timing is in the range of − 30 to − 15 ◦ CA ATDC. The open bowl geometry is chosen in all
the Pareto front solutions, which indicates the advantages of this chamber type for the dual fuel combustion
mode. The compression ratios, exhaust gas recirculation (EGR) rates are gradually concentrated to several
optimal values, while the swirl ratios are widely distributed in the range from 0.5 to 1.2. Furthermore, the
temporal and spatial distribution of the cylinder temperature, NOx and CH4 emissions analysis showed that the
higher diesel fuel ratio will generate a widely distributed high temperature region, which is beneficial for the
methane oxidation. In addition, lower EGR rate and higher diesel injection quantity are beneficial to methane
oxidation. This work illustrates a new optimization method for dual fuel engine complex parameters.
* Corresponding author at: Department of Power Mechanical Engineering, Beijing Jiaotong University, Beijing 100044, PR China.
E-mail address: ljie@bjtu.edu.cn (J. Liu).
https://doi.org/10.1016/j.fuel.2021.121522
Received 6 May 2021; Received in revised form 29 June 2021; Accepted 18 July 2021
Available online 26 July 2021
0016-2361/© 2021 Elsevier Ltd. All rights reserved.
J. Liu et al. Fuel 305 (2021) 121522
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J. Liu et al. Fuel 305 (2021) 121522
Table 3
2.3. Properties of the test fuels
KIVA-3V computing model.
Process Model Reference The diesel and natural gas as fuel used in the experiment were ob
Droplet breakups KH-RT breakup model [27] tained from local gas stations in Beijing city. Table 2 lists the detailed
Droplet collision and O’Rourke collision model [28] properties of these two fuels.
coalescence
Turbulence RNG k-ε [29]
Ignition and combustion PaSR model [30]
3. CFD calculation methodology
The Soot formation and Hiroyasu model and Nagle/ [31]
oxidation process Strickland-Constable model. In this section, the models selected in the modified KIVA-3V code for
NOx generation Extended Zel’dovich NOx mechanism [33]. dual fuel combustion simulation are introduced firstly. After that, the
coupling method of the genetic algorithm NSGA-III and KIVA-3V code is
also introduced. Furthermore, some parameter definitions are
Fig. 1. The flow chart of the optimization process between NSGA-III and KIVA-3V.
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J. Liu et al. Fuel 305 (2021) 121522
Table 4 size is reduced to 0.15 mm or less, the difference between the cylinder
The selected variables and ranges for the optimization. pressures becomes very small. Therefore, in order to save the calculation
Variables Minimum Maximum Original time and maintain the calculation accuracy, the combustion process of a
dual fuel engine is simulated by using a 0.15 mm grid size and 60-degree
Injection timing/ CA ATDC
◦
− 40.0 0.0 − 7.5
Spray cone angle/◦ 90.0 160.0 146.0 sector calculation area. The comparison between the cylinder pressures
Height of central pip (H1)/cm 0.5 1.525 1.525 and heat release rates predicted by the calculation and the experimental
Bottom radius (R1)/cm 3.3 4.8 3.69 data is shown in Fig. 4 (a). The calculated results are in good agreement
Throat radius (R2)/cm 3.5 4.5 3.765 with the experimental data. In addition, the predicted NO and CH4
Swirl ratio 0.5 2.0 1.4
Compression ratio 15.0 19.0 17.0
emissions also agree well with the experimental data, as shown in Fig. 4
Diesel fuel ratio 0.05 0.6 0.2 (b). The spray and evaporation models were validated by the experiment
EGR rate 0.0 30% 0.0 date taken from the Sandia ECN database. As the n-heptane was taken as
the main component of the diesel component in this study, the vapor and
liquid penetration of the n-heptane was used for the validation. It is
As the NSGA-III program has the capability of dealing with many
shown from Fig. 4 (c) that the fuel spray penetrations can be well pre
objective optimization problems, the optimization objectives are
dicted by the models using in this study [2,6,35]. Therefore, the above
selected as the ISEC, NO, CH4 and Soot emissions. The optimization
spray and combustion sub-models, chemical reaction mechanism and
parameters include the diesel fuel ratio, diesel fuel injection timing and
the computational grid size will be used in the combustion optimization
spray cone angle, engine operating parameters and combustion chamber
of the dual fuel engine.
profile parameters. Table 4 lists the ranges selected for these 9 variables
during the optimization process.
