energies

Article
Analysis of Combustion Process in Industrial Gas
Engine with Prechamber-Based Ignition System
Rafał Ślefarski 1, *, Michał Goł˛ebiewski 1 , Paweł Czyżewski 1 , Przemysław Grzymisławski 1
and Jacek Wawrzyniak 2
1 Poznan University of Technology, Piotrowo 3 Str., Chair of Thermal Engineering, 60-965 Poznan, Poland;
michal.e.golebiewski@doctorate.put.poznan.pl (M.G.); pawel.a.czyzewski@doctorate.put.poznan.pl (P.C.);
przemyslaw.grzymislawski@put.poznan.pl (P.G.)
2 Polish Oil & Gas Company, Branch KRIO Odolanow, Krotoszynska 148, 63-430 Odolanow, Poland;
jacek.wawrzyniak@pgnig.pl
* Correspondence: rafal.slefarski@put.poznan.pl; Tel.: +48-61-665-22-18

Received: 29 December 2017; Accepted: 25 January 2018; Published: 2 February 2018

Abstract: Application of a pre-combustion chamber (PCC) ignition system is one of the methods to
improve combustion stability and reduce toxic compounds emission, especially NOx . Using PCC
allows the operation of the engine at lean combustion conditions or the utilization of low calorific
gaseous fuels such as syngas or biogas. The paper presents the results of an experimental study of
the combustion process in two stroke, large bore, stationary gas engine GMVH 12 equipped with
two spark plugs (2-SP) and a PCC ignition system. The experimental research has been performed
during the normal operation of the engine in an industrial compression station. It was observed that
application of PCC provides less cycle-to-cycle combustion variation (more than 10%) and nitric oxide
and carbon monoxide emissions decreased to 60% and 26% respectively. The total hydrocarbon (THC)
emission rate is 25% higher for the engine equipped with PCC, which results in roughly two percent
engine efficiency decrease. Another important criterion of engine retrofitting was the PCC location in
the engine head. The experimental results show that improvement of engine operating parameters
was recorded only for a configuration with one port offset by 45◦ from the axis of the main chamber.
The study of the ignition delay angle and equivalence ratio in PCC did not demonstrate explicit
influence on engine performance.

Keywords: prechamber; combustion stability; two-stroke engine; NO emission; THC emission

1. Introduction
Despite the introduction of modern low-emission high-speed four-stroke engines into the natural
gas compression network, the share of old two-stroke type engines is still high. This is mainly because
of their reliability, large base of qualified staff and significant number of such engines remaining from
their wide dissemination in the past. The introduction of new regulations on the emission of toxic
substances into the atmosphere, indicates the necessity to upgrade two-stroke engines of the older
type in order to meet the limits. The high investment cost of purchasing new units results in the
interest of two-stroke engine operators to upgrade their systems to comply with the new emission
standards. The main contaminants emitted during the combustion of natural gas in these engines
are nitrogen oxides (NOx ) and unburned hydrocarbons. One of the most common of the old type
natural gas units are two-stroke GMVH engines. Depending on the type of configuration, operating
conditions and required power it can consist of 8, 12 and 16 cylinders depending on different power,
adjusted to the size of the powered gas compressors. They are used in the transmission system of
natural gas transported from Russia across Poland to the countries of Western Europe as well as the
national gas transmission network. About 100 units work in this system at present [1]. These engines

Energies 2018, 11, 336; doi:10.3390/en11020336 www.mdpi.com/journal/energies

Energies 2018, 11, 336 2 of 15

are usually operated for more than 8000 h a year. They are used to compress natural gas after the
treatment processes (cleaning raw natural gas which can contain inert gases like nitrogen or carbon
dioxide) as well as to drive the public gas transport system distribution. Nitrogen oxides released into
the atmosphere negatively affect humans and other living organisms, causing damages or diseases of
the nervous system and contributing to the formation of smog. The formation of nitrogen oxides in
the combustion process is closely related to the parameters of the combustion process and the type of
fuel burned [2]. Hence, three major mechanisms of their formation in flames have been considered:
the fuel mechanism, the prompt mechanism, and the thermal mechanism [3]. For natural gas burned in
pressure systems with a high ratio of the amount of energy extracted from the combustion chamber unit,
the main mechanism responsible for the formation of NOx is the thermal mechanism [4]. Its intensity is
closely related to the temperature of the combustion and the amount of oxygen in the reaction zone [5].
Higher combustion temperatures in the reaction zone result in higher NOx emissions [6].
New emission standards set a more restrictive emission limits like theDirective for Medium
Combustion Plants (MCP) [7], where for a gas engine supplied by gases fuels (natural gas or
non-standard gases) the NOx emission limit is 190 mg/m3 recalculated to oxygen content in exhaust
gas equal to 15%. A vital role in fulfilling these environmental regulations is played by the application
of the primary and secondary methods of toxic compounds reduction. In term of primary methods of
NOx emission reduction, several approaches can be listed: creating internal or external exhaust gas
recirculation, lean mixtures combustion (with high air excess ratio), modernization of ignition system
burning of lean mixtures with high air excess ratio as well as modification of fuel and air supply system
(high pressure of fuel injection).
Internal gas recirculation can be achieved by applying different valve lift profiles for the intake
valves. Research provided by Königsson et al. [8] indicated that a 20% hydrocarbon emissions reduction
can be obtained by increasing the swirl number from 0.4 to 3.0.
In case of external gas recirculation (EGR) Sorathia et al. [9] has proven that using this approach
allows to decrease NOx emission by 45% for diesel engine when operating at full load for 15% of EGR.
At the same level of EGR for GMVH-8 unit Rudkowski at al. [10] received 33% NOx reduction with
decrease of overall engine efficiency by 2.75%. Moreover a 15% EGR rate allows effective reduction of
NOx emission without significantly lowering the engine performance and emission [9].
The introduction of lean mixtures into the cylinder can reduce exhaust emission by lowering the
combustion temperature, which prevents thermal nitrogen oxide formation and provides additional
oxygen to oxidize unburned hydrocarbons and carbon monoxide. Ma et al. [11] investigated the spark
ignition (SI) engine initially supplied with natural gas and its hydrogen blended mixtures influence on
emissions and efficiency. For air equivalence ratio equal to 0.63 and with pure methane they achieved
ten times the reduction of NOx (from 25 g/kWh to 2.5 g/kWh) compared to the case when equivalence
ratio is equal to 1. The combustion of lean mixtures approach almost always involves the use of
turbochargers. The use of lean air/fuel ratios is an important means of increasing engine efficiency
and reducing exhaust emissions. The formation of nitrogen oxides (NOx ) is primarily a function of
temperature, so lower combustion temperatures resulting from lean combustion lead to reduced NOx
emissions. Under lean operating conditions there is also an excess of oxygen available to oxidize
carbon monoxide and unburned hydrocarbons. However, when the air-fuel ratio is directed toward the
lean limit of combustion, misfire cycles occur and incomplete combustion results in rise of unburned
hydrocarbons emission.
A different method of increasing the lean limit is charge stratification [12], meaning that
the mixture in the region of the spark plug electrodes is richer than the surrounding ultra-lean
air/fuel mixture.
Ma and Wang [13] investigated the extension of the lean combustion limit by introducing
hydrogen to a natural gas spark-ignition engine. In the most favorable case with 50% hydrogen
in supplied fuel they increased the lean combustion limit from φ = 0.59 (100% natural gas) to 0.42 [13].
Spark plug operation with ultra-lean air/fuel mixtures (φ > 0.57) and high pressures (>18 bars) is
Energies 2018, 11, 336 3 of 15

