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Department of Mechanical Engineering, Iowa State University 1
Update on Ammonia Engine Combustion Using Direct Fuel Injection
Christopher Gross, George Zacharakis-Jutz Song-Charng Kong
Department of Mechanical Engineering Iowa State University
Acknowledgements: Iowa Energy Center; Norm Olson Robert Bosch; National Instruments
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Department of Mechanical Engineering, Iowa State University 2
Thermodynamics/Chemistry
• Stoichiometric chemical reaction
3 2 2 2 20.75 ( 3.76 ) 1.5 3.32NH O N H O N+ ⋅ + ⋅ → ⋅ + ⋅
Fuel Molecule Boiling Point (°C) (Air/Fuel)s
Latent Heat
(kJ/kg)
Energy Content
(MJ/kg-fuel)
Energy Content (MJ/kg-
stoichiometric mixture)
Methanol CH3OH 64.7 6.435 1203 20 2.6900
Ethanol C2H5OH 78.4 8.953 850 26.9 2.7027
Gasoline C7H17 --- 15.291 310 44 2.5781
Diesel C14.4H24.9 --- 14.3217 230 42.38 2.7660
Ammonia NH3 –33.5 6.0456 1371 18.6103 2.6414
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Department of Mechanical Engineering, Iowa State University 3
Approaches
• CI engine operation • Port induction of gaseous ammonia, ignited by directly
injected diesel/biodiesel fuel • Achieved a wide range of load and speed conditions
• Direct injection of liquid ammonia/DME mixtures • To be presented
• SI engine operation • Direct injection of gaseous ammonia, enhanced by gasoline
combustion • On-going (to be presented)
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Department of Mechanical Engineering, Iowa State University
NH3/DME
• Use direct liquid fuel injection • Confine combustion mixture near the center • To reduce exhaust ammonia emissions
• Dimethyl ether (CH3-O-CH3) as ignition source • Fuel mixing and storage at high pressure • New fuel injection system – without fuel return
• Injection pump, injector, electronic control
• Various NH3/DME ratios
4
Fuel injector
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Department of Mechanical Engineering, Iowa State University
Engine Setup
• Yanmar diesel engine (L70V, 320 c.c.) • Rated power at 6.26 hp at 3,480 rpm
• Developed new fuel injection and engine control systems • Bosch GDI type injector (up to 200 bar injection pressure)
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Department of Mechanical Engineering, Iowa State University
Setup • Mixing and storage of ammonia/DME at high pressure • Exhaust emissions measurements
• Horiba MEXA-7100DEGR (CO2, CO, O2, HC) • Horiba 1170NX (NOx, NH3) • AVL Smoke Meter (PM)
Fuel mixing system
Emissions analyzers
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Department of Mechanical Engineering, Iowa State University
0
1
2
3
4
5
6
7
2200 2400 2600 2800 3000 3200 3400 3600
Pow
er [H
P]
Engine Speed [RPM]
Maximum Power Output utilizing different Fuels
Diesel (baseline)
100% DME
20%NH3-80%DME
40%NH3-60%DME
• Challenges • Latent heat • Flame speed
• Low to medium loads at various speeds
Hea
t of
Vapo
riza
tion
Flame Speed
Diesel Fuel
Operating Range
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Department of Mechanical Engineering, Iowa State University
Mode Engine Speed (rpm) Engine Power (kW) Engine Torque (Nm) 5 2548 1.74 6.61
7 2548 0.87 3.31
9 2895 1.05 3.52
11 3243 1.12 3.34
20 2200 1.47 6.47
21 2200 0.74 3.24
Test Conditions
Fuel SOI (btdc) P_inj T_intake air 100%DME 0 ~ 30 150 bar 30 C 20%NH3-80%DME 5 ~ 35 150 bar 60 C 40%NH3-60%DME 15 ~ 40 180 bar 80 C 60%NH3-40%DME 140 ~ 180 205 bar 90 C
Results will be presented first
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Department of Mechanical Engineering, Iowa State University
0
5
