Demonstrate Ammonia Combustion in Diesel Engines

Aaron Reiter Song-Charng kong

Department of Mechanical Engineering Iowa State University Acknowledgements: Iowa Energy Center (Norman Olson, Floyd Barwig)
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4th Annual Conference on Ammonia, Oct 15 16, 2007

Background
Motivation
Ammonia (NH3) combustion does not generate CO2 Biorenewable; Hydrogen carrier, key to hydrogen economy, etc.

Challenges
Ammonia is very difficult to ignite
Octane number ~ 130 Autoignition T ~ 651 C (gasoline: 440 C; diesel: 225 C)

Erosive to some materials Fuel induction system modification Less energy content maximize energy substitution using NH3 Others ..

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Department of Mechanical Engineering, Iowa State University

Approach
Introduce ammonia to the intake manifold Create premixed ammonia/air mixture in the cylinder Inject diesel (or biodiesel) to initiate combustion
Without modifying the existing injection system

Diesel ignition Induce NH3 combustion Burn out premixed NH3

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Presentation Outline
Ammonia combustion properties and implications Chemical kinetics study Experimental setup Baseline engine performance with diesel fuels Engine test using dual fuel diesel/NH3 Emissions results Summary

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Thermodynamics/Chemistry
Stoichiometric chemical reaction
NH 3 + 0.75 (O2 + 3.76 N 2 ) 1.5 H 2O + 1.91 N 2
Boiling Point (C) Latent Heat (kJ/kg) 1203 850 310 230 1371 Energy Content (MJ/kg-fuel) 20 26.9 44 42.38 18.6103 Energy Content (MJ/kgstoichiometric mixture) 2.6900 2.7027 2.5781 2.7660 2.6414

Fuel

Molecule

(Air/Fuel)s

Methanol Ethanol Gasoline Diesel Ammonia

CH3OH C2H5OH C7H17 C14.4H24.9 NH3

64.7 78.4 -----33.5

6.435 8.953 15.291 14.3217 6.0456

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Thermo-Chemistry
Adiabatic flame temperature of NH3/diesel mixture
NH3 energy fraction with different equivalence ratios
2400

2200 PHI=1.0

Tadiabatic [K]

2000

Phi=0.9 PHI=0.8

1800

1600 PHI=0.5 1400 0

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PHI=0.7 Adiabatic T is the final equilibrium T. In engines, we need to know how fast the reaction goes! PHI=0.6

0.2

0.4

fracenergy,NH3

0.6

0.8

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Chemical Kinetics Methane/Ammonia

Ignition delay important parameter in CI engines Replacing HC fuel with NH3 will delay ignition
Autoignition of CH4-NH3-Air System
3000 9.5%-CH4/0%-NH3 2500 System Temperature (K)

4.5%-CH4/5.0%-NH3

1.5%-CH4/8.0%-NH3 2000

1500

Need to rely on HC fuel to initiate combustion!

1000 autoignition 500 1 10 Time (ms)
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100

1000

Chemical Kinetics Diesel/Ammonia

Ignition delay in a constant-volume chamber
Diesel/NH3 system
T History
2400

System Temperature (K)

2200 2000 1800 1600 1400 1200 1000 800 0 0.5 1 1.5 2 2.5

Increasing NH3

Diesel-NH3 (%): 10-90 20-80 40-60 90-10

Time (ms)

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Test Engine
John Deere 4045 Engine
Turbocharged, 4-cylinder, 4.5 liter displacement Popular Deere engine various tracker & Genset applications Peak torque range 280 ft-lb at 1400 rpm

Test conditions
Various engine speeds (1000 ~ 1800 rpm)
Various engine loads (5% ~ 100%) for each speed Each speed/load point with and without NH3 induction

Test data torque, BSFC, emissions Only selected data are shown

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Ammonia Fueling System

Fuel system
Vapor ammonia introduced into the intake duct after turbo, before manifold
Fuel line

Fuel line Liquid NH3 tank

Induction point

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Test Results Constant NH3 Flow Rate

Using one ammonia tank and single fuel line
1400rpm Engine Torque
500 50

Energy replacement by NH3 Engine Torque (ft-lb)

400

Energy by NH3 (%)

300

1800rpm Engine Torque

500

Diesel+ NH3
200

Energy replacement by NH3 Engine Torque (ft-lb)

400

40

Energy by NH3 (%)

20

100

Diesel baseline

-50

300

Diesel+ NH3
200

-20

0 0 20 40 60 80 100 120

-40 100

Engine Load (%)

Diesel baseline
-60

0 0 20 40 60 80 100

-80 120

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Engine Load (%)

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Test Results Constant Torque

Induce more NH3 Fixed at different diesel fueling, adjusted NH3 flow rate to maintain constant torque
Can achieve 5% diesel / 95% NH3 energy ratio
1000 rpm
300
5

1000 rpm

250

Diesel+NH3
200

Flow Rate (g/s)

Torque (ft-lb)

NH3
1000

1000 rpm

150

100

Diesel

2
800

50

Diesel
600

BSFC (g/kW-hr)

NH3

Poor NH3 BSFC

0 0 20 40 60 80 100

0 0 20 40

Load (%)

Load (%)
200

400

60

80

100

BSFC_diesel & BSFC_NH3 calculated separately based on individual flow rate and torque contribution
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0 0

Poor diesel BSFC

20 40

Diesel

60

80

100

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Load (%)

