Investigating the effect of fuel cetane number, oxygen content, fuel density, and engine operating variables on NOx emissions of a heavy duty diesel engine

2016 ◽  
Vol 36 (1) ◽  
pp. 214-221 ◽  
Author(s):  
Devendra Singh ◽  
K.A. Subramanian ◽  
Manav Juneja ◽  
Kalyan Singh ◽  
Sathpal Singh ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Oxygen Content ◽  
Cetane Number ◽  
Nox Emissions ◽  
Heavy Duty ◽  
Operating Variables ◽  
Fuel Density ◽  
Heavy Duty Diesel Engine ◽  
Heavy Duty Diesel

scholarly journals The Influence of High Cetane Blending Components on Emissions From a Heavy-Duty Diesel Engine With EGR

2004 ◽  
Author(s):  
W. Stuart Neill ◽  
Wallace L. Chippior ◽  
Ken Mitchell ◽  
Craig Faibridge ◽  
Rene´ Pigeon ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Methyl Ester ◽  
Test Procedure ◽  
Cetane Number ◽  
Exhaust Emissions ◽  
Nox Emissions ◽  
Heavy Duty ◽  
Heavy Duty Diesel Engine ◽  
Heavy Duty Diesel ◽  
Soy Methyl Ester

The exhaust emissions form a single-cylinder version of a heavy-duty diesel engine with exhaust gas recirculation (EGR) were measured with eight high-cetane components blended into an ultra-low sulphur diesel base fuel. the blending components evaluated were conventional nitrate and peroxide cetane improver additives, paraffins from two sources, three ethers, and soy methyl ester. The blending components were used to increase the cetane number of a base fuel by ten numbers, from 44 to 54. Exhaust emissions were measured using the AVL eight-mode steady-state test procedure. PM and NOx emissions from the engine were fairly insensitive to ignition quality improvement by nitrate and peroxide cetane improvers. Soy methyl ester and two of the ethers, 1,4 diethoxybutane and 2-ethoxyethyl ether, significantly reduced PM emissions, but increased ONx emissions. The two paraffinic blending components reduced both PM and NOx emissions.

scholarly journals Understanding elevated real-world NOx emissions: Heavy-duty diesel engine certification testing versus in-use vehicle testing

Fuel ◽  
2022 ◽  
Vol 307 ◽  
pp. 121771
Author(s):  
Yu Jiang ◽  
Yi Tan ◽  
Jiacheng Yang ◽  
Georgios Karavalakis ◽  
Kent C. Johnson ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Real World ◽  
Nox Emissions ◽  
Heavy Duty ◽  
Certification Testing ◽  
Heavy Duty Diesel Engine ◽  
Heavy Duty Diesel ◽  
Vehicle Testing

Fuel Property Effects on PCCI Combustion in a Heavy-Duty Diesel Engine

2012 ◽  
Vol 134 (5) ◽  
Author(s):  
Cosmin E. Dumitrescu ◽  
W. Stuart Neill ◽  
Hongsheng Guo ◽  
Vahid Hosseini ◽  
Wallace L. Chippior
Keyword(s):  
Diesel Engine ◽  
Fuel Injection ◽  
Cetane Number ◽  
Injection System ◽  
Injection Timing ◽  
Heavy Duty ◽  
Fuel Property ◽  
Heavy Duty Diesel Engine ◽  
Soot Emissions ◽  
Heavy Duty Diesel

An experimental study was performed to investigate fuel property effects on premixed charge compression ignition (PCCI) combustion in a heavy-duty diesel engine. A matrix of research diesel fuels designed by the Coordinating Research Council, referred to as the Fuels for Advanced Combustion Engines (FACE), was used. The fuel matrix design covers a wide range of cetane numbers (30 to 55), 90% distillation temperatures (270 to 340 °C) and aromatics content (20 to 45%). The fuels were tested in a single-cylinder Caterpillar diesel engine equipped with a common-rail fuel injection system. The engine was operated at 900 rpm, a relative air/fuel ratio of 1.2 and 60% exhaust gas recirculation (EGR) for all fuels. The study was limited to a single fuel injection event starting between −30° and 0 °CA after top dead center (aTDC) with a rail pressure of 150 MPa. The brake mean effective pressure (BMEP) ranged from 2.6 to 3.1 bar depending on the fuel and its injection timing. The experimental results show that cetane number was the most important fuel property affecting PCCI combustion behavior. The low cetane number fuels had better brake specific fuel consumption (BSFC) due to more optimized combustion phasing and shorter combustion duration. They also had a longer ignition delay period available for premixing, which led to near-zero soot emissions. The two fuels with high cetane number and high 90% distillation temperature produced significant soot emissions. The two fuels with high cetane number and high aromatics produced the highest brake specific NOx emissions, although the absolute values were below 0.1 g/kW-h. Brake specific HC and CO emissions were primarily a function of the combustion phasing, but the low cetane number fuels had slightly higher HC and lower CO emissions than the high cetane number fuels.

scholarly journals Relationship between Fuel Properties and Cetane Response of Cetane Improver for Non-Aromatic and Aromatic Fuels Used In A Single Cylinder Heavy Duty Diesel Engine

2019 ◽  
Vol 2 (1) ◽  
Keyword(s):  
Sensitivity Analysis ◽  
Diesel Engine ◽  
Ignition Delay ◽  
Cetane Number ◽  
Fuel Properties ◽  
Heavy Duty ◽  
Heavy Duty Diesel Engine ◽  
Ignition Quality ◽  
Main Factors ◽  
Heavy Duty Diesel

Ignition improver additives are used to improve the ignition quality, or reduce the ignition delay; i.e. the time between when fuel is injected and time when combustion start is different this difference in time is minimize by additive is called cetane improver (CN). The Cetane Number (CN) is the most widely accepted measure of ignition quality to get desired value of centane number some additive are used hence ignition improvers are usually characterized by the fact that at what extent they can increase CN. By increasing cetane number we have two benefits that it helps smoother combustion and lower emissions. Fuel properties are always considered as one of the main factors to diesel engines concerning performance of cetane improver. There are still challenges for researchers to identify the most correlating and non-correlating fuel properties and their effects on cetane improver .In this study to derive the most un-correlating and correlating properties. In parallel, sensitivity analysis was performed for the fuel properties as well as to effect on performance of cetane improver

Influence of Fuel Aromatics Type on the Particulate Matter and NOx Emissions of a Heavy-Duty Diesel Engine

2000 ◽  
Author(s):  
W. Stuart Neill ◽  
Wallace L. Chippior ◽  
Ömer L. Gülder ◽  
Jean Cooley ◽  
E. Keith Richardson ◽  
...  
Keyword(s):  
Particulate Matter ◽  
Diesel Engine ◽  
Nox Emissions ◽  
Heavy Duty ◽  
Heavy Duty Diesel Engine ◽  
Heavy Duty Diesel

Fuel Property Effects on PCCI Combustion in a Heavy-Duty Diesel Engine

2010 ◽  
Author(s):  
Cosmin E. Dumitrescu ◽  
W. Stuart Neill ◽  
Hongsheng Guo ◽  
Vahid Hosseini ◽  
Wallace L. Chippior
Keyword(s):  
Diesel Engine ◽  
Fuel