Bi-fuel NGVM engine emission results based on non-loaded system operation

Alternative fuels for the internal combustion engines are introduced as an improved fuel over mainstream conventional fuels such as petrol and diesel. Compressed Natural Gas (CNG) is the most successful and widely used alternative fuels that helps mitigate emission problem caused by vehicles. Mainstream fuelled vehicles are fitted with a conversion kit to enable the operation with CNG, these converted vehicles are called Natural Gas Vehicles. A bi-fuel engine test rig was fabricated using a 1500cc 12 Valve engine fitted with a Landi Renzo conversion kit enabling operations on petrol and natural gas. This test rig was used to conduct experiments to obtain the fuel consumption and the corresponding exhaust emission quality. The results obtained were compared with the actual data of NGV taxi fitted with Tartarini conversion kit for validation purpose. The findings from this experimental rig are used as a comparison between the use of petrol and natural gas as fuel for vehicles. The results clearly prove that the use of natural gas provides improved exhaust emission at lower cos

Inherent fuel consumption and exhaust emission of the cng-petrol bi-fuel engine based at non-loaded operation

Compressed natural gas (CNG) is the most successful and widely used alternative fuel for vehicles in the market today. Petrol fuelled vehicles are fitted with natural gas vehicle (NGV) conversion kit to enable bi-fuel operation between CNG and petrol. This experimental approach is focused on the fuel consumption, exhaust emission and fuel cost between natural gas and petrol operations. The specially constructed test rig comprises of the bi-fuel fuel system employed in the 1500 cc 12 valves carburettor engine NGV taxis. The inherent fuel consumption and corresponding exhaust emission are acquired at different engine revolution per minute (rpm) during petrol and CNG operation separately. The engine rpm operating without load is varied from idle to more than 5000 rpm to acquire the fuel consumption and exhaust emission profile. These two acquired data are then used to calculate the engine’s air fuel ratio. All three parameters acquired are used to conduct comparisons between petrol and natural gas operation. It is seen that the bi-fuel system operates with air fuel ratio ranging from 19 to 16.3 for petrol operation and ranges from 40 to 18.7 for natural gas operations. The emission during CNG operation clearly shows significant decrease in hydrocarbon (HC), carbon monoxide (CO), carbon dioxide (CO2) and nitrogen oxide (NOx) over the use of petrol. In terms of cost, the use of CNG provides savings exceeding 50% through all engine rpm compared to petrol non-loaded operations

Prototype development of a single step pressure regulation system for the natural gas motorcycle

The use of Compressed Natural Gas (CNG) for vehicle has proved to improve emission quality, reduces dependency on mainstream fuels and increases lubrication oil lifespan. The successful utilization of ONG on the Kriss Modenas 110cc has been proven by previous researcher. The current study is carried out in the attempt to improve the pressure regulator which is deemed crucial in the CNG fuel system. Various drawbacks of the previously implied unit prove the need for this study. This study begins with a comprehensive understanding of the pressure regulation system. Design considerations are taken and optimized accordingly to enhance the final prototype. The flow within the regulator is optimized using FLUENTâ„¢ while the structural integrity is backed by American Society of Mechanical Engineer (ASME) pressure vessel code and related standards on threaded fasteners. The fabrication of the prototype has been formulated from findings and analysis on the design methodology using suitable machining techniques. The performance of the final prototype is obtained from the specially developed pressure regulator test bench. It is clearly proved that the developed pressure regulator is capable of providing the downstream components with natural gas at 4Bar up to 24liters per minute. This performance is seen constant regardless of the upstream pressure and the downstream flow demand

A single step pressure regulation system for the natural gas motorcycle

The use of compressed natural Gas (cnG) for vehicle has proved to improve emission quality, reduces dependency on mainstream fuels and increase lubrication oil lifespan. The successful utilization of cnG on the kriss Modenas 110cc has been proven by previous researcher. The current study is carried out in the attempt to improve the pressure regulator which is deemed crucial in the cnG fuel system. Various drawbacks of the previously implied unit prove the need for this study. This study begins with a comprehensive understanding of the pressure regulation system. critical design parameters are carefully selected and optimized accordingly to enhance the final prototype. The flow within the regulator is optimized using FLUENTTM while the structural integrity is backed by american Society of Mechanical engineer (aSMe) pressure vessel code aSMe Section Viii division 1 and related standards on threaded fasteners. The fabrication of the prototype has been formulated from findings and analysis on the design methodology using suitable machining techniques. The performance of the final prototype is obtained from the specially developed pressure regulator test bench

Development of single step pressure reduction system for natural gas vehicle.

The objective of this study is to design, fabricate and test a single step pressure regulation system for the natural gas motorcycle. The pressure regulator prototype design was based upon the fundamental principles of the pressure regulator. The aid of Computational Fluid Dynamic (CFD), pressure vessel code and threaded fastener standards were implied to design the pressure regulator prototype. The commercially available CFD code FLUENTTM was used to analyse and optimize the flow within the regulator. The structural design was based on the American Society of Mechanical Engineer (ASME) pressure vessel code. The Society of Automotive Engineers (SAE) and American Society of Testing and Materials (ASTM) served as reference for threaded fasteners selection. The material selection achieved for the prototype design consists of stainless steel 304, TeflonTM and 3 ply elastomer as the selected material of choice. The final CFD evaluation provided an optimum opening of 3 mm between the obturator and valve seat. The pressure regulator base has a wall thickness of 7.5 mm while the bonnet cap has 11.5 mm thickness. The loading element spring selected was a helical grounded type with 10 active coils and a wire diameter of 3 mm. The prototype designed was fabricated using Computer Numerical Configuration (CNC) machining as it is the best economically viable solution. The prototype performance was evaluated using the specially designed pressure regulator test bench equipped with data acquisition and high pressure gas supply system. Outlet gas flow rates were steadily controlled from 5 to 25 litres per minute and the outlet pressure was found to be steady at 4.5 bar. It is clearly proven that the developed pressure regulator is capable of providing the downstream components with natural gas at 4.5 bar up to 25 litres per minute. The single step pressure regulation developed, can be used on the Kriss Modenas 110cc or any small engines with similar fuel requirement