problematic from the ignition point of view. In such conditions, the classic spark plug lifespan tends to
be very short. In modern applications, electrode erosion is reduced by maintaining fuel concentration
in the spark gap and keeping the electrode within safe operating range as well as spreading the
discharge energy per electrode unit surface area over a wider space [14].
Due to difficulties in ignition of lean mixtures using spark plugs, to facilitate this process,
the ignition system is often equipped with pre-combustion chambers (called also prechamber)
Prechambers are usually mounted to the cylinder head, in which combustion is initiated before
charge enters into the main combustion chamber. The standard pre-chamber represents about one to
two percent of the clearance volume. The ignition energy in this case is about one million times higher
than in standard spark plug [15]. Most prechambers work on air fuel mixtures with an equivalence
ratio more than 1. It results in higher nitrogen oxides formation in prechambers and therefore has
a significant effect on the overall emission of nitrogen oxides. The emission of nitrogen oxides for
φ = 1.25 was more than 70% higher than in case with φ = 0.95 (the drop from 155 ppm to 40 ppm
referred to 15% oxygen in exhaust gases) [16]. In very lean combustion, the vast majority of nitrogen
oxides are formed in prechamber. Burning of leaner mixtures in pre-combustion chamber (PCC)
results in lower NOx emission but affects the stable operation. Tozzi et al. [17] investigated novel PCC
technology with unique vortex flow providing reduction of NOx emission without compromising
engine stability. They confirmed 34% reduction of NOx with a one percent gain in engine efficiency
compared to 30% reduction of NOx with 7.5% loss of engine efficiency in classical PCC approach.
In connection with the introduction of new emission standards in Switzerland [18], Roethlisberger
and Favrat [19] successfully modernized the Liebherr G 926 TI engine powered by natural gas by
using pre-chambers in place of spark plugs to reduce hydrocarbons (THC), carbon monoxide and
nitrogen oxide emissions, achieving lower emission values than the new regulations. Application
of prechamber autoignition potential in a lean combustion regime demonstrated negative impact
on NO, THC and CO emission (increase by 202%, 45% and 30% respectively) with decrease of fuel
conversion efficiency by 17% comparing to SI ignition system [20] Therefore, the use of self-ignition in
the pre-chamber was not considered in this article.
The analysis of the GMVH-12 engine carried out by Rojewski [21] showed irregularity of pressures
indicated in the cylinders. The modification of the fuel gas supply system in the form of swirling
fuel valves was performed. After applying this solution, the pressure in the cylinders became more
uniform, which positively influenced the engine efficiency.
A different approach for decreasing THC, CO and NOx emission in gas engines are the
secondary methods. In case of NOx reduction selective catalytic or non-catalytic reduction (SCR,
SNCR) can be applied. However, these solutions require additional equipment investments, reagent
injection, more complicated measuring and control system, which results in a significant increase of
operating expenses.
Considering the fact that the most favorable results were obtained with the use of precombustion
chambers, it was decided to modernize the GMVH-12 engine using this technology.
The main objective of investigations presented in this article was to analyze and quantify the
benefits of implementing the prechamber ignition system in a two-stroke, large bore reciprocating gas
engine fueled by natural gas, especially by NO emission study. In first part of the study the engine
GMVH-12 was equipped with classical spark plug (SP) ignition system while in the second stage of
investigation the ECO-JET prechambers were installed. The parameters used to quantify the effect of
various ignition systems on combustion process in gas engine the variance of peak pressure (COV)
as well as the emission of nitric oxide (NO), carbon monoxide (CO) and total hydrocarbons (THC)
were examined. In addition, the specific fuel consumption index gi was calculated for all performed
engine tests.
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2.
2. Experimental
Experimental Setup
Setup

2.1. Test
2.1. Test Object
Object
The investigated
The investigated engine,
engine, type
type GMVH-12,
GMVH-12, is
is aa twelve-cylinder,
twelve-cylinder, two-stroke
two-stroke gas engine driving
three-cylinder gas compressors by common crankshaft system (Figure 1). The composition of the fuel
three-cylinder fuel
is presented
is presented in Table 1.

Figure
Figure 1.
1. Scheme
Scheme of
of Cooper–Bessemer
Cooper–Bessemer GMVH-12
GMVH-12 engine
engine [21].