Test Results Variable Torque

Goal to achieve maximum energy substitution
Diesel fueling was maintained at approximately 5% Adjusted NH3 rate for desirable engine torque
1400 rpm, 5% Diesel Energy
250
6

1400 rpm, 5% Diesel Energy

200

Flow Rate (g/s)

Torque (ft-lb)

NH3
3

150

Diesel+NH3

100

2
1200

1400 rpm, 5% Diesel Energy

Diesel
1000

50
0 20 40

BSFC (g/kW-hr)

Diesel
0 0 20 40 60 80 100

60 800

80

100

Load (%)

Diesel
600

Load (%)

400

NH3

Can achieve high NH3 ratio but poor fuel economy

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200

0 0 20 40 60 80 100

Load (%)

Department of Mechanical Engineering, Iowa State University

Test Results Using Biodiesel

B100 was used Can achieve similar results as regular diesel fuel
Constant engine torque
1000 rpm, Biodiesel
300

Variable engine torque

1400 rpm, 5% Biodiesel Energy
300

250

250

Diesel+NH3 Torque (ft-lb)

Torque (ft-lb)

200

200

150

150

Diesel+NH3

100

Diesel

100

50

50

Diesel

0 0 20 40 60 80 100

0 10 20 30 40 50 60 70 80

Load (%)

Load (%)

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Emissions Measurement
Gaseous emissions HC, CO, CO2, NOx, O2 Emission analyzer modification for this study
Certain materials were replaced by stainless steel

Baseline diesel conditions

These data will be used for comparisons
Pure Diesel Fuel
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Pure Diesel Fuel

70 1600

HC
10

60

1200

NOx (ppm)

CO2 (%)

50

HC (ppm)

800 40

NOx
4

400

30

2 0 20 40 60 80 100

0 20 40 60 80 100 120

20

Diesel Load (%)

Diesel Load (%)

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CO2 Results
Maintained constant torque by varying diesel & NH3

Diesel-NH3, 100% Torque

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Torque CO2 for 100% diesel

280

(repeated plot from previous)

Pure Diesel Fuel
12

240

10 200

Total Torque (ft-lb)

CO2 (%)

CO2 reduction
8 160 120 6

10

CO2 (%)

CO2
4

decreasing CO2 due to increased NH3 fueling

80
4

2 0 20 40 60

All the CO2 comes from 2 0 diesel combustion 0 80 100

40

20

40

60

80

100

Diesel Load (%)

Diesel Load (%)

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NH3 Results
Speculation burning NH3 will ..
Increase NOx due to fuel-bound nitrogen Reduce NOx due to lower combustion temperature

Constant torque conditions

Diesel-NH3, 100% Torque
280 1600

Torque

High NOx due to N in NH3

1200

240

Total Torque (ft-lb)

NOx for 100% diesel

200 160 120 80

NOx (ppm)

800

NOx
400

Low NOx due to low comb T

?
100

40 0 0 20 40 60 80 0

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Diesel Load (%)

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More on NOx Emissions

Repeated testing
Another effect NH3 can reduce NOx in diesel SCR (selective catalytic reduction)
Urea NOx for 100% diesel NH3 2NH3 + CO2

Diesel-NH3, 100% Torque

1600 1400 1200 1000 800 600 400 200 0 0 20 40 60 80 100

NOx (ppm)

(NH2)2CO + H2O

SCR Catalyst

Sudden NOx decrease

4NH3 + 4NO + O2 4N2 + 6H2O 2NH3 + NO + NO2 2N2 + 3H2O 8NH3 + 6NO2 7N2 + 12H2O

Diesel Load (%)

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HC Results
Maintained constant torque conditions
Diesel-NH3, 100% Torque
80

Torque
70

280

HC
60

Increasing HC due to lower comb T

240

200

HC (ppm)

HC for 100% diesel

50

160

decreasing HC due to lower diesel fueling

Additional reasons for HC increase? Re-combination between C (from diesel) and H (from NH3)?

Total Torque (ft-lb)

120

40 80 30

40

20 0 20 40 60 80 100

Diesel Load (%)

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Biodiesel/NH3 Emissions
Same trend as in the diesel case
B100 produced lower HC than regular diesel at baseline

B100-NH3, 100% Torque

300 1600
80

B100-NH3, 100% Torque

300

Torque
Increasing NOx due to nitrogen molecule in NH3
250
70

Torque
250

Total Torque (ft-lb)

1200

NOx for 100% B100

Total Torque (ft-lb)

200

60

200

NOx (ppm)

800

Low NOx due to lower comb T of NH3

HC (ppm)

150

50

HC

150

NOx
100 400 50

Increasing HC due to lower comb T

100

40

HC for 100% B100

30 50

decreasing HC due to lower diesel fueling

20 0 0 20 40 60 80 100

0 0 20 40 60 80 100

B100 Load (%)

B100 Load (%)

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Summary
Demonstrated ammonia combustion in diesel engines
Premixed NH3/air with direct-injection diesel for ignition Effective in CO2 reduction while maintaining the same engine torque output

Reasonable fuel economy between 20~60% diesel fueling NOx emissions are not a concern as originally expected
Lower NOx for certain diesel fueling range HC has an opposite trend to NOx

Further investigations are required for

Emissions formation mechanisms Precise control of NH3/diesel flow rates for optimal fuel economy and exhaust emissions
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