10
15
20
25
-10
0
10
20
30
40
50
60
70
-75 -60 -45 -30 -15 0 15 30 45 60 75
HR
R (J
/deg
)
Cyl
inde
r Pre
ssur
e (b
ar)
Crank Angle (deg)
100%DME20%NH3-80%DME40%NH3-60%DME
Mode 5 SOI = 20 BTDC
0
5
10
15
20
25
-10
0
10
20
30
40
50
60
70
-75 -60 -45 -30 -15 0 15 30 45 60 75
HR
R (J
/deg
)
Cyl
inde
r Pre
ssur
e (b
ar)
Crank Angle (deg)
100%DME20%NH3-80%DME40%NH3-60%DME
Mode 7 SOI = 15 BTDC
0
5
10
15
20
25
-10
0
10
20
30
40
50
60
70
-75 -60 -45 -30 -15 0 15 30 45 60 75
HR
R (J
/deg
)
Cyl
inde
r Pre
ssur
e (b
ar)
Crank Angle (deg)
100%DME20%NH3-80%DME40%NH3-60%DME
Mode 9 SOI = 25 BTDC
Sample Results (P & HRR)
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Department of Mechanical Engineering, Iowa State University
• Observation on combustion • No significant deterioration of combustion • More ammonia longer ignition delays, more significant
premixed combustion
• Reporting emissions • Reported in BSEC [MJ/kWh] (instead of BSFC [g/kWh])
• Imply the fuel energy consumption rate, fuel economy • As reference: @ 3,250 rpm and 4.3kW running on diesel fuel
• BSEC is 13.656 MJ/kWh, corresponding to a BSFC of 304.8 g/kWh for the current engine.
Results
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Department of Mechanical Engineering, Iowa State University
0
5
10
15
20
25
30
20 30 40 50 60 70 80
NO
x (g
/kW
h)
BSEC (MJ/kWh)
Single Injection, 100% DME Mode 5Mode 7Mode 9Mode 11Mode 20Mode 21
0
5
10
15
20
25
30
20 30 40 50 60 70 80
NO
x (g
/kW
h)
BSEC (MJ/kWh)
Single Injection, 20%NH3 - 80%DME Mode 5Mode 7Mode 9Mode 11Mode 20Mode 21
0
5
10
15
20
25
30
0 10 20 30 40 50 60 70 80
NO
x (g
/kW
h)
BSEC (MJ/kWh)
Single Injection, 40%NH3 - 60%DME Mode 3Mode 5Mode 7Mode 9Mode 11Mode 20Mode 21
NOx Emissions
Reference data using diesel fuel
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Department of Mechanical Engineering, Iowa State University
0
5
10
15
20
25
30
20 30 40 50 60 70 80
NH
3 (g
/kW
h)
BSEC (MJ/kWh)
Single Injection, 20%NH3 - 80%DME Mode 5Mode 7Mode 9Mode 11Mode 20Mode 21
0
5
10
15
20
25
30
0 10 20 30 40 50 60 70 80
NH
3 (g
/kW
h)
BSEC (MJ/kWh)
Single Injection, 40%NH3 - 60%DME Mode 3Mode 5Mode 7Mode 9Mode 11Mode 20Mode 21
NH3 Emissions
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Department of Mechanical Engineering, Iowa State University
NH3 Emissions
0
200
400
600
800
1000
1200
1400
1600
1800
20 30 40 50 60 70 80
NH
3 (p
pm)
BSEC (MJ/kWh)
20%NH3 - 80%DME Mode 5Mode 7Mode 9Mode 11Mode 20Mode 21
0
200
400
600
800
1000
1200
1400
1600
1800
0 10 20 30 40 50 60 70 80
NH
3 (p
pm)
BSEC (MJ/kWh)
40%NH3 - 60%DME Mode 3Mode 5Mode 7Mode 9Mode 11Mode 20Mode 21
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Department of Mechanical Engineering, Iowa State University
0.000
0.025
0.050
0.075
0.100
20 30 40 50 60 70 80
Soot
(g/k
Wh)
BSEC (MJ/kWh)
Single Injection, 100% DME Mode 5Mode 7Mode 9Mode 11Mode 20Mode 21
0.000
0.005
0.010
0.015
0.020
0.025
0.030
0 20 40 60 80
Soot
(g/k
Wh)
BSEC (MJ/kWh)
Single Injection, 20%NH3 - 80%DME Mode 5Mode 7Mode 9Mode 11Mode 20Mode 21
0.000
0.005
0.010
0.015
0.020
0.025
0.030
10 20 30 40 50 60 70 80
Soot
(g/k
Wh)
BSEC (MJ/kWh)
Single Injection, 40%NH3 - 60%DME Mode 3Mode 5Mode 7Mode 9Mode 11Mode 20Mode 21
Soot Emissions
• Extremely low soot emissions
• HC and CO levels comparable among different fuel mixtures
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Department of Mechanical Engineering, Iowa State University
• Injection pressure – positive effects on combustion • To enable combustion of 60%NH3-40%DME
• P_inj=205 bar, SOI= 180 btdc, T_intake= 90 C • Achieved higher load and speed operation
60%NH3-40%DME
2500 rpm & 3.6 hp.