Table
Table 1. Fuel gas composition.
Component Fraction (%)
Component Fraction (%)
CH4 95.677
C2H6 CH4 95.677 1.183
C3H8 C2 H6 1.183 0.167
C4H10 C3 H8 0.167 0.018
C4 H10 0.018
N2 2.955
N2 2.955

The GMVH-12 engine is turbocharged with ET-18 turbochargers powered by exhaust gas
comingThefrom
GMVH-12
engine engine
operation.is turbocharged
It consists ofwith ET-18 turbochargers
a centrifugal poweredmounted
blower and turbines by exhaust ongas coming
a common
from engine
shaft. operation. It
The compression consists
ratio of theofturbocharger
a centrifugal is blower andGMVH-12
1:3. The turbines mounted
engine uses on aacommon shaft.
transversely-
The compression ratio of the turbocharger is 1:3. The GMVH-12 engine uses
flushed cylinder system. It consist of air injection into the cylinder at an angle to the cylinder head.a transversely-flushed
cylinder
Then thesystem.
air streamIt consist
turns ofand airheads
injection intoexhaust
to the the cylinder at an angle
windows. to the the
Currently, cylinder
GMVH-12 head. engines
Then theare air
stream turns
supplied withand
gasheads
fuel byto the
gas exhaust
injectionwindows.
valves. They Currently, the GMVH-12
are located centrally engines are supplied
in the cylinder head with
and
gas fuel by gas injection valves. They are located centrally in the cylinder
their open–close drive is transmitted mechanically by cam followers from the cam placed on the head and their open–close
drive is transmitted
connecting rod of themechanically
shaft. Pressure by cam followers
and the amount from the supplied
of gas cam placed on the
to the connecting
valves rod of the
are controlled by
shaft.
the GOV Pressure
10/50 GasandEngine
the amount
Governorof gas supplied
based to theload
on engine valves
andare controlled
engine by the
rotational GOV
speed. The10/50 Gas
ignition
Engine
is Governor
provided with twobased on engine
spark plugs load andon
located engine rotational
the cylinder speed.
head. TheThe ignition
main is provided
parameters of GMVHwith two
are
spark plugs
presented in located
Table 2.on the cylinder head. The main parameters of GMVH are presented in Table 2.
To study
To studythe theinfluence
influence of different
of different ignition
ignition systemssystems on combustion
on combustion processprocess in GMVH-12
in GMVH-12 engine,
engine, during the second stage of investigations the engine was
during the second stage of investigations the engine was equipped with scavenged ECO-JETequipped with scavenged ECO-JET
prechamber. Accurate
prechamber. Accurate testing
testing of of these
these devices
devices waswas carried
carried outout atat Colorado
Colorado State
State University
University[15,16].
[15,16].
The cross-sectional view of ECO-JET prechamber is displayed in Figure
The cross-sectional view of ECO-JET prechamber is displayed in Figure 2. The volume of PCC used 2. The volume of PCC used
in the
the current
current work
work is 3
in is 38.9
38.9 cmcm ,, which
3 which corresponds
corresponds to to 1.35%
1.35% of of the
the clearance
clearance volume. Initially the
volume. Initially the
GMVH-12 engine
GMVH-12 engine waswas notnot designed
designed for for operation
operation with
with aa PCC
PCC ignition
ignition system.
system. Therefore,
Therefore, systems
systems areare
pre-assembled in place of one of the two spark plugs located in the cylinder
pre-assembled in place of one of the two spark plugs located in the cylinder head. These openings head. These openings are
are positioned at an angle (Figure 3) so the gas emerging from the prechamber through the single
hole is able to spread in a considerable volume of the main chamber.
 Energies 2018, 11, 336 5 of 15
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Table2.2.Basic
Table Basicparameters
parametersofofgas
gasengine.
engine.
positioned at an angle (Figure 3) so the gas emerging from the prechamber through the single hole is
able to spread
Enginein
Engine a considerable volume of the main chamber.
Specification
Specification Data
Data
Enginetype
Engine type Two-stroke
Two-stroke
Ratedpower
Rated power Table 2. Basic parameters of gas engine. 1790kW
1790 kW
Intake
Intake Turbochargerwith
Turbocharger withintercooler
intercooler
Engine
NumberSpecification
Number ofofcylinders
cylinders Data
1212ininV Vconfiguration
configuration
Engine type 355.6××374.12
355.6 374.12mm—left
mm—left bankofofcylinders/355.6
bank
Two-stroke cylinders/355.6××372.14
372.14mm—
mm—
Bore
Bore
Rated ××stroke
power
stroke 1790 kW
right
right bank
bank ofofcylinders
cylinders
Intake Turbocharger with intercooler
Compressionratio
Compression ratio 9.62:1—leftbank
9.62:1—left bankofofcylinders/9.60:1—right
cylinders/9.60:1—rightbank bankofofcylinders
cylinders
Number of cylinders 12 in V configuration
Bore Fuel
Fuel supply
supply
× stroke Direct
355.6 × 374.12 mm—left bankDirect
of injection—poppet
injection—poppet
cylinders/355.6 valve bank of cylinders
valve
× 372.14 mm—right
Rated
Rated crankshaft
crankshaft
Compression speed
ratio speed 330rpm
330 rpm bank of cylinders
9.62:1—left bank of cylinders/9.60:1—right
Fuel
Fuel
Fuel supplypressure
system
system pressure Direct injection—poppet
0.21–0.35MPa
0.21–0.35 MPavalve
Rated crankshaft speed 330 rpm
Chargeair
Charge airtemperature
temperature
Fuel system pressure
633KK
633
0.21–0.35 MPa
Charge
Charge
Charge airpressure
air pressure
air temperature 0.038
0.038
633 K MPa MPa
Exhaust
Exhaust gases
Chargegases
air temperature
pressure
temperature 0.038 700700KK
MPa
Exhaust gases
Compression
Compression temperature
pressure
pressure inincylinder
cylinder 700 KMPa
2.8
2.8 MPa
Compression pressure in cylinder 2.8 MPa
Maximum
Maximum combustion
combustion
Maximum combustion pressure pressure
pressure 6.1
6.1
6.1 MPa MPa
MPa
Construction
Construction
Construction year
yearyear 1973 1973
1973

Figure2.2.
Figure
Figure Crosssection
2.Cross
Cross sectionofof
section ofECO-JET
ECO-JETprechamber.
ECO-JET prechamber.
prechamber.

(a)
(a) (b)
(b)

Figure
Figure3.3.
Figure (a)
3.(a) Location
Location
(a) Locationofofspark
ofspark plug
plug
spark (SP)
(SP)
plug ororpre-combustion
(SP) pre-combustion
or chamber
chamber
pre-combustion (PCC)
(PCC)
chamber inincylinder
(PCC) cylinder head;
head;
in cylinder (b)
(b)
head;
Configurations
Configurations of
of investigated
investigated ignition
ignition system.
system.
(b) Configurations of investigated ignition system.
Energies 2018, 11, 336 6 of 15

The ECO-JET prechambers are equipped with a water jacket cooling system which is connected
to the external water supply system. Thanks to this solution it was possible to use standard cylinder
heads which initially do not allow cooling of the prechamber.

