Gas Fuels for Engines of Internal Combustion with Spark Ignition

Lazizbek Daminov

, Abdulla Mirzaev

, Otabek Mirzaev

and Yashnarbek Sharipov

Tashkent State Technical University, 100095, University str. 2, Tashkent, Uzbekistan

Urgench State University, 220100, Kh.Alimdjan str. 14, Urgench, Uzbekistan

Shakhrisabz Branch of the Tashkent Institute of Chemical Technology, 181306, Shahrisabz str. 20, Shahrisabz, Uzbekistan

Keywords: Gas Fuels, Spark Ignition, Natural Gas.

Abstract: The article provides information about gas fuels currently used in internal combustion engines, their types

and composition. The analysis of the fuels used in these engines, as well as the types of fuels that meet today's

environmental requirements, is also presented. The analysis of scientific research work carried out on the

economic and environmental significance of the transition to natural gas fuel in the conditions of global

warming and reduction of oil reserves today is described.

1 INTRODUCTION

1.1 Overview of Fuels Used for

Internal Combustion Engines

Many authors describe the main types of fuels, which

are currently being used for automobile engines. They

are Erokhov V.I. (Erokhov, 2003), Khachiyan A.S.

(Khachiyan et al., 2008), Chernyshova N.D.

(Chebykin et al., 2024), and Zongyu Yue (Yue et al.,

2023) etc:

• Diesel fuel produced from petroleum; synthetic

diesel fuel produced from mineral oils; semi-

synthetic diesel fuel, consisting of various

ratios of the above fuels; gasoline with various

octane numbers;

• Fuels based on alcohols (wood, potato, corn,

etc.), mainly used in China, Brazil and

Argentina;

• Gas fuel based on various mixtures of propane

and butane, produced from oil;

• Fuel based on natural gas with methane content

from 80 to 99%, both in liquid and gaseous state

(Khachiyan et al., 2010);

• Fuel based on synthesis gas СН3 (ОН);

https://orcid.org/0000-0003-2179-9176

https://orcid.org/0000-0002-8894-9565

https://orcid.org/0009-0002-8386-8827

https://orcid.org/0000-0008-5289-8921

• Hydrogen fuels (Bryzgalov et al., 2009,

Khachiyan et al., 2008, Umerov et al., 2024);

In addition to fuels, electrical energy from storage

batteries, such as solar energy from cells, and

mechanical energy from flywheels are used. These

energies are not considered in this effort, since

vehicles with internal combustion engines are used

only for hybrid powertrains.

1.2 Promising Fuels for Vehicles

The most promising fuels in terms of environmental

requirements according to Erokhov V.I. (Erokhov et

al., 2011), Chernyshova N.D. (Chebykin et al., 2024

and others are natural gas, chemical formula CH

;

synthesis gas, chemical formula CH

(OH); hydrogen,

chemical formula H

To obtain zero toxicity of a car, hydrogen is

usually oxidized in a special device called a "fuel

cell", with the receipt of electrical energy used in

electric motors.

Internal combustion engines cannot compete with

electric motors in terms of zero toxicity (Cisek et al.,

2022), because even when hydrogen is burned in air

at a high temperature in the combustion chamber, in

addition to water, nitrogen oxides NOx are formed.

The absence of NOx emissions during combustion of

274

Daminov, L., Mirzaev, A., Mirzaev, O. and Sharipov, Y.

Gas Fuels for Engines of Internal Combustion with Spark Ignition.

DOI: 10.5220/0014261500004738

Paper published under CC license (CC BY-NC-ND 4.0)

In Proceedings of the 4th International Conference on Research of Agricultural and Food Technologies (I-CRAFT 2024), pages 274-280

ISBN: 978-989-758-773-3; ISSN: 3051-7710

hydrogen in an internal combustion engine is possible

only when pure oxygen is used as an oxidizer.

However, this is currently unacceptable due to the

impossibility of storing a sufficient amount of oxygen

on board the car. The use of hydrogen in road

transport on a large scale requires significant material

costs and new technologies, which have recently

received the prospect of further development.

The use of synthesis gas is associated with the

costs of obtaining it from natural gas and requires

material costs, both for the development of such units

and for the development of a network of filling

stations, which will restrain its further use.