The definition of the spray cone angle and the geometry parameters 4.2. Optimization results of emissions and ISEC
of the combustion chamber are shown in the following Fig. 2:
During the optimization process, five constraints are used to exclude Fig. 5 shows all the calculation results of the optimization process. It
irrational situations. The peak cylinder pressure, maximum pressure rise can be seen from the figure that the ISEC, NO and CH4 emissions are
rate and acceptable ISEC are limited to less than 20 MPa, 2 MPa/◦ CA and widely distributed in the whole space. Therefore, the selection of the
10.685 MJ/kW⋅h, respectively. In addition, during the selection of parameters during the optimization process is also widely distributed in
optimal parameters, it is also necessary to exclude the misfires and each setting range. At the same time, the Pareto front is located in the
abnormal termination cases in the calculation process [23]. front of all the results, which indicates that the selection mechanism of
the genetic algorithm can be used in multi-objective optimization
4. Results and discussions
In this section, the grid size sensitivity analysis is carried out firstly.
Then, the selected computational fluid dynamics models and combus
tion models are verified by experimental data. After that, the effects of
different parameters on the energy consumption rate and emissions are
studied by using the response surface analysis. In addition, the param
eter distributions on the Pareto front solutions are analyzed. Finally, the
cylinder pressures, heat release rates and spatial distributions of the
temperature and pollutant concentrations in the combustion process
with different diesel fuel ratios are analyzed.
Firstly, the effect of the grid cell size sensitivity on the combustion
process of the diesel/natural gas dual fuel engine is carried out. The
calculated cylinder pressures are compared in Fig. 3 using three different
Fig. 3. The calculated cylinder pressures comparison of different mesh sizes.
grid sizes, which are 0.10, 0.15 and 0.2 mm, respectively. When the grid
Fig. 2. The definition of the spray cone angle and the structural parameters of the combustion chamber.
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J. Liu et al. Fuel 305 (2021) 121522
Fig. 4. The validation of the calculation and experiment: (a) pressures and the heat release rates (b) NO and CH4 emissions (c) the penetration length of vapor
and liquid.
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J. Liu et al. Fuel 305 (2021) 121522
on the performance of the dual fuel engine, the response surfaces of the
ISEC, NO and CH4 emissions with respect to diesel fuel ratio versus in
jection timing are shown in Fig. 8. For the ISEC contour map, the lower
ISEC region is located in the middle part of the selected diesel fuel ratio
and injection timing range, where the fuel ratio is in the range of 0.2 to
0.3 and injection timing is in the range of − 30 to − 15 ◦ CA ATDC. When
the fuel ratio is too low, less than 0.2, or the injection timing is too early
or too late, all of which will lead to the increase of ISEC. In addition,
when the fuel ratio is very low, less than or equal to 0.05, the ISEC will
also increase significantly. Furthermore, when the fuel ratio is high, the
excessive postpone of the injection timing, less than − 5 ◦ CA ATDC, will
also cause a significant increase in ISEC. Therefore, an ISEC limit line
can be found in the response surface diagram of the ISEC, as shown by
the bold dashed line in Fig. 8 (a).