2.2. Experimental Procedure

The study of the ignition system type influence on combustion process in large bore, stationary
gas engines were divided into three parts. The purpose of the first stage was to analyze the operation
of the GMVH-12 engine equipped with a classic (two spark plugs per cylinder) ignition system.
Parameters characterizing engine operation, like peak pressure in cylinder, indicated mean effective
pressure (IMEP) [22], specific fuel consumption and emission of toxic compounds (NO, CO, THC) were
investigated. The tests were done for five rotational speeds from 290 up to 330 rpm with an accuracy
of ±2 rpm. The indication process of each cylinder was prepared using measuring device Ultima EDI
equipped with Kistler piezoelectric combustion sensors with the total accuracy of 1.5%. The flue gas
composition was measured using a set of gas analyzers (Emerson Rosemount) with the following
sensors: infrared (CO, CO2 ), chemiluminescence (NO), paramagnetic (O2 ) and the Flame Ionization
Detector (THC). Accuracy of gas analyzers is presented in Table 3.

Table 3. Basic parameters of gas engine. THC: Total hydrocarbon.

Analyzer Range Accuracy

O2 0–25% ±1 of full scale
CO2 0–30% ±1 of full scale
CO 0–5000 ppm ±1 of full scale
NO 0–1000 ppm ±1 of full scale
THC 0–5000 ppm ±1 of full scale

In the second step of study, a separate single cylinder was analyzed. Several different configurations
of the ignition system were tested. In Case 1 two spark plugs were used, in Case 2 one SP and one PCC,
while in Case 3 only one PCC. In Case 4 two PCC were installed instead of spark plugs. During the
investigation of one PCC (Case 3) the prechamber was installed in two different places in the cylinder head
located in the ports A and B (as presented in Figure 3). In addition, in Case 3 and Case 4 the influence
of ignition time and different stoichiometry in PCC were tested. The ignition time has been changed by
decreasing the ignition angle to −2◦ before the top dead centre (TDC). For other tests, the ignition angle
was set on −5.4◦ by engine automatic control system. Further, the stoichiometry in PCC was changed by
supplying additional air to ECO-JET prechamber. The compressed air before the pre-chamber inlet was
mixed with fuel and as a premix mixture injected into the engine cylinder. The amount of air supplied
to the prechamber during normal operation is the result of the pressure exerted by the movement of the
piston and diameter of the PCC outlet opening. Therefore, it is impossible to characterize the value of
equivalence air ratio. The third part of the investigation has been prepared for gas engines equipped
with one pre-combustion chamber per one cylinder mounted in port A (Figure 3). During this stage of
investigation the same parameters characterizing engine operation as in the first step were collected for five
engine rotational speeds. Obtained data was used for analysis of the influence of prechamber installation on
operation parameters of engine.

3. Results and Discussion

3.1. Preliminary Test with Two Spark Plugs Ignition

In the first stage of study each cylinder of GMVH-12 gas engine was equipped with two spark
plugs, where the ignition delay was controlled automatically and set on an angle equal to −5.4◦ before
the TDC. Main working parameters of engine are presented in Table 4. The analysis of mean effective
pressure distribution and overall emission have been collected for five rotational speeds (range from
Energies 2018, 11, 336 7 of 15
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Formula
290 up to(1),
330where theaddition,
rpm). In Qb is thethe
fuel gas consumption
specific presented
fuel consumption in m3/h
parameter and
was Ni is average
calculated power
according to
value
Formulaof the
(1),engine
where calculated based
the Qb is the fuelon
gasthe indicated pressure
consumption of 12
presented in m 3 /h andin
cylinders N[kW].
is Specific
average fuel
power
i
consumption for thecalculated
value of the engine two sparkbased
plugsonconfiguration
the indicatedranged fromof0.274
pressure Nm3/kWh
12 cylinders to 0.269
in [kW]. Nm3/kWh
Specific fuel
for 290 and 330
consumption forrpm two spark plugs configuration ranged from 0.274 Nm /kWh to 0.269 Nm3 /kWh
the respectively. 3

for 290 and 330 rpm respectively. Q Nm3

g = Q Nm [ ] (1)
gi = Nb [ kWh] (1)
Ni kWh
The example of combustion pressure distribution trends for 12 cylinders at 300 rpm rotational
The example of combustion pressure distribution trends for 12 cylinders at 300 rpm rotational
speed is demonstrated in Figure 4. For all tests, the coefficient of variation for engine before
speed is demonstrated in Figure 4. For all tests, the coefficient of variation for engine before
modifications COVE,I was calculated as the ratio of standard deviation of the main chamber peak
modifications COVE,I was calculated as the ratio of standard deviation of the main chamber peak
pressures and the average main chamber peak pressure from 12 cylinders [23]. Main chamber peak
pressures and the average main chamber peak pressure from 12 cylinders [23]. Main chamber peak
pressure was designated on 10 work cycles from one engine cylinder. For each cylinder, a series of
pressure was designated on 10 work cycles from one engine cylinder. For each cylinder, a series
IMEP measurements were performed. Figure 4 displays indicated mean effective pressure for 12
of IMEP measurements were performed. Figure 4 displays indicated mean effective pressure for
cylinder of GMVH-12 engine.
12 cylinder of GMVH-12 engine.
Table 4. Work parameters of GMVH-12 engine.
Table 4. Work parameters of GMVH-12 engine.
Manifold Air Manifold Air Ignition Fuel
Power Fuel Consumption Manifold Manifold
Power Fuel Consumption Pressure TemperatureIgnitionTiming
Timing Injection
Fuel Injection
(kW) (Nm3/h) Air Pressure Air Temperature
(kW) (Nm3 /h) (kPa) ◦ (°C) (◦ BTDC)
(°BTDC) (◦(°BTDC)
BTDC)
(kPa) ( C)
1382–1554 389–422 18.6–23.6 36–38 3.75–5.1 76
1382–1554 389–422 18.6–23.6 36–38 3.75–5.1 76

Figure 4. Indicated mean effective pressure for 12 cylinders of the GMVH-12 engine, rotational speed
Figure 4. Indicated mean effective pressure for 12 cylinders of the GMVH-12 engine, rotational speed
300 rpm, spark plug ignition system.
300 rpm, spark plug ignition system.