Natural gas is the most promising in terms of both

economics and environmental performance. Natural

gas can produce both synthesis gas and hydrogen. So

that nowadays, natural gas is at the next step towards

achieving the lowest emissions of toxic substances

from internal combustion engines.

1.3 Changes in Environmental

Requirements for Car

Every year the fleet of automotive vehicles is growing

rapidly (Grigoriev et al., 1989). Accordingly, the

amount of pollutant emissions from the exhaust gases

of internal combustion engines is also growing. To

maintain the balance of the Earth's atmosphere,

harmful emissions should not exceed the capacity of

natural phenomena to neutralize them. In this case,

the bulk of the emissions should participate in the

cycle of chemical components in wildlife. Plants

using photochemical processes must absorb so all the

released from automobile engines. They are

required to decompose it into carbon and oxygen. In

this case, carbon participates in the process of

building living organisms of nature, and oxygen is

released into the atmosphere. Substances such as CO,

CH, NO

undergo redox processes on board with

vehicles to transform them into naturally occurring

substances (CO

, H

O, N

). These substances in the

earth's atmosphere should not increase in absolute

and relative quantities. The process of tightening the

standards of exhaust gas toxicity is natural

(Fusshoeller et al., 2004).

2 MATERIALS AND METHODS

Reducing pollutant emissions can be achieved by

various technical means used both to reduce the total

consumption of hydrocarbon fuels, and for redox

processes on board a vehicle Musabekov et al., 2023).

Reducing the consumption of hydrocarbon fuels can

be carried out as follows:

• by switching to a new type of environmentally

friendly fuel or energy;

• improvement of energy conversion processes in

internal combustion engines;

• transition to hybrid energy conversion schemes.

Redox processes on board a vehicle are usually

carried out using the following:

• multicomponent neutralizers and collectors;

• chemical filters;

• electrical plasma converters.

Each change in environmental requirements in

tightening leads to a complication of the design of

both the engine itself and its systems: fuel supply, air

supply, exhaust gas, oil, cooling, neutralization and

control. All this together leads to a rise in the cost of

the vehicle.

Tables 1 and 2 show the main characteristics of

liquid and gaseous fuels.

Table 1: Physical properties of isooctane, motor gasoline,

diesel fuel and liquefied propane as fuels for transport

Property Isooctane Petrol Diesel fuel Propane

Formula С

...С

…С

tom ratio H/C 2,25 2,03 1,63 2,67

Density at 15°

С, kg/m

690,2208 746,54 880,75 579,9772

Net calorific

alue Hu, kJ/k

44411,848 42912,076 40610,1 46411,54

nergy density,

MJ/m

30,653981 32,035581 35,767346 26,917635

Stoichiometric

number L

air/fuel (in

mass numbers)

15,1 14,7 13,9 15,7

Octane number 100 80-98

Cetane

number 40-

105

Stoichiometric

energy mixes

E, kJ / kg

Ev, MJ / m

2757,720 2732,142 2725,167 2780,972

1,903436 2,039653 2,400191 1,6129

Evaporation

temperature,

398,15 302,6...477,6 458,1.610,9 230,93

Saturated vapo

pressure (kPa)

55,16 45-105 1,38 1420,33 (1)

Flammable

limits lower (%

by volume)

upper (% by

volume)

1,4 1,4 1 2,2

7,6 7,6 6 9,5

Stoichiometric mixture energy, kJ / kg

stoichiometric mixture:

E=Hu/(1+L

) or in kJ/m

stoichiometric mixture

, where p is the density in kg/m

Gas Fuels for Engines of Internal Combustion with Spark Ignition

275

1. The critical temperature of propane is

369.817 K, the critical pressure is 4247.2 kPa.

The important parameters of gasoline as a fuel are:

the amount of energy (net calorific value) per unit of

mass and unit of volume, volatility and octane

number (Enomoto et al., 2023). Mass and volume

indicate the capacity of the fuel needs to be

conveniently placed on board the vehicle.

The volatility of the fuel is important in a vehicle

during cold start of the engine in order to obtain the

required air-fuel mixture. Currently, fuel volatility is

critical for exhaust emissions and fuel evaporation

from tanks in warm weather.

