8 Techniques for Low NOx Combustion on Medium Speed Diesel Engine

Technical Papers

Techniques for Low NOx Combustion on Medium Speed Diesel Engine*

Seita Akimoto**, Shigeru Yoshikawa**, Tohru Yonezawa**, Kanji Kanemitsu***

Techniques for low NOx combustion without degrading the specific fuel consumption were developed for the
medium speed diesel engine. First concept for low NOx is the reduction of high temperature combustion zone. Owing
to this concept, the high-temperature combustion flame zone is reduced by the injection direction near to the piston
surface. Second concept for low NOx is the reduction of the flame temperature owing to the quick mixing of the high-
temperature combustion zone and the low-temperature air portion. It is necessary to obtain the air motion which has
the quick mixing of the combustion zone and air portion. The air motion adopted in this study was the intake swirl
induced by the intake valve with shroud. The medium speed engine with a bore of 280 mm was used in the application
of the new techniques for reducing NOx emission. The engine based on the low NOx techniques has the decrease in
NOx emission by 40% and almost the same specific fuel consumption compared with the base engine.

1. Introduction the result is reported below.

As for the NOx regulation in the medium speed
engine, stringent regulations have been enforced not only
by the Air Pollution Control Law (NOx <950 ppm) but
also by the local governments in major cities, the gas
engines small in NOx emission and the diesel engine high
in efficiency and low in fuel consumption are installed
according to the NOx regulatory value, and these engines
are now classified domestically. In addition, the NOx
regulation is also internationally enforced to marine
engines by IMO (International Maritime Organization).
The regulated value is never be stringent, and it is feared
that degradation of the fuel consumption in the trade-off
relationship with NOx may cause the increase in the
operational cost of marine engines. In all case, the low
NOx technology to prevent the fuel consumption from
being degraded for both engines for land use and marine
use becomes necessary and essential.
In this study, two concepts (1) on the low NOx
combustion, i.e., (1) reduction of the combustion zone of
λ=1 and (2) promotion of the mixing of the combustion
flame zone and air portion, are developed on the medium
speed engine. The low NOx technology is proposed for
the specific technology to realize these concepts taking
into consideration the difference in the combustion phe-
nomenon of both the compact high speed engine and the
medium speed engine, and its effectiveness is demon-
strated using the single cylinder engine for study.
As a result, the NOx emission can be reduced by
approximately 40% with same fuel consumption, and
* Translated from Journal of MESJ Vol. 34, No. 2
(Manuscript received Oct. 24, 1998)
** Yanmar Diesel Engine Co., Ltd. (Oyamazaki, Kyoto, )
*** Petroleum Energy Center (Minato-ku, Tokyo)
2. Low NOx Technology
2.1 Low NOx Concept
The combustion phenomenon in the diesel engine to
dominate the performance (output, fuel consumption,
exhaust gas) of the diesel engine, the so-called diesel
combustion, follows the process of the fuel injection, fuel
spray formation and formation of the fuel-air mixture in
combustion chamber, ignition, and combustion. Fig. 1
shows the combustion process of the medium size diesel
engine using the combustion photographs and the models
on the temperature in each zone, i.e., in (1) the initial stage
of combustion, (2) the middle stage of combustion, and
(3) the final stage of combustion.
Firstly, in the initial stage (1) of combustion, the
fuel is injected into the compressed air, and naturally
ignited at a position where the fuel and the air is mixed
in an optimum condition, that is, self-ignition. The
mixed condition of the fuel and air is a condition of the
excess air ratio λ=1, which means that the fuel is mixed
with air in an optimum condition. This condition of
combustion is the stoichiometric combustion of fuel-
air mixture, and the combustion temperature is very
high, and the NOx emission is high.
To solve the problems, in the diesel engine, it is
firstly necessary to reduce the zone in which the sto-
ichiometric combustion of fuel-air mixture (λ=1) is
performed, that is, to reduce the part of the stoichiomet-
ric combustion of fuel-air mixture (λ=1).
Secondly, in the middle stage of combustion (2), the
part of the stoichiometric combustion of fuel-air mixture
(λ=1) at high temperature is burned in a relatively slow
manner while mixed with air, and the flame grows. Since
the temperature of unburnt air is low, the combustion