The obtained
The obtained COV
COVE,I covers the
E,I covers the range
range from
from 10.9
10.9 up
up to
to 13.4.
13.4. The
The lowest
lowest value
value was
was measured
measured for
for
300 rpm
300 rpm and
and maximum value at
maximum value at 320
320 rpm. It shows
rpm. It shows high
high combustion instabilities caused
combustion instabilities caused mainly
mainly by
by
misfiring. Second group of analyzed parameters was overall emission of NO, CO
misfiring. Second group of analyzed parameters was overall emission of NO, CO and THC toxicand THC toxic
compounds from
compounds from the
the whole
whole engine. The results
engine. The results are
are presented
presented in
in Figure
Figure 5.
5.
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Energies 2018, 11, 336 8 of 15

Figure 5. Overall emission for gas engine GMVH-12 with spark plugs ignition system.
Figure 5. Overall emission for gas engine GMVH-12 with spark plugs ignition system.

It can
It can bebe observed
observed that that the
the values
values of
of all
all measured
measured compounds
compounds decreasedecrease with
with an
an increase
increase in in the
the
rotational speed. Nitric oxide emission is about 30% lower than presented by
rotational speed. Nitric oxide emission is about 30% lower than presented by Rudkowski et al. [10] Rudkowski et al. [10] for
twotwo
for stroke gasgas
stroke engine
engineGMVH-8
GMVH-8 with EGR,
with butbut
EGR, stillstill
fourfourto five times
to five higher
times than
higher emission
than emissionlimits for
limits
new engines [7]. The gas analyzers for THC were calibrated using a mixture
for new engines [7]. The gas analyzers for THC were calibrated using a mixture of CH4 and N2 as of CH 4 and N 2 as span
gas, thus
span gas,thethusdisplayed results for
the displayed highfor
results hydrocarbons emission emission
high hydrocarbons refer to molar
referfraction
to molar of methane
fraction of in
flue gases.inThe
methane fluemaximum
gases. The value of THC value
maximum (0.82%)ofwas
THC obtained
(0.82%)for wastheobtained
rotationalfor
speed equal to 290
the rotational rpm
speed
which is about 7.8% of the total amount of fuel delivered to the engine. For other
equal to 290 rpm which is about 7.8% of the total amount of fuel delivered to the engine. For other speeds, the average
value was
speeds, thealso on high
average valuelevel
was equal
also to
on7.4%.
high level equal to 7.4%.
The analysis
The analysis of of literature
literature and
andexperience
experienceofofindustrial
industrialpractice
practicehashasidentified
identifiedthat
that there
there is is
a
a possibility to achieve improvement in emission of toxic compounds
possibility to achieve improvement in emission of toxic compounds emission reduction by emission reduction by
modernization of
modernization ofthetheengine.
engine.TheThe
modification of ignition
modification systemsystem
of ignition with use of precombustion
with chambers
use of precombustion
was selected.
chambers was selected.

3.2. Study
3.2. Study ofof One
One Cylinder
Cylinder Work
Work
To determine
To determine the the best
best arrangement
arrangement of of the
the ignition
ignition system,
system, one
one randomly
randomly selected
selected cylinder
cylinder was
was
investigated in the second stage of study. In the preliminary tests, the cylinder
investigated in the second stage of study. In the preliminary tests, the cylinder was equipped with was equipped with
two spark
two spark plugs,
plugs,while
whileininthe thefurther
furtherattempts
attempts thethe
prechambers
prechambers werewereused. The The
used. investigation has been
investigation has
done at one rotational speed of 320 rpm for three configurations of ignition
been done at one rotational speed of 320 rpm for three configurations of ignition system with PCC.system with PCC. Initially
GMVH-12
Initially engine isengine
GMVH-12 equipped with twowith
is equipped spark plugs.
two Therefore,
spark it was possible
plugs. Therefore, it was to study the
possible influence
to study the
of PCC location in the cylinder head, in place of spark plugs ports on the
influence of PCC location in the cylinder head, in place of spark plugs ports on the combustioncombustion stability as well
as emission
stability of THC,
as well NO andofCO.
as emission ForNO
THC, all and
performed
CO. Fortests coefficient of
all performed testsvariation fromofone
coefficient cylinder
variation for
from
different configurations of ignition system
one cylinder for different configurations of ignition COV C was calculated. The COV
system COVC was calculated. C is the ratio of standard
The COVC is the
deviation of main chamber peak pressures and average main chamber
ratio of standard deviation of main chamber peak pressures and average main chamber peak pressure from 10 work
peak
cycles of one cylinder. The results of determined COV C are presented in Figure
pressure from 10 work cycles of one cylinder. The results of determined COVC are presented in Figure 6.
6. It can be noted that the most uniform combustion process inside the cylinder (the most uniform
distribution
It can beofnoted
combustion
that thepressure) was obtained
most uniform combustion for case withinside
process only one PCC in port
the cylinder (theB.most
Theuniform
value of
COV C is
distribution1.4%, which is 20% lower than for two spark ignition configuration.
of combustion pressure) was obtained for case with only one PCC in port B. The valueThe obtained values can
be referred to results of Olsen and Lisowski investigations on single separated
of COVC is 1.4%, which is 20% lower than for two spark ignition configuration. The obtained values cylinder, where the COV
has be
can ranged fromto10%
referred to 25%
results depending
of Olsen on equivalence
and Lisowski ratio in the
investigations on prechamber
single separated [16]. cylinder,
For prechamber
where
Energies 2018, 11, x 9 of 15
Energies 2018, 11, x 9 of 15
Energies
the COV2018,has11,ranged
336 from 10% to 25% depending on equivalence ratio in the prechamber [16].9 For of 15
the COV hasinstalled
prechamber ranged from 10%Atothe
in port 25% dependinginstabilities
combustion on equivalence ratio in
increase. thephenomena
This prechambercould [16]. For
be
prechamber installed in port A the combustion instabilities increase. This
explained by air-fuel mixture composition distribution in the cylinder, as near to the port A the phenomena could be
installed in port A the combustion instabilities increase. This phenomena could be explained by air-fuel
explained by air-fuel
stoichiometric mixture
composition composition
is present. This distribution
conclusion isinbased
the cylinder, as near toFluid
on Computional the port A the
Dynamics
mixture composition distribution in the cylinder, as near to the port A the stoichiometric composition
stoichiometric
(CFD) calculationcomposition is present.
results of natural This conclusion
gas combustion is based
process on Computional
in GMVH-12 Fluid
engine. It can Dynamics
also explain
is present. This conclusion is based on Computional Fluid Dynamics (CFD) calculation results of
(CFD)
that calculation
more results of natural
stable combustion, gas combustion
in comparison to 2-PCCprocess in GMVH-12
case, occurs engine. It can (COV
in 2-SP configuration, also explain
C = 2.3
natural gas combustion process in GMVH-12 engine. It can also explain that more stable combustion,
that1.7
and more stable combustion,
respectively for 2-PCCin andcomparison to 2-PCC
2-SP). Delivering of case, occursair
additional into
2-SP
theconfiguration,
PCC-B, results(COV C = 2.3
in increase
in comparison to 2-PCC case, occurs in 2-SP configuration, (COVC = 2.3 and 1.7 respectively for
and 1.7 respectively
intensity of misfiringfor 2-PCC is
(mixture and
out2-SP). Delivering
of high of additional
flammability limits) andair to the PCC-B,
unburned fuelresults in increase
is injected to the
2-PCC and 2-SP). Delivering of additional air to the PCC-B, results in increase intensity of misfiring
intensity
main of misfiring
cylinder (mixture isthe
which influences outdose
of high flammability
composition. The limits) andoccurs
ignition unburnedonlyfuel
for is
oneinjected
PCC-A tobut
the
(mixture is out of high flammability limits) and unburned fuel is injected to the main cylinder which
main
not allcylinder which This
fuel is burned. influences the dose
hypothesis can composition.
be confirmed The ignition occurs
by analyzing the THC only for one as
emission, PCC-A but
its value
influences the dose composition. The ignition occurs only for one PCC-A but not all fuel is burned.
notPCC-A
for all fuel is
is higher
burned.than
Thisfor
hypothesis
test withcanonlybeoneconfirmed by analyzing
PCC located in port the THCresults
B. The emission, as its value
of influence of
This hypothesis can be confirmed by analyzing the THC emission, as its value for PCC-A is higher than
for PCC-A
ignition is higher
system than for
on emission oftest
toxicwith only onefor
compounds PCConelocated
cylinder in are
port B. The results
displayed of influence
in Figure 7. of
for test with only one PCC located in port B. The results of influence of ignition system on emission of
ignition system on emission of toxic compounds for one cylinder are displayed in Figure 7.
toxic compounds for one cylinder are displayed in Figure 7.