For the NO emission response surface plot, it is shown that advancing
the fuel injection timing will increase NO emission, and vice versa. In
Fig. 7. The evolutions of the ISEC and CH4 emission on the Pareto front. addition, when the fuel ratio is large, the NO emission is relatively high,
as shown in Fig. 8 (b). There is a NO limit line in the region of high fuel
versa. The main reason is that the CH4 emission reflects the combustion ratio and early injection timing region.
efficiency of the dual fuel engine. Higher CH4 emission will reduce the The trend of the methane emission response surface is almost
combustion efficiency and result in an increase of the ISEC. Therefore, in opposite to that of the NO emission, and earlier injection timing can
order to obtain a lower ISEC, the premixed natural gas must be suffi significantly reduce the methane emission. In addition, the limit line of
ciently depleted. In addition, it is also displayed in the figure that some methane is located in the region where the fuel ratio is too low and the
ISECs of the Pareto front solutions are relatively high, which are even injection time is too late. Furthermore, when the fuel ratio is too low, the
more than 8.55 MJ/kW⋅h. However, almost all Pareto front solutions are methane emission will be significantly increased.
located in the lowest position of the ISEC under the same CH4 emission
conditions.
4.4. The optimized parameters on the Pareto front
4.3. Response surface of the calculation result The diesel fuel ratio versus injection timing on the Pareto-optimal
front of the final generations is shown in Fig. 9. It is shown that when
In order to further explore the effect of the fuel injection parameters the fuel ratio increases, the optimized injection timing is postponed and
Fig. 8. The response surfaces of diesel ratio VS. injection timing: (a) ISEC (b) NO emission (c) CH4 emission.
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J. Liu et al. Fuel 305 (2021) 121522
differences are distributed in two bands, which are around − 0.4 mm and
− 1.0 mm, respectively. In addition, the compression ratios are also
converged to two values, which are 17.6 and 18.8, respectively.
The Pareto front solutions employ three EGR rates, which are around
30, 15 and 5, respectively, indicating the high, medium and low pro
portion, as shown in Fig. 11. However, the swirl ratios are widely
distributed in the range of 0.5 to 1.2.
In order to further analyze the pilot diesel fuel ratio on the com
bustion and emission characteristics of the dual fuel engine, four cases
with different pilot diesel fuel ratios are selected for the comparison,
which are 0.053, 0.187, 0.291, 0.354, respectively. The simulation pa
rameters and calculation results of the four conditions are given in
Fig. 9. The diesel fuel ratio VS. injection timing in the Last Generations of Table 5.
Pareto-optimal front. The radius differences of these four cases are around 0.5 cm or 1.0
cm, and the injection time is gradually delayed with the increase of the
fuel ratio. The spray cone angle is about 70◦ , the compression ratios are
about 17.7 and 18.8, and the swirl ratio is about 1.0. The EGR ratio is
lower for the small fuel ratio cases and higher for the large fuel ratio
condition.
The comparison of the pressure and heat release rate curves under
these four conditions is shown in Fig. 12. It can be seen from the figure
that although the injection timing of case 1 is the earliest, the peak
cylinder pressure is the lowest among these four conditions. Because
case 1 has the lowest amount of pilot diesel. Although the ignition
timing is the most advanced, the heat release rate at the initial stage is
extremely small, as shown in the heat release rate diagram Fig. 12 (b).
Furthermore, the main combustion stage of the premixed natural gas at
the later stage is the most backward of these four conditions, which
results in the lowest cylinder pressure. In comparison with case 1, case 2
has a larger quantity of pilot fuel, which leads to a higher heat release
rate in the initial stage of the diesel combustion. In addition, the ignition
Fig. 10. The radius difference VS. compression ratio in the Last Generations of timing of the premixed natural gas is the earliest, so the peak cylinder
Pareto-optimal front. pressure is the highest.
For case 3 and case 4, their injection timings are relatively consistent,
and the higher compression ratio is compensated with a higher EGR rate,
so their cylinder pressure curves are very close to each other. However,
the peak heat release rate of case 4 is higher than that of case 3, because
of its larger amount of pilot fuel.
In order to further investigate the pollutant generation process under
different pilot diesel fuel ratios, the temperature and pollutants distri
bution in these four cases are given below.