The octane number is indicative of the ability of

the fuel to prevent the occurrence of premature

ignition (detonation) of the air-fuel mixture in the

engine cylinders when the mixture is compressed in

the engine cylinders and, consequently, to its

efficiency.

Table 2: Physical properties of ethanol, methanol, methane

and hydrogen as alternative fuels for transport

Property Ethanol Methanol Methane Hydrogen

Formula С

ОН СН

Atom ratio H/C 3 4 4 -

ensity at 15° С,

kg/m

788,4814 790,878 0.672756 0.0864972

Net calorific

value, Нu, kJ/kg

26707,564 19903,948 50108,655 120028,25

Energy density,

MJ/m

21,058 15,742 21,256 8,486

Stoichiometric

number L

air/fuel (mass

number)

9,0 6,5 17,3 34,5

Octane numbe

101 100 129 60

Stoichiometric

energy mixture

E, kJ/kg

Ev, MJ/m

2690,288 2669,361 2750,744 3380,881

2,121 2,111 1,167 0,239

Flammable

limits lower (%

by volume)

upper (% by

volume)

4,3 7,3 5,3 4,1

19 36 15 74

3 RESULTS AND DISCUSSION

Ethanol can be used straight as a motor fuel in three

ways:

• 100% ethanol;

• from 5 to 15% ethanol mixed with gasoline;

• Hydro-ethanol, consisting of 95% ethanol and

5% water.

Direct use of ethanol, in the above three ways, as

a vehicle fuel has both advantages and disadvantages.

Because the high latent heat of vaporization of

ethanol results in a lower combustion temperature in

the engine cylinder.

It should be noted that alcohols methanol and

ethanol are not desirable to be used as additives in

gasoline, because they increase the saturated vapor

pressure of the mixture more than that of pure

gasoline. This increases the emission of gases into the

atmosphere. However, the gains in exhaust gas

emission reductions that can be achieved with these

alternative blends of gasoline and alcohols are very

small compared to those that can be achieved with

hydrogen or natural gas (Norouzi et al., 2021).

3.1 Natural Gas as Fuel for Vehicles

Natural gas (Erokhov et al., 2003) is a gaseous

mixture of light hydrocarbons, mainly methane and

ethane, and other gases found in the atmosphere of

our planet. In the early stages of the development of

the oil and gas industry, natural gas was obtained as a

by-product from the production of liquid fuels and

hydrocarbons for the chemical industry from oil.

Currently, from 3 to 5% of natural gas is obtained in

the above-mentioned industries, the rest consists of

approximately 10 to 20% obtained from oil wells and

from 75 to 87% from individual wells. Natural gas

found with oil can contain pentane and gasoline

constituents as well as propane and butane. This gas

is classified as a "wet" gas containing heavy

hydrocarbons. In the course of processing, the gas

condensate part is separated from it and "dry" gas is

obtained. The composition of natural gas varies

considerably from field to field.

Natural gas contains: propane, butane, pentane,

heavy hydrocarbons, hydrogen, oxygen, carbon

dioxide, nitrogen and helium (rarely found in small

quantities). Propane and butane are known as

liquefied petroleum gas (LPG or LPG), while pentane

and heavy hydrocarbons are known as natural

gasoline. Carbon dioxide, nitrogen and helium - inert

gases must be removed in order to improve the energy

value of natural gas.

When the fuel is ignited in the cylinder, hydrogen

creates active centers that improve the combustion

process. Therefore, the hydrogen content in natural

gas should be optimal from 6 to 8%, according to the

data by Bryzgalov A.A., Smolensky V.V. and Shaikin

A.P. (Bryzgalov et al., 2009, Umerov et al., 2024).

Natural gas, which is an odorless gas, is odorized

prior to distribution to the consumer to provide a

distinctive aroma that warns customers of potential

leaks. At normal atmospheric pressure, the density of

natural gas is too low, and therefore the energy supply

I-CRAFT 2024 - 4th International Conference on Research of Agricultural and Food Technologies

276

in this case will not be sufficient on board the vehicle.

To ensure the required supply of natural gas on board

the vehicle, it is necessary to compress (compress) to

20 either MPa or 80 MPa and place it in a high-

pressure vessel, or cool it to a liquid state and fill it

into a cryogenic tank.