Figure 6. Variance of peak pressure COVC for different ignition systems.

Figure 6. Variance of peak pressure COV for different ignition systems.
Figure 6. Variance of peak pressure COVCC for different ignition systems.

Figure
Figure7.7.Emission
EmissionofofNO
NOand
andTHC
THCfor
fordifferent
differentignition
ignitionsystems
systemsfrom
fromone
onecylinder
cylinderof
ofGMVH-12.
GMVH-12.
Figure 7. Emission of NO and THC for different ignition systems from one cylinder of GMVH-12.
Energies 2018, 11, x 10 of 15

Energies 2018, 11, 336

For all investigated tests when using PCC (PCC-A, PCC-B, 2-PCC), NO emission was lower10than of 15

in two spark plugs basic configuration. It is the result of spatial distribution of the combustible
mixture
For ignition by flame
all investigated jet exiting
tests when using fromPCCthe PCC,
(PCC-A,as its energy
PCC-B, is in the
2-PCC), NO order of onewas
emission million
lowertimesthan
the
in two spark plugs basic configuration. It is the result of spatial distribution of the combustible peak
spark plug discharges [15]. Therefore, it allows to ignite leaner mixtures, reduce the mixture of
combustion
ignition by flame temperature
jet exitingandfromconsequently
the PCC, as itsreduce
energy is thein the
NOorderformation throughtimes
of one million the the
thermal
spark
mechanism. For PCC-B and 2-PCC configurations the reduction of
plug discharges [15]. Therefore, it allows to ignite leaner mixtures, reduce the peak of combustion THC was also observed
(compared
temperaturetoand 2-SP ignition). It reduce
consequently is likelythecaused by the combustion
NO formation through the stability.
thermalInmechanism.
the case with ForPCC-A,
PCC-B
where the combustion mixture is too rich for proper ignition, the increase
and 2-PCC configurations the reduction of THC was also observed (compared to 2-SP ignition). It is of THC is significant
compared
likely caused to PCC-B
by thetest results, and
combustion even for
stability. In 2-SP ignition
the case withconfiguration.
PCC-A, whereBased on the analysis
the combustion mixtureof theis
results shown in Figures 6 and 7 it can be concluded that the best ignition
too rich for proper ignition, the increase of THC is significant compared to PCC-B test results, and even system solution for the
investigated
for 2-SP ignition engine will be oneBased
configuration. pre-combustion chamber
on the analysis of thelocated
resultsin port B.
shown in For this 6case
Figures andthe 7 it lowest
can be
emission of NO, more consistent combustion and less cycle-to-cycle combustion
concluded that the best ignition system solution for the investigated engine will be one pre-combustion variation is obtained,
which
chamber leads to theinlowest
located port B.THC emission.
For this case the lowest emission of NO, more consistent combustion and
less cycle-to-cycle combustion variationoperation
In the next step of single cylinder is obtained, study,
which theleads
influence
to theof ignition
lowest THC time and different
emission.
stoichiometry
In the next step of single cylinder operation study, the influence of ignition time and the
in PCC was tested, but only for two configurations of ignition system: pre-
different
combustion
stoichiometry chamber
in PCC waslocated in port
tested, A or for
but only port B. The
two ignition delay
configurations was decreased
of ignition system: the to −2° before TDC
pre-combustion
of the piston. This solution favorably affects the reduction of nitric
chamber located in port A or port B. The ignition delay was decreased to −2 before TDC of the piston. ◦ oxides formation (NO
decreasing—in case of 2-SP
This solution favorably affectsignition) but also
the reduction of reduce the value
nitric oxides of IMEP
formation (NOand consequentlycase
decreasing—in decreases
of 2-SP
the
ignition) but also reduce the value of IMEP and consequently decreases the engine efficiency. The resultsare
engine efficiency. The results of ignition delay influence on emission and combustion stability of
presented
ignition delayin Figure 8. on emission and combustion stability are presented in Figure 8.
influence

Figure 8.
Figure Emission of
8. Emission of toxic
toxic compounds
compounds versus
versus ignition
ignition time.