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 Techniques for Low NOx Combustion on Medium Speed Diesel Engine
Fig. 1 Low NOx diesel combustion concept (1)
temperature is gradually dropped by the mixing of the
combustion portion with the air of low temperature.
It is thus considered the combustion temperature is
rapidly dropped and NOx can be reduced if the combus-
tion portion is rapidly mixed with air at low temperature.
Finally, in the final stage of combustion (3), the
space of the combustion chamber is occupied by the
already burnt part and the air not used in the combus-
tion, and the combustion temperature is low. Thus, the
NOx emission is small in this stage.
The concept on the diesel combustion for reducing
NOx emission focusing on the initial stage and middle
stage of combustion where the combustion temperature
is high, can be summarized as follows.
(a) Reduction of the zone of the stoichiometric com-
bustion of fuel-air mixture (λ=1)
(b) Promotion of mixing of the burnt part with air
2.2 Low NOx Technology
The more specific low NOx technology is intro-
duced here based on the above-described two concepts
(a) and (b).
2.2.1 Reduction of zone of theoretical fuel-air mix-
ture (λ = 1)
It is firstly examined where the stoichiometric com-
bustion of fuel-air mixture (λ=1) is present in the com-
bustion chamber of the medium speed engine. Fig. 2
shows the comparison of the photographs of combustion
of the compact high speed engine with that of the medium
speed engine(2). In the compact high speed engine (at the
left of the figure), the distance from the nozzle to the wall
February 200
9
surface of the combustion chamber is short, and thus, the
flame in the initial stage of combustion is formed of the
wall surface of the combustion chamber. On the other
hand, in the medium speed engine (at the right of the
figure), it is shown that the distance from the nozzle to the
wall surface of the combustion chamber is long, and thus,
the flame in the initial stage of combustion is formed
around the developed spray. It was further analyzed how
the difference in the mode of combustion affects NOx.
Fig. 3 shows the model and the formula for estima-
tion to express at which distance from the nozzle, the
injected fuel from one hole in the fuel nozzle reaches
the condition of the stoichiometric combustion of fuel-
air mixture (λ=1) and burned (3). The distance from the
nozzle for λ=1 can be obtained by substituting the left
side of the formula (1) with λ=1. This distance X is
given by X=200•d for the nozzle hole diameter d when
the physical value or typical characteristic value is
substituted (for example, under the assumption of the
density of fuel ρf=850 kg/m3, the density ρa of the
compressed air = 15.6 kg/m3, the theoretical air volume
necessary for combustion Lth=14.6 kg/kg, the angle of
spray θ=25deg., and the coefficient of discharge C=0.7).
That is, the stoichiometric combustion of fuel-air mix-
ture of λ=1 is performed at the position of approxi-
mately 200 times the nozzle hole diameter, and it is
estimated that the NOx emission is active at this posi-
tion. In addition, Fig. 4 shows the relationship between
the diameter of one nozzle hole and the distance from
the nozzle to the wall surface of the combustion cham-
ber in the compact high speed engine and the medium
speed engine, and also shows the distance from the
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10 Techniques for Low NOx Combustion on Medium Speed Diesel Engine
Fig. 2 Comparison in combustion of compact high-speed engine with medium speed engine
Fig. 3 Fuel-air mixture forming model of free spray(3)
nozzle for λ=1 (X=200•d for the nozzle hole diameter
d). In the compact high speed engine, the fuel injected
from the fuel nozzle is impinged with the wall surface
of the combustion chamber before forming the sto-
ichiometric combustion of fuel-air mixture of λ=1, and
forms the wall surface flame, while in the medium
speed engine, the nozzle hole diameter is relatively
small due to many holes, and actually large, and the
distance from the nozzle to the wall surface is long, and
it is estimated that the flame in the radial direction is
constantly formed while forming the stoichiometric
combustion of fuel-air mixture of λ=1 during the
injection period. Compared with the high speed en-
gine, the residence time becomes longer in the medium
speed engine low in engine speed, and the NOx emis-
sion is increased, and it is also estimated that the
difference in the mode of combustion constitutes the
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factor of much NOx emission in the medium speed
engine.
It is thus considered that the NOx emission can be
suppressed by reducing the combustion portion of the
stoichiometric combustion of fuel-air mixture of λ=1
if the fuel injected from the fuel nozzle is impinged
with the wall surface of the combustion chamber be-
fore forming the stoichiometric combustion of fuel-air
mixture of λ=1.
2.2.2 Promotion of mixing combustion portion with
air
Some air flow is required to promote the mixing of
the combustion portion with air. In the conventional
medium speed engines of this class, no swirl which has
been naturally employed for the combustion technol-
ogy in the compact high speed engine, has ever been
employed. It is however considered that the mixing of
the combustion portion with air is promoted and the
NOx emission can be reduced by also employing the
swirl in the medium speed engine.
The low NOx technology based on two concepts
described above, can be summarized as follows.
(a) Impingement of the fuel with the wall surface of
the combustion chamber before forming the fuel-
air mixture of λ=1
(b) Necessity of appropriate swirl to promote the
mixing of the combustion portion with air
Bulletin of the M.E.S.J., Vol. 28, No.1
 Techniques for Low NOx Combustion on Medium Speed Diesel Engine 11