One of the positive characteristics of natural gas

as a vehicle fuel is its high octane number from 125

to 130, which depends on the chemical composition

of the natural gas. This allows it to be used in engines

with high compression ratios from 11.5: 1 to 15: 1.

Due to this, the combustion efficiency improved with

obtaining maximum work, the power indicators of the

engine can be even higher than when running on

gasoline from 3 to 5%.

The main advantages of natural gas and

methane as motor fuels (Malyshev et al., 2008):

• reducing the wear of the connecting rod-piston

group of the engine increases the engine

resource;

• increase in engine overhaul mileage;

• an increase in the resource of spark plugs;

• increase in the service life of engine oil;

• lack of detonation;

• reduction of emissions of carbon dioxide and

toxic components in exhaust gases;

• a decrease in the vibration component of the

engine due to a decrease in the combustion rate

of methane and, accordingly, a decrease in the

rate of pressure rise in the combustion chamber.

Problems hindering the rapid introduction of natural

gas in modern transport, in contrast to gasoline and

diesel fuel:

• internal unavailability of the natural gas

infrastructure for the possibility of replacing

existing motor fuels (insufficient number of

CNG filling stations);

• insufficient supply of natural gas on board the

vehicle;

• lack of mass serial production of components

for gas equipment that meets modern safety

requirements, gas fuel vapor and exhaust gas

toxicity;

• lack of mass serial production of vehicles

running on natural gas;

• consequences for the environment during the

transportation and use of natural gas;

• economic aspects of natural gas as a fuel.

3.2 Economic Feasibility of Switching

to Natural Gas

The economic efficiency of natural gas is shown in

many works by Erokhov V.I. (Erokhov et al., 2003),

Kapustina A.A. (Kapustin et al., 2011), V.V.

Malysheva. (Llotko et al., 2000), D.V. Pasechnika.

(Matmurodov et al., 2024), Pevneva N.G. (Pevnev,

2010, Pevnev et al., 2010), Rovner G. (Rovner, 2006),

Teremyakina P.G., Khachiyan A.S., (Teremyakin et

al., 2011), Chernyshova N.D. (Chebykin et al., 2024)

and others. However, this has not yet become the

impetus for its mass introduction in transport.

Economic efficiency is determined by the price of

natural gas and its restrictions by government

agencies. The price of gas is made up of costs: for

prospecting a field, its appraisal, drilling a well,

building compressor stations for pumping gas,

building pipelines for transporting and distributing

gas, etc. These costs are significantly lower than the

costs of oil extraction and processing into motor fuels.

The second obstacle to the slow introduction of

natural gas in transport as a vehicle fuel is the high

cost of components for storing it on board. These

components include high pressure cylinders and

cryogenic tanks. The price of the rest of the fuel

equipment is commensurate with the price of

equipment for other types of fuels and does not

significantly affect the use of natural gas.

4 CONCLUSIONS

At present, when the price of natural gas is limited to

half the cost of gasoline with an octane rating of 76,

it allows the consumer to achieve savings from 3 to

3.5 times per 1 km of vehicle mileage. With such a

difference, even with the high cost of cylinders, the

payback period for light vehicles is from 25 to 30

thousand km and for trucks and buses about one year.

The advantages of natural gas in relation to other

types of fuel at the present stage of development:

• low price;

• the density is less than that of air, this ensures

the safety of its use due to its escape into the

upper layers of the atmosphere;

• the ratio of hydrogen atoms to carbon atoms is

4: 1, which, in comparison with gasoline,

reduces CO2 and CO emissions in exhaust

gases by up to 28%;

• the high value of the net calorific value

provides, in comparison with gasoline and

diesel fuel, the preservation and, in some cases,

Gas Fuels for Engines of Internal Combustion with Spark Ignition

277

an increase in engine power and torque (with an

optimal compression ratio, a high degree of

filling the cylinders with a fuel mixture, optimal

ignition parameters);

• low burning rate, in comparison with gasoline,

ensures smooth operation of the engine and,

accordingly, increases its resource;

• high knock value from 125 to 130 ensures

reliable engine operation in all modes with high

efficiency;

• is an environmentally friendly, renewable fuel

using plant residues for its production;

• when used in a compressed state (CNG), a

pump and an evaporator are not required to feed

the internal combustion engine into the

combustion chamber. When using wet gas, a

minimum heating of the reducer valve pair is

required to reduce the pressure.