Results presented in
Results presented inFigure
Figure8 8show
showthat that nitric
nitric oxide
oxide reduction
reduction is observed
is observed onlyonly forPCC-A
for the the PCC-A
case,
case, and is about 60% when ignition delay is shifted to an angle of◦−2° before
and is about 60% when ignition delay is shifted to an angle of −2 before TDC. For PCC located in TDC. For PCC located
in port
port B, B,
thethe
NO NO increases
increases by by 75%.
75%. Similar
Similar trend
trend is observed
is observed forfor combustion
combustion stability,
stability, improvement
improvement for
for PCC-A
PCC-A and and deterioration
deterioration for PCC-B.
for PCC-B. Decreasing
Decreasing of combustion
of combustion stabilitystability for pre-combustion
for pre-combustion chamber
chamber
located inlocated
port Bindoes
port not
B does notthe
affect affect
THC theemission,
THC emission,becausebecause
overalloverall emission
emission decreases
decreases for
for both
both investigated cases, when the ignition occurs later. Further analysis of Figure
investigated cases, when the ignition occurs later. Further analysis of Figure 9 shows that combustion 9 shows that
combustion stability
stability is worse, whenis worse, when
additional air additional
is deliveredair to is
thedelivered to the
prechamber. Theprechamber. The value
value of variance of
of peak
variance
pressure coefficient increases from 1.3% up to 1.5%. Additionally, decreasing of equivalence ratio of
of peak pressure coefficient increases from 1.3% up to 1.5%. Additionally, decreasing in
equivalence ratio in PCC
PCC causes significant causesofsignificant
increase NO emission increase of NOreduction
and slight emissionofandTHCslight reduction
amount in the of THC
exhaust
amount
gases. Asinmentioned
the exhaust gases.
earlier, As mentioned
during the experiment earlier,
it wasduring the experiment
impossible it was
to characterize theimpossible to
air–fuel ratio
characterize the air–fuel ratio equivalence value in PCC. Therefore, in the final step of research the
Energies 11, x336
2018, 11,
Energies 2018, 11 of
11 of 15
15

pre-combustion chamber without supply of additional air was used and future investigation are
equivalence value in PCC. Therefore, in the final step of research the pre-combustion chamber without
needed.
supply of additional air was used and future investigation are needed.

Figure 9. Combustion stability (COVC ) versus ignition time.

Figure 9. Combustion stability (COVC) versus ignition time.
3.3. Analysis of Engine Operation with PCC Ignition System
3.3. Analysis of Engine Operation with PCC Ignition System
During the last step of the investigation, the engine was equipped with an ignition system
based During
on onethe last step of the chamber
pre-combustion investigation,located the in
engine
Port B wasin equipped
each of twelve with an ignition The
cylinders. system based
selection
on one pre-combustion chamber located in Port B in each of
of configuration was done based on results of one cylinder work in which the lowest NO and THC twelve cylinders. The selection of
configuration
emission as well wasasdone based value
the lowest on results
of COV of onewerecylinder
observed. work
Theinanglewhich of the lowest
ignition wasNOsetand 5.4◦
at −THC
emission
before TDC. as well as the lowest
Experiment has been value of COV
prepared for were observed.speeds
five rotational The angle fromof 290 ignition was set
to 330 rpm. at −5.4°
During the
before TDC. Experiment has been prepared for five rotational speeds
investigation, the analysis of main engine operating parameters was performed. The value of peak from 290 to 330 rpm. During
the investigation,
pressure coefficientthe analysis
variance COV ofE,II
mainwasengine
calculated operating
as a ratio parameters
of standard was performed.
deviation of theThe value of
12 cylinders
pressure and
peak pressure coefficient
averagevariance
IMEP ofCOV E,II wasafter
the engine calculated as a ratio of standard deviation of the 12
modification.
cylinders
Figure peak pressure
10 shows theand average
overall IMEP of
emission of toxic
the engine
compoundsafter modification.
for the whole engine equipped with
Figure 10 shows
a pre-combustion the overall
chamber. emission
It can be observedof toxicthat compounds
contents of fornitric
the wholeoxideengine equipped
and carbon with a
monoxide
pre-combustion chamber. It can be observed that contents of nitric
significantly decrease, while the THC share rises, compared to engine equipped with 2-SP. Reduction oxide and carbon monoxide
significantly
of NO emission decrease, while the
has changed fromTHC 33% share
at 290rises,
rpm compared
up to 60% to engine
at 330 rpm.equipped with 2-SP.
Reduction Reduction
of nitric oxide
of NO to
is due emission
the lackhas changed
of high from 33%peak
temperature at 290 rpm up
region in theto 60%
mainatcombustion
330 rpm. Reduction chamber,ofinduced
nitric oxide
by theis
due to the lack of high temperature peak region in the main combustion
spark plug ignition. Additionally the pulse jet injected from PCC causes the entrainment and mixing chamber, induced by the
spark
of freshplug ignition.
charge in the Additionally
main combustion the pulse jet injected
chamber from PCC
and ensures causes
more the entrainment
uniform distributionand mixing
of air-fuel
of fresh charge
mixture, reducing in the
areas main combustion
of enriched chamber
mixture inducingand increased
ensures more uniform distribution of air-fuel
NO formation.
mixture,
The reducing
emission areasof THC of enriched mixture25%
rose by around inducing
for allincreased
examined NO formation.
rotational speeds and causes the
Theof
increase emission of THC
the specific rose by around
fuel consumption value 25% for all examined
parameter to 0.291 Nm 3 /kWh.speeds
rotational and causes
In comparison the
to tests
increase of the specific fuel consumption value parameter to 0.291
with 2-SP ignition configuration, the gi increased by around seven percent, which means a roughly Nm 3/kWh. In comparison to tests