Fig. 4 Comparison of combustion mode

3. Test apparatus and method 4. Test results and consideration

3.1 Test engine 4.1 Result of changing injection timing of test engine
The engine used in the operation is the medium Fig. 6 shows the test result of changing the injec-
speed engine of 280 mm in cylinder bore, and Table 1
shows its main specifecations and standard specifica-
Table 1 Standard specifications of engine
tions. A-heavy fuel oil on the market was used for the
fuel. Name of engine RN280
Number of cylinders 1
3.2 Swirl generating device
Cylinder bore x stroke 280mm × 380mm
The intake swirl for the air flow was given through
the shroud valve. Fig. 5 shows the fitting position of the Total stroke volume (L) 23.41
shroud valve obtained with the stationary flow test Rated output kW (PS) 266(362)
apparatus and the relationship between the swirl ratio Rated engine speed (rpm) 720
and the intake air flow rate. The swirl can be changed
without changing the cylinder head by fitting the shroud Brake mean effective
pressure (MPa) 1.90
valve to either of two suction valves. In the test, the
shroud position (S1+0) where the swirl ratio can be Mean piston speed (m/s) 9.12
increased was obtained under the condition where the PV value (MPa･m/s) 17.29
intake air flow rate is ensured as much as possible, and
the test was carried out with the obtained swirl ratio at Compression ratio 13.6
approximately 0.8. Top clearance 20 mm
Swirl None
3.3 Exhaust emission measurement instrument
NOx, CO2, CO, THC and O2 were measured using Combustion chamber Shallow dish type
the content analyzer NEXA-9100D manufactured by Number of holes 9
Horiba Seisakusho. The exhaust smoke density was Fuel nozzle
Hole angle 140°
measured by the Bosch smoke meter, and expressed by
13° bTDC
the Bosch Unit (BSU). Injection timing (before compression
top dead center)

February 200 (11)