Disadvantages of natural gas as a fuel and ways to

minimize them:

• storage on board a vehicle under high pressure

or at cryogenic temperatures, or in an adsorbent

increases the weight of cylinders or tanks, fuel

equipment and its fasteners;

• low combustion temperature, in comparison

with gasoline, increases the heating time of the

collector or neutralizer;

• causes the greenhouse effect in the earth's

atmosphere, for which it is required to

minimize its leakage from fuel systems and

emission from the combustion chamber during

the start of an internal combustion engine;

• when used in a liquefied state in cryogenic

cylinders, drainage into the atmosphere is

required to prevent an increase in pressure in

the cryogenic cylinder above the working one.

To reduce the weight of fuel equipment cylinders,

new materials have recently been used: aluminum

alloys, resin-impregnated fibrous synthetic materials,

stainless steels and super-strong steels, titanium

alloys - to obtain the required margin of safety. In

addition, the use of one cylinder of the same volume,

instead of several on the vehicle, also reduces their

overall weight.

To accelerate the heating of the catalyst, several

methods are currently used, these are:

• reducing the distance between the catalyst and

the exhaust valves of the engine;

• warming up the engine after starting is carried

out on lean mixtures to increase the

afterburning temperature of natural gas

(excessive depletion in the warm-up mode can

lead to a significant increase in NOx emissions

in the exhaust gases);

• an increase in the content of hydrogen

molecules in natural gas, which increases the

number of active ignition centers, and therefore

increases the combustion rate and temperature

of the exhaust gases;

• decomposition of methane molecules into

radicals of hydrogen and carbon, and oxygen

molecules into radicals of oxygen atoms before

ignition, which also increases the combustion

rate of the fuel mixture and its temperature;

• increasing the pressure in the combustion

chamber before ignition, by increasing the

compression ratio, leads to an increase in the

initial ignition temperature and, accordingly,

the combustion temperature.

To minimize methane emissions into the atmosphere,

the following measures are applied:

•special seals of pipelines and fittings, reducing

the likelihood of depressurization;

• use of a gas leakage monitoring system, which

signals about malfunctions and automatically

gives a command to shut off the gas valve to

stop gas fuel leaks;

• the use of catalysts for the oxidation of methane

to CO2 and H2O and excluding its release into

the atmosphere;

• optimization of gas consumption at engine start

and depletion of the mixture during its warming

up reduces methane emissions through exhaust

valves for engines with simultaneously open

intake valve;

• direct injection of gas into the combustion

chamber during compression, when both valves

(intake and exhaust) are closed;

• increasing the completeness of natural gas

combustion with the help of: various

constructive measures for the combustion

chamber, for the fuel mixture preparation

system and for the ignition system;

• reduction of misfire and inefficient combustion

in combustion chambers by increasing the

energy given off by the ignition coils.

To reduce the amount of methane emitted through the

drainage of the cryogenic cylinder, it is necessary:

• a catalyst is installed in the drain for the

oxidation of methane to CO2 and H2O and to

prevent it from entering the atmosphere;

• increase the degree of evacuation of the volume

of the cryogenic cylinder insulation;

I-CRAFT 2024 - 4th International Conference on Research of Agricultural and Food Technologies

278

• increase the degree of thermal insulation of the

inner vessel using special construction

materials (materials with low thermal

conductivity, mirror multilayer foil, etc.);

• increase the strength of the walls of the inner

vessel to increase the working pressure and

increase the time without drainage storage.

ACKNOWLEDGMENT

The management of the Tashkent State Technical

University named after Islam Karimov and the staff

of the department of “Energy Engineering and

Vocational Education” express deep gratitude to the

World Bank for the allocated grant and the Academic

Innovation Fund under the Ministry of Higher

Education, Science and Innovation of the Republic of

Uzbekistan as well as the Islamic Development Bank

for the assistance provided in the implementation of

this project.

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