Excellent Product.

Finally German companies are catching up with Natgas.
Because LNG vehicle gives 800 km and CNG 350 km does not mean that LNG has double the capacity.

It depends on the pressure of CNG cylinder, if stored at 630 bar, the CNG will be = LNG. I guess the cylinder offered should have 275 bar capacity.

350 km / 800 km * 630 bar = 275.

In laboratories, there are technology for 700 bar CNG cylinder which could have more range than LNG.

Anyway, its good that they are offering 2 choices.

Average Diesel price in US is currently 3.44 / gallon and I hope all truckers convert their trucks to CNG/LNG.

Infact Railway can do a lot of conversions.

Max:

Assuming we convert most trucks + railroads + buses + ships to NG, can USA produce enough NG to keep those fleets going for the next 20 - 50 years?

What would be the net impact on pollution and GHG?

What would be best, converting all existing coal fired power plants or the above?

Personnally, I think that converting the dirtiest coal power plants (operating 24 hours a day) + city buses-trucks may give better results, but the question remains, where would all the NG come from?

Harvey D

* Worlds natgas reserves are slightly ahead of Worlds oil reserves.

* Since natgas consumption is just 2/3 that of oil consumption, it may last more years and also its price today is much lower than Oil.

* Natgas is more widely distributed in the World compared to oil which is concentrated in a small area will lot of unrest.

* Natgas can be obtained by Bio sources and also Hydrates which are in the Sea. South Koreans are starting a venture to extract from Hydrates while the Germans have Bio-gas plant feeding the national grid.

With these points in mind, many countries like Argentina, Pakistan, Brazil have invested and created more than 1 million natgas in their countries and other countries like India, China, Iran are catching up.

Natgas is another alternative fuel like Ethanol. Again, this will give some buffer in the short run. No idea as what will happen 10 or 20 years down the line.

Definitely Nuclear, Wind & Solar have to ramp up.

Methane (CH4) can be synthesized from H2 and CO2 via various methods. Methane can also be produced directly via Solid Oxide Steam electrolysis in the presence of CO2. Solar and wind electricity in combination with waste heat and CO2 from the exhaust of a gas turbine power plant can be used for H2 and CH4 production. Therefore, methane, which makes up 95% of NG, can be considered a renewable fuel...far more practical and economical than ethanol can ever be, even cellulosic ethanol.
The serious PM pollution of diesel engines can be much improved by using NG in diesel engines.

The best option is to use biomethane from waste or by specially grown crops.....zero CO2.

The best option is to use biomethane from waste or by specially grown crops.....zero CO2.

Roger

You have put a technical note.
Just a question, I have read about Gasolene/Natgas Bi-fuelled engine and also Diesel/Natgas Bi-fuelled engine , is there a possibility to create gasolene/diesel bi-fuelled vehicle.

Also how economical is to produce Synthesized CH4. Can we extract Methane from Coal by any method.

Max Reid;

Tks for all the information. I understand that NG could help for a while. However, it seems that it would soon reach its own production peak, if consumption is multiplied.

Bio-methane could take over, but like bio-fuel, it too will have limitations.

Accellerated transport vehicles electrification + increased clean electricity production seem to be a neccessity, one or two decades from now.

Most ICE vehicles may have to be phased out. Otherwise, we may not afford to drive around, specially with our 2 and 3-tonnes ICE mastodones.

Harvey

You are correct that we have to goto Electrified Transport, but Natgas will help in the short term with gasolene/diesel prices.

Max,
Diesel/gasoline bi-fueled engine is not a practical combination.

Due to the easy vaporization of gasoline, it is used in homogenous-charge, spark-ignited combustion at a low-enough compression ratio to avoid pre-ignition. This produce an engine with light-weight and low-cost construction, yet higher volumetric and gravimetric specific power output due to the rapid combustion of the pre-mixed charge spark-ignited combustion, by supporting higher rpm's, while utilizing low-cost low-pressure fuel injectors at the intake port.

By contrast, diesel fuel does not vaporize easily as gasoline, so it must be injected at very high pressure to create very small droplets into a very dense and hot and high-compression-ratio air to initiate combustion. The requirement for high compression ratio makes diesel engine heavier and more expensive due to more robust construction, and the slower combustion in diesel engine does not support as high rpm as gasoline engine, hence lower specific output for diesel engine. Diesel direct injection system is expensive due to the requirement of very pressure. Diesel combustion requires higher air:fuel ratio than stoichiometric, hence higher NOx production which requires more expensive post combustion treatment. As such, diesel engine is mostly relegated to higher-duty-cycle commercial vehicles that favor fuel efficiency over performance and purchasing cost in comparison to passenger vehicles, which favor lower purchasing cost and higher performance.

To run gasoline more efficiently by using the diesel cycle or mode, the gasoline must be vaporized first as a very rich gaseous mixture in another chamber, and then injected into the cylinder head at maximum compression pressure. Even then, gasoline ignites at higher temperature than diesel fuel, and therefore, a pilot injection of diesel fuel must be injected first, or simultaneously, to support the combustion of the gasoline mixture. This is how natural gas is used in a diesel engine, since natural gas also requires higher temp to ignite in comparison to diesel fuel.

On the other hand, Ford has made spark-ignited engine that runs on diesel fuel at lower compression ratio, hence diesel fuel running like gasoline engine. This is not as efficient as the diesel cycle, and we don't see many of these engines.

I suppose that if you have a higher compression engine at 16:1 or above, with a variable intake valve timing, you can delay the intake valve closure to lower the effective compression ratio and run with port gasoline injection using a spark plug. The same engine can also run on diesel fuel with a direct diesel injector on the cylinder head when the intake valve closes at piston bottom dead center, although power output will suffer in the gasoline mode in exchange for much higher fuel efficiency in the gasoline mode. A turbocharger can be used to make up for the lost of power and gain even more efficiency. This engine can also run very efficiently on natural gas in the pre-mixed charge spark ignition mode, as well as on diesel fuel on the diesel cycle or mode.

There have been a lot of articles on GCC regarding the conversion of coal into methane. Basically, coal is gasified into syngas, and then the syngas is catalytically converted into methanol and then into methane. This is still easier and more efficient than F-T synthesis of the syngas into liquid fuel.

Correction to above: To run gasoline more efficiently by using the diesel cycle or mode, the gasoline must be vaporized first as a very rich gaseous mixture in another chamber, and then injected into the cylinder head at maximum compression pressure.

Sorry, this is not possible, since gasoline vapor will condense back into a liquid at high injection pressure. Hence the gasoline must be directly injected into the cylinder head in liquid form when the piston is at TDC.

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Most diesel engines will allow a percentage of gasoline to be mixed into the diesel. Many diesel engines will allow any kind of fuel to be mixed into the input air if it has a low cetane rating like gasoline or propane. As low as ten percent injected diesel will ignite the other gases. ..HG..