12 Techniques for Low NOx Combustion on Medium Speed Diesel Engine

Fig. 5 Shroud valve position

tion timing at the rated output (266 kw/720 rpm) with smoke is, and the effect of improvement is remarkable
the standard specifications (Table 1) of the test engine, especially in the case of the nozzle hole angle of 130°. In
showing that the NOx emission was reduced by retard- the figure, the case where the fuel injection timing is
ing the injection timing, but the fuel consumption and advanced at the nozzle injection angle of 130° is shown,
the exhaust smoke were greatly degraded. and the trade-off relationship between the fuel consump-
tion and the NOx emission is greatly improved compared
4.2 Test results with low NOx particulars with the case of changing the injection timing with the
For the specific low NOx technology, the constant
intake swirl ratio (=0.8) was given, and the nozzle hole
angle (φ) was reduced as illustrated in Fig. 7 in order to
reduce the distance from the fuel nozzle to the wall
surface aiming at the impingement of the fuel with the
wall surface of the combustion chamber before form-
ing the fuel-air mixture of λ=1.
Fig. 8 shows the relationship between the fuel
consumption, NOx emission and the exhaust smoke at
the rated output when the nozzle hole angle was changed
from 130° to 150°. In a case of the nozzle hole angle of
150° where the distance from the nozzle to the wall
surface is long with high-pressure injection, the atomi-
zation of the spray seems excellent, but the exhaust
smoke is remarkably degraded when the swirl is given.
The cause seems attributable to the fact that a very lean
fuel-air mixture is formed by the atomization of the
high-pressure spray and the air flow by the swirl, and
the mixture is discharged in the unburnt condition since
it is leaner than that in the inflammable limit range.
Thus, in the conventional large engine, the swirl is
unnecessary so long as the fuel consumption and the
exhaust smoke are taken into consideration, while only
the exhaust smoke is remarkably degraded.
However, the smaller the nozzle hole angle is (φ Fig. 6 Test results of changing injection timing with
=150° → 140° → 130°), the more excellent the exhaust standard specifications

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 Techniques for Low NOx Combustion on Medium Speed Diesel Engine
Fig. 7 Relationship between nozzle hole angle φ and
piston
Fig. 8 Test results of changing injection timing when
low NOx technology is employed
conventional engine. For example, the comparison in
terms of the same fuel consumption, shows the reduction
of NOx emission by approximately 40%. It is believed
that the NOx emission is reduced by reducing the zone of
the air excess ratio λ=1 by the impingement with the wall
surface, and by promoting the mixing of the combustion
portion with air, and further, the soot generated in the
combustion of the rich mixture fuel-air mixture of the air
excess ratio of λ<1 due to the impingement with the wall
surface is re-burned by the swirl, and the soot to be finally
discharged is reduced in quantity.
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13
5. Conclusion
In this study, the low NOx concept obtained with the
compact high speed engine was developed for the me-
dium speed engine, the low NOx technology was pro-
posed by taking into consideration the difference in the
combustion phenomenon between the compact high
speed engine and the medium speed engine for the
specific technology to realize the concepts, and its effec-
tiveness is confirmed with the single cylinder engine for
study. As a result, the conclusion is obtained as follows.
(1) The concept on the low NOx diesel combustion
focusing on the initial stage of combustion and the
middle stage of combustion high in combustion
temperature, is to reduce the zone of the stoichio-
metric combustion of the fuel-air mixture (λ=1),
and to promote the mixing of the combustion
portion with air.
(2) The low NOx technology of the medium speed
engine based on the above-described concept is to
obtain the direction of injection in which the
distance from the nozzle to the wall surface is
shortened in order to impinge the fuel with the wall
surface of the combustion chamber before form-
ing the fuel-air mixture of λ=1, and to obtain the
appropriate swirl to promote the mixing of the
combustion portion with air.
(3) The trade-off relationship between the fuel con-
sumption and NOx is greatly improved by the low
NOx technology, and the NOx emission is reduced
by approximately 40% with the same fuel con-
sumption.
(4) The soot generated in the combustion of the rich
fuel-air mixture due to the collision with the wall
surface is considered to be re-burned (oxidized) by
the swirl, and the exhaust smoke was also im-
proved by the low NOx technology.
References:
(1) S. Yoshikawa. et al., "The Development of Low
NOx Emission Diesel Engine", CIMAC (1995),
D28
(2) J. F, Alcock and W.H.Scott., "Some More Light on
Diesel Combustion'", Pnoc, I. Mech. E., No.5
(1962), 179-200.
(3) Y. Wakuri. etal., "Studies of the Penetration of
Fuel Spray in a Oiesel Engine", Bulletin of the
JSME, Vol. 25, No. 156, 1959, 820.
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