with
2.2% 2-SP ignition
reduction configuration,
of fuel conversionthe gi increased
efficiency. by around
Similar resultsseven
were percent,
obtainedwhich means a roughly
by Roethlisberger and
2.2%
Favratreduction
[24], where of the
fuelcomparison
conversion of efficiency.
operatingSimilarparameters resultsof were
natural obtained
gas powered by Roethlisberger
engine equipped and
Favrat [24], where the comparison of operating parameters of
with prechambers and spark plugs was realized. Increase of THC emission can suggest the dropnatural gas powered engine equipped
with prechambers
of combustion and spark
stability. plugs was
Although the realized.
calculated Increase
valuesofofTHC COVemission can suggest
E,II coefficient the drop
decreased of
for all
combustion stability. speeds.
investigated rotational Although Thethevalue calculated
of COVE,IIvalues is in theofrangeCOVfrom E,II coefficient
9.9 up to 12.4 decreased for all
with an average
investigated
value of 10.8 rotational speeds.
(11.7 for engine The2-SP).
with valueThisof COV E,II isthat
means in the PCCrange from system
ignition 9.9 up toimproves
12.4 withcombustion
an average
value of 10.8
stability (11.7percent
by eight for engine with 2-SP).
compared to 2-SPThis meansIn
system. that PCC11,
Figure ignition system improves
a comparison of maximumcombustion
peak of
stability by eight percent compared to 2-SP system. In
pressure for the whole engine with two investigated ignition systems is presented.Figure 11, a comparison of maximum peak of
pressure for the whole engine with two investigated ignition systems is presented.
 Energies 2018, 11, x 12 of 15
Energies2018,
Energies 11,11,
2018, x 336 1212ofof1515

Figure 10. Overall emission for gas engine GMVH-12 with pre-combustion chamber ignition system.
Figure
Figure10.
10.Overall
Overallemission
emissionfor
forgas
gasengine
engineGMVH-12
GMVH-12with
withpre-combustion
pre-combustionchamber
chamberignition
ignitionsystem.
system.

Figure 11. Peak of pressure for GMVH-12 engine with SP and PCC ignition arrangements.
Figure 11. Peak of pressure for GMVH-12 engine with SP and PCC ignition arrangements.
Figure 11. Peak of pressure for GMVH-12 engine with SP and PCC ignition arrangements.
The explanation of
The explanation of increased
increasedTHC
THCemission
emissioncan
canbebe that
that thethe back
back partsparts of prechamber
of prechamber and
and near
The explanation of increased THC emission can be that the back parts of prechamber and near
near
pistonpiston
wall wall regions
regions are place
are the the place of unburned
of unburned methane
methane formation
formation and and increased
increased emission.
emission. The
piston wall regions are the place of unburned methane formation and increased emission. The
The temperature rise is repressed due to heat transfer to the cylinder
temperature rise is repressed due to heat transfer to the cylinder walls walls causing incomplete
incomplete
temperature rise is repressed due to heat transfer to the cylinder walls causing incomplete
combustion.
combustion. Lean
Lean mixtures
mixtures sitting
sitting beyond
beyond the flammability
flammability limits
limits disrupt
disrupt flame
flame propagation
propagation and
and part
part
combustion. Lean mixtures sitting beyond the flammability limits disrupt flame propagation and part
of
of the
the mixture
mixture remains
remains without
withoutburning,
burning,resulting
resultingin
inincreased
increasedhydrocarbon
hydrocarbonemission
emission[25].
[25].
of the mixture remains without burning, resulting in increased hydrocarbon emission [25].
4.
4. Conclusions
Conclusions
4. Conclusions
The
The current
currentinvestigation
investigationononinfluence
influenceofof
ignition system
ignition in aintwo
system stroke,
a two large
stroke, borebore
large stationary gas
stationary
Thehas
engine current
shown investigation
that adding on
a influence ofignition
prechamber ignitionsystem
systemprovides
in a twobetter
stroke, large borestability
combustion stationary
and
gas engine has shown that adding a prechamber ignition system provides better combustion stability
gas engine has
decreases shown
toxic that adding
compounds a prechamber
emission such as ignition
nitric oxidesystem provides
and carbon better combustion
monoxide compared stability
to a spark
and decreases toxic compounds emission such as nitric oxide and carbon monoxide compared to a
and
plug arrangement. For both configurations the overall emission decreases with the rise of engineto
decreases toxic compounds emission such as nitric oxide and carbon monoxide compared a
load.
Energies 2018, 11, 336 13 of 15

The retrofitting of investigated engine by change of ignition system led to several positive
phenomena such as:

decrease of nitric oxide emission up to 60%;

reduction of carbon monoxide in the range from 22–26%, for 290 and 330 rpm respectively;
improvement of combustion stability by eight percent compared to 2-SP system;
increase of maximum peak pressure value.

Experimental study of separate cylinder work has shown that the location of the prechamber
in the cylinder head has a significant influence on the engine operational parameters. During the
study, two ports were investigated, one located in the axis of the cylinder (port A) and the second one
in port B. Combustion stability improvement (lower value of COVC ) as well as NO and CO content
reduction were observed only for port B, while for port A the overall emission was similar to emission
for 2-SP ignition but more engine misfire was measured (COVC = 3.6). Further analysis including the
influence of ignition time and stoichiometry in PCC allows us to make the following observations:

ignition time delay improves the combustion stability and reduces the NO and THC emission in
case of PCC-A, while for PCC-B this trend is the opposite;
nitric oxide emission and combustion instability increase with the decrease of equivalence ratio.

The results confirm that the pre-combustion ignition system can be successfully used as
an upgrade for a two-stroke gas engine equipped with a spark plug ignition. It ensures reduction of
combustion instability and toxic compounds emissions with a slight decrease in efficiency.

Author Contributions: Rafał Ślefarski and Jacek Wawrzyniak conceived and designed the experiments;
Michał Goł˛ebiewski, Paweł Czyżewski, Jacek Wawrzyniak, Rafał Ślefarski and Przemysław Grzymisławski performed
the experiments; Michał Goł˛ebiewski, Rafał Ślefarski, Paweł Czyżewski and Przemysław Grzymisławski analyzed
the data; Rafał Ślefarski and Jacek Wawrzyniak contributed reagents/materials/analysis tools; Paweł Czyżewski,
Rafał Ślefarski and Michał Goł˛ebiewski wrote the paper.
Conflicts of Interest: The authors declare no conflicts of interest.

Nomenclature
IMEP indicative mean effective pressure
COV coefficient of variation
TDC top dead center
PCC precombustion chamber
2-PCC two precombustion chamber
PCC-A precombustion chamber located in port A
PCC-B precombustion chamber located in port B
SP spark plug
2-SP two spark plugs
THC total hydrocarbons
EGR external gas recirculation
SCR selective catalytic reduction
SNCR selective non catalytic reduction
C cylinder
E,I engine with spark plugs ignition system
E,II engine with prechamber ignition system
gi specific fuel consumption
φ equivalence ratio
rpm revolutions per minute
Energies 2018, 11, 336 14 of 15

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