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Department of Mechanical Engineering, Iowa State University
NOx and NH3 Emissions
0
5
10
15
20
25
30
35
40
45
50
80 100 120 140 160 180 200
NO
x [g
/kW
h]
Start of injection [oCA BTDC]
60%NH3 - 40%DME
60NH3_19_180_160NH3_19_180_260NH3_25_180_3
0
5
10
15
20
25
30
35
40
45
50
80 100 120 140 160 180 200N
H 3[g
/kW
h]
Start of injection [oCA BTDC]
60%NH3 - 40%DME
60NH3_19_180_1
60NH3_19_180_2
60NH3_25_180_3
Higher load benefits NH3 combustion; More stable operation; Flexibility in injection timing.
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Department of Mechanical Engineering, Iowa State University
• Current test engine • Small size, high heat loss, operated at high speed, low injection
pressure • Application to larger diesel engine
• Operated at lower speed, high injection pressure • Exhaust after-treatment (SCR system without urea injection)
Perspectives
Diesel fuel 40%ammonia/60% diesel
40%ammonia/60% DME
Ammonia
BSEC (MJ/kWh) 10.3 10.3 10.3 10.3
LHV (MJ/kg) 42 32.6 24.5 18.6
Fuel rate (kg/kWh) 0.245 0.316 0.420 0.554
Fuel price ($/kg) $1.180 $0.950 $0.704 $0.605 Fuel energy cost ($/kWh)
$0.29 $0.30 $0.30 $0.34
Fuel cost based on $3.7/gal diesel, $550/ton ammonia, $700/ton DME
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Department of Mechanical Engineering, Iowa State University
DISI NH3 Engine
• Direct injection of gaseous ammonia • Maximize volumetric efficiency, thus
maximizing air fuel charge • Prevent negative effects of high latent
heat of ammonia
• Solenoid driven pulse valve • Withstands corrosive effects of ammonia • Designed for gaseous applications • Cheap and readily accessible
Solenoid Valve
Pressure Transducer
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Department of Mechanical Engineering, Iowa State University
Gaseous NH3 Injection
• Fuel pump and storage operate on liquid basis • Injection line pressure approx.
35 bar
• Injection line heated to achieve gaseous fuel • Temperature required 60°C • Heat provided by heat tape • Expansion chamber to
compensate for dramatic volumetric change upon vaporization
Pump
Ammonia Bottle
Pressurization Tank
Surge Tank
Pressure release Valve
Pressure Reducing Regulator
Fuel Scale
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Department of Mechanical Engineering, Iowa State University
Progress Update
• Fuel storage, heating, injection systems completed. • Initial engine tests conducted
• Engine operates on gasoline • Engine torque increases when ammonia injection is activated
• Detailed measurements in progress
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Department of Mechanical Engineering, Iowa State University 21
Summary • CI engines using ammonia
• Port induction of vapor ammonia + DI diesel fuel • DI ammonia/DME mixtures • Large engine will favor operation using ammonia • After-treatment using SCR for NOx and ammonia reduction
• DISI ammonia engine • Injection system implemented • Detailed measurements in progress