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Natural gas
Published in Peter M. Schwarz, Energy Economics, 2023
Transportation uses compressed natural gas (CNG) in modified internal combustion engine automobiles or in specially designed vehicles. Compression reduces the volume, although less so than LNG, a liquid. The cost of CNG is less than LNG, but more than NG. CNG takes up more space than gasoline and therefore requires a larger fuel tank, a challenge for small vehicles. Hence, it is more suitable for larger commercial vehicles such as trucks and buses.
Natural Gas
Published in Anco S. Blazev, Energy Security for The 21st Century, 2021
LNG is usually transported to energy markets, where it is re-gasified and distributed as pipeline natural gas. It can also be used in natural gas vehicles, although CNG type vehicles are more common. 240 million tons of LNG were produced in 2013, which represents only 1/500th of the total volume of natural gas produced in its gaseous state.
Methane Storage in Nanoporous Carbons
Published in Klaus D. Sattler, st Century Nanoscience – A Handbook, 2020
Iván Cabria, Fabián Suárez-García, Luis F. Mazadiego, Marcelo F. Ortega
In CNG vehicles, the gas is stored in tanks characterized by being manufactured normally with steel to withstand high pressures (up to 30 MPa). Because ANG needs lower pressures than CNG, the ANG tanks are made of materials much lighter than CNG tanks, such as aluminum and reinforced plastic. Besides, the thickness of the walls of the storage tanks, and therefore its economic cost, is reduced.
Exergetic and exergoeconomic analyzes of compressed natural gas as an alternative fuel for a diesel engine
Published in Energy Sources, Part A: Recovery, Utilization, and Environmental Effects, 2023
Cenk Kaya, Zafer Aydin, Görkem Kökkülünk, Aykut Safa
Figures 10–13 show environmental damage cost rates at different loads. Most notably result is that, CO2 cost dominates others relatively except 25% load due to the high CO2 cost rate (kg/h) in the exhaust gases. CO2 environmental damage cost rates range between 0.31 and 0.85 $/h, whereas NOx cost rates range between 0.05 $/h and 0.25 $/h and CO cost ranges range between 0.001 $/h and 0.015 $/h. According to CO2 results, CNG fuels have lower environmental damage cost rates than diesel in all loads. As increase in CNG ratio, CO2 flow rate (kg/h) decreases due to lower carbon content of CNG (Shim, Park, and Bae 2018). Moreover, injected gas form occupies a place instead of oxygen and hence, it reduces combustion temperature and combustion efficiency due to lower oxidation activity (Hairuddin, Yusaf, and Wandel 2014). Hence, transformation from UHC to CO2 or CO to CO2 gets difficult and this can be seen in UHC and CO results as well. This emission flow rate and environmental damage cost rate reduction is obtained as up to 22% from diesel to CNG60 in 75% load for CO2. In the literature, Jamrozik et al. observed 26% reduction of CO2 at full load conditions but with 1500 rpm and 95% CNG energy content (Jamrozik, Tutak, and Rogalinski 2019). Emissions increase drastically from 25% load to full load for all fuels since more fuel injection causes more CO2 emissions.
Performance and emission study of low HCNG fuel blend in SI engine with fixed ignition timing
Published in Cogent Engineering, 2022
Vivek Pandey, Suresh Guluwadi, Gezahegn Habtamu Tafesse
It has become a widely accepted fact that fossil fuels have entered an interminable decline phase, and would be phased out from the present-day transport system in the near future. The use of natural gas (NG) as compressed natural gas (CNG) is preferred over gasoline or diesel in internal combustion (IC) engines due to various reasons. Compared to gasoline, CNG has lower carbon to hydrogen ratio; consequently, there is cleaner combustion with lower carbon emissions. Also, CNG has better anti-knock properties, is widely available, is highly compatible with IC engines and has low operational cost. Furthermore, it can be produced from both renewable and non-renewable resources (Sagar & Agarwal, 2018). However, there are several disadvantages with CNG such as lower energy density, comparatively smaller flame speed and narrower flammability limits (Niculae et al., 2020). Increase of CNG fraction in fuel blend lowers the volumetric efficiency and the flame speed, thereby reducing engine power, maximum cycle pressure and rate of heat release (Amirante et al., 2017; Singh et al., 2019). Therefore, more recent researches point to direct injection of natural gas, for example, Liu et al. (2021) extended the lean burn range of SI engine by using gasoline port injection combined with natural gas direct injection and showed stable lean combustion with 40% excess air. The coefficient of variance of indicated mean effective pressure (COVIMEP) was below 1.5. However, even with the new strategy employed, there was a 5–10% decrease in indicated mean effective pressure with CNG-gasoline blends.
Exploring the effects of pilot injection timing and natural gas flow rates on the performance of twin-cylinder compression ignition engine
Published in Energy Sources, Part A: Recovery, Utilization, and Environmental Effects, 2022
Brijesh Dager, Ajay Kumar, Ranbir Singh Sharma
The benefits of employing CNG in diesel engines were expected to be both environmental and financial. The most basic hydr Carbon, methane, is the major Component of CNG. As a result, natural gas Combustion is less polluting than petroleum-based fossil fuels. Since the 1930s, it has been utilized in automotive engines since it emits less CO2 (Kozina, Radica, and Nizetic 2021). Aside from that, one of the advantages of using CNG is to diversify the fuel supply. CNG is widely used as a fuel for transportation, and it is projected that its usage in the transportation sector would remain increasing. In this Context, using dual-fuel Combustion techniques to reduce emissions and augment the overall efficiency of internal Combustion engines might be a promising approach (Channappagoudra 2020).