ReviewNatural-gas fueled spark-ignition (SI) and compression-ignition (CI) engine performance and emissions
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A detailed review of previous work investigating natural gas as a fuel in reciprocating piston engines, both spark-ignited (SI) and compression-ignited (CI), is presented. Previous reviews (such as reference [1]) only discussed SI engines, while this paper includes CI engines in dual-fueling. In addition, in reference [1] there is little discussion of exhaust emissions, while it is very specific about other topics, such as lean burn, spark timings and intake flow passages. We first discuss the
Natural gas in spark-ignition engines
The UK Department of Transport [38] reports that about 66% of new passenger cars sold in 2008, and the majority of personal vehicles in the USA, are fueled by gasoline, i.e. using SI engines. As a result, any alternative fuel should possess qualities that allow its use in these current engines. In other words, consumers should still be able to use their vehicles if and when a new alternative is phased in to replace gasoline. Natural gas is usually inducted or injected in the intake manifold,
Natural gas in compression-ignition engines
While SI engines are the dominant automotive powerplants [38], there is still a significant percentage of passenger vehicles in Europe that use diesel fuel, i.e. CI engine-powered (about 34% of the fleet). In addition, almost 100% of goods vehicles as well as buses use CI engines in Europe; and diesel-electric trains are extensively used in the USA. Natural gas as an alternative fuel should be usable in CI and SI engines. CI engines have inherently higher compression ratios than SI engines, and
Summary and conclusions
Natural gas is a practical fuel for SI engines, and for CI engines in the dual-fuel mode, with varying degrees of success. Natural-gas fueled SI engines can operate at higher compression ratios resulting in similar or slightly higher thermal efficiencies compared to gasoline-fueled engines. Natural gas injection or induction in the intake manifold adversely affects volumetric efficiency ηv. The 2.2% lower LHVf and 17.2% higher (F/A)st of natural gas compared to gasoline also affects power.
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