The distribution of the temperature field is given in Fig. 13. It is
shown that the high temperature reaction zone already appears in case 1
and case 2 at 15 ◦ CA ATDC, mainly because the injection timings of these
two conditions are earlier than the other two cases. However, the high
temperature region of case 1 is mainly distributed in a certain region
downstream of the diesel jet plume, due to the small quantity of the pilot
fuel. However, case 2 has a larger injection mass and higher spray mo
mentum, and when the fuel jet impinges with the edge of the combustion
chamber, it will move along the wall toward the top and bottom of the
combustion chamber. At the same time, affected by the swirl ratio, the
Fig. 11. The EGR rate VS. swirl ratio timing in the Last Generations of Pareto-
optimal front.
fuel jet moves circumferentially in the combustion chamber. Therefore,
the high temperature area of case 2 is widely distributed. When the
premixed natural gas in case 1 is ignited by the high temperature diesel
gradually approaches TDC. In addition, the injection timings are in the
combustion spot, the flame propagates in the premixed gas and its shape
range of − 20 to − 15 ◦ CA ATDC for the large fuel ratio conditions.
is close to spherical. However, under the other three conditions, after
The relationship between the radius difference and compression
premixed natural gas is ignited, part of the diesel fuel is not completely
ratio on the Pareto front is given in Fig. 10. The radius difference is
burned, which results in the coexistence of premixed flame propagation
defined as the maximum bottom radius (R1) minus the throat radius
and diffusion combustion. At the same time, a much higher temperature
(R2). It can be seen from the figure that all the radius differences are less
zone is formed in the diesel diffusion combustion region. In addition,
than zero, which indicates that the combustion chamber of all the Pareto
due to the decrease of the premixed equivalence ratio from case 1 to case
front solutions is the open bowl geometry. Furthermore, the radius
4, the premixed flame temperature decreases gradually.
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J. Liu et al. Fuel 305 (2021) 121522
Table 5
The comparison of the parameters, emissions and ISEC under the four selected cases.
Case FR RD IT SA CR SR EGR rate NO CH4 ISEC
NO. % cm ◦
CA ◦
% g/kW⋅h g/kW⋅h MJ/kW⋅h
1 0.053 − 0.92 − 31.6 71.9 17.6 1.03 4.8 6.14 25.6 8.91
2 0.187 − 0.98 − 25.0 61.4 18.9 1.00 3.3 16.71 0.001 7.48
3 0.291 − 0.54 − 19.4 68.9 18.8 0.82 28.8 3.42 2.16 7.85
4 0.354 − 0.54 − 19.0 74.8 17.7 1.12 16.1 8.38 0.06 7.62
Fig. 12. The comparison under the four selected cases: (a) Cylinder pressures (b) Heat release rate.
Fig. 13. The comparison of temperature distribution under the four selected cases.
For the NO distribution area in Fig. 14., the formation of NO is is, the diesel diffusion combustion region. For case 1, although the diesel
mainly related to temperature, oxygen concentration and reaction time, injection quantity is the smallest, due to the highest equivalence ratio of
so NO emission is mainly generated in the high temperature region, that the premixed natural gas-air mixture, it also leads to a moderate NO
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J. Liu et al. Fuel 305 (2021) 121522
Fig. 14. The comparison of NO emission distribution under the four selected cases.
Fig. 15. The comparison of CH4 emission distribution of temperature distribution under the four selected cases.
generation region. The generation region of NO was similar to the high- Furthermore, since case 2 has a large swirl ratio and kinetic energy, it
temperature region and mainly focused on the downstream of the diesel spreads to the periphery of the combustion chamber after the fuel jet hits
jet plume in a certain region. The early ignition timing and maximum the edge of the combustion chamber, resulting in the most extensive NO
compression ratio result in the highest NO generation in case 2. generating area. The late injection time of case 3 and case 4 resulted in a
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J. Liu et al. Fuel 305 (2021) 121522
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