Module 2 Technology

LBNG QSK60G & QSK60G - High
Efficiency Series Gas Engines
Module 2 - TECHNOLOGY
Cummins Corporate Training

1
QSK60G / Tech / KDL / April - 2010 / REV 1. 01.
Gas Engine Technology
Learning Objectives
After completing this module you will be able to
explain basic gas engine technology and apply the
theory to practical applications.
Agenda
• Gas engine types and terminology
• Miller Cycle
• Combustion
• Knock
• Emissions
• Air to Fuel Ratio
• Timing influence
• Open Chamber Design
2
Gas Engine Types
 OTTO engines (4-stroke cycle)

– Spark-ignited: either Open chamber or Pre-chamber.
 Dual Fuel
– Diesel able to run on Gas with Diesel pilot injection for ignition.
 Gas Diesel engines

– Gas engine running with high pressure pilot gas injection, able to change
over to run on Diesel.
3
Gas Engine Terminology
 Stoichiometric Combustion
- The chemically perfect ratio of air and fuel required for complete combustion.
 Lean-Burn Combustion
- Excess air enters the combustion chamber with the fuel.
 Excess Air Ratio (Lambda)
- A measure of the amount of excess air that is present (AF/AF Stoichiometric)
 Detonation (Knock)
- Occurs when combustion is not controlled. Fuel auto-ignites after the spark event,
which results in very high temperatures and pressure. Capable of causing extensive
engine damage.
 Pre-Ignition
- Similar to detonation, but in this case the fuel ignites before the spark. The result is
the same, multiple flame fronts and eventual engine damage.
 Hydrocarbon Fuel
- Fuel composed mainly of carbon, hydrogen. May contain other trace elements.
4
Gas Engine Terminology
 Methane Index
- A measure of the quality of the gas. Methane index increases with percentage of
Methane.
 Natural Gas
- Pipeline quality gas. Methane index greater than 75-80. When natural gas is
mentioned in this training, we are referring to pipeline gas. Not all Cummins LBNG
engines are currently designed to operate on bio-gas, digester gas, or landfill gas.
5
The Miller / Atkinson Cycles
 The basic concept of Miller cycle is explained in the SAE paper

published by Ralph Miller in 1947 titled “Supercharging and Internal
Cooling Cycle for High Output.” The idea was to combine turbo
charging, aftercooling, and early intake valve closing (EIVC) in order to
increase a diesel engine’s BMEP while staying under the thermal
combustion limit.
 Today, the Atkinson cycle is generally acknowledged as a naturally

aspirated engine that employs high compression ratio pistons and
either EIVC (early intake valve closing) or LIVC (late intake valve
closing), while Miller cycle is generally acknowledged as having the
said attributes in addition to some form of turbo or supercharging.
 Although the basic concept of Miller cycle has been in existence for
many decades, this is the first time that this technology is being applied
to Cummins production engines. Development was being conducted
on the QSV91- 2,0Mw at the same time as the high efficiency
QSK60G. The QSV91 2.0 Mw, engine went to production before the
QSK60 Hi-Efficiency engine was launched.
6
The Miller Cycle – QSK60G H/E
The highest compression ratio which can be used is limited by engine knock. The Miller
cycle allows access to diesel like geometric compression ratios without knocking.
Standard Cycle vs. Miller Cycle:

Standard Cycle: Miller Cycle (effect of boost + EIVC)
Geometric compression ratio = 12 Geometric compression ratio = 14
Effective compression ratio = 12 Effective compression ratio = 12
Expansion ratio from TDC = 12 Expansion ratio from TDC = 14
TDC
Miller Cycle Concept – QSK60 HE

7
Combustion
 Chemical reaction between Carbon, Hydrogen and

Oxygen that produces heat.
C and H provided by hydrocarbon fuel.

Air is needed to provide oxygen.
Some energy is compulsory to start the
combustion.
 According to the Air/Fuel Ratio, the reaction can be

rich, Stoichiometric or lean.
Lean combustion for our engines (more air).
8
Combustion Types Definition
Deflagration
 Name of normal combustion whose flame propagation
speed is below the speed of sound.
 Combustion start under control (spark or fuel injection)
Knocking or auto-ignition Normal Flame Propagation

 Ignition via another source other than the spark plug.
 Propagation speed supersonic.
 Start of combustion not controlled.
 Colliding flame fronts produce characteristic ‘knock’.
 Occurs before or after the spark event.
Knocking
9
Combustion Types Definition
Pre-ignition
 As percentage Propane increases over
1.7%, overall NG octane rating (burn
temp) is reduced.
 Ignition occurs at lower temperatures
due to reduced octane rating.
 Occurs before spark event.
REMEMBER!
Knock (detonation) NOT to be confused with pre-ignition, results are the
same, i.e. high cylinder pressure / temperature and engine damage.
Pre-ignition occurs before the spark, Detonation occurs after the spark.
10
Combustion Types Influence
 Without knocking  With knocking
Increased cylinder pressures results in
Pressure increased cylinder temperature.
180
90 Bars 180
105 Bars 4,8
160 160
4,2
4
140 140 A
3,2 3,2
120 120
100 100 2,4

2,2
80 80
1,6
B B
60 1,2 60
0,8
40 40
0,2
0
20 20
0 -0,8 0 -0,8
QSK Knock sensor output Time

Engine M<0.3 M>1
M - Speed
of sound Engine block designed for 200 Bars maximum pressure.
Spark plugs & Pistons will be first to show signs of damage.
11
Parameters That Influence Knocking
Increased / Likelihood
Parameter Decreased of knock
 Compression Ratio (Rc) = V BDC /V TDC
 Intake Manifold Temperature (LT water circuit)
 Air/Fuel Ratio (decreasing = richer)
 Ignition Timing (advanced)
 Methane Index # (decreased)
 Load
Note: Piston and Cylinder design can also effect knock - No hot spots/Swirl
12
Engine Specification
The engine design specifications must:

 Account for all knocking parameters, and
 Meet the market requirements of:

High power
High efficiency
Low NOx (emissions)
 This combination then determines the operational

window.
(= Operational window on the following diagrams).
13
Emissions
Emissions
g / KWh
C0 - Carbon Monoxide - forms with insufficient oxygen to
12 form CO².
11 NOx - Nitrogen Oxide - forms at higher temperatures.
10 NMH - Non Methane Hydrocarbons - forms on incomplete
combustion or misfire.
9
8
7
Stoichiometric
6
5
NOx
4
3 Emissions
CO
2 (g/KWh)
1 RICH
NMHC LEAN
0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2 2.4 Excess air ratio (λ)
= (A/F) actual / (A/F) Stoichiometric
14
Air to Fuel Ratio Influence
Standard QSK60G
Emissions
18
The
QSK GAS 16
14
goal
14
12
10
BMEP
Stoichiometric
15
Standard QSK60G
The operating Emissions
Window
18
The
QSK GAS 1614
goal
14
12
10
BMEP
Stoichiometric
16
Standard QSK60G
The
Window
60 HE
Emissions
QSK 20 The
HE GAS Window
goal 60
18
The
QSK GAS
16
14
goal
14
12
10
BMEP
17
Stoichiometric QSK60G / Tech / KDL / April - 2010 / REV 1. 01.
Ignition Timing Influence
QSK 60 Ignition Timing

18° BTDC - 1500 rpm / 20° BTDC - 1800 rpm
Air excess (λ) QSK
Misfiring
Emission limit:
λ = 1.8 for TA LUFT
2
1.8
1 Knocking Stoichiometric
Misfiring Ignition timing °

BTDC
10 20 30 40
18
QSK – Open Chamber Design
OC System Properties:
• Mechanical Efficiency in Throttle Valve Gas Mixer
the order of 35 - 38 %
• Emissions in the order of
0.6 TA LUFT.
• Lowest cost and
complexity.
Turbo Air
• Operates on a low gas
supply pressure.
• Typically used on
generators 0.5 to 1.5 Mw. Spark-Plug
Duty Cycle Valve
Gas Mass Flow

Sensor
Piston * Low Pressure Gas
Supply
* The Gas and Air is mixed upstream of the turbocharger, therefore we are
able to use low a pressure gas supply system.
19
LBNG QSK60G & QSK60G - High
Efficiency Series Gas Engines
Module 2 - TECHNOLOGY
End
Cummins Corporate Training
20
HE -60G/ Technology
QSK60G / BMG
/ Tech / KDL / 03
/ April - 07 // REV
- 2010 REV 01.
1. 01.

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LBNG QSK60G & QSK60G - High

Efficiency Series Gas Engines

Cummins Corporate Training

 OTTO engines (4-stroke cycle)

 Gas Diesel engines

 The basic concept of Miller cycle is explained in the SAE paper

 Today, the Atkinson cycle is generally acknowledged as a naturally

Standard Cycle vs. Miller Cycle:

Miller Cycle Concept – QSK60 HE

 Chemical reaction between Carbon, Hydrogen and

C and H provided by hydrocarbon fuel.

 According to the Air/Fuel Ratio, the reaction can be

Lean combustion for our engines (more air).

Knocking or auto-ignition Normal Flame Propagation

100 100 2,4

QSK Knock sensor output Time

 Compression Ratio (Rc) = V BDC /V TDC

 Intake Manifold Temperature (LT water circuit)

 Air/Fuel Ratio (decreasing = richer)

 Ignition Timing (advanced)

 Methane Index # (decreased)

The engine design specifications must:

 Meet the market requirements of:

 This combination then determines the operational

QSK 60 Ignition Timing

Misfiring Ignition timing °

Gas Mass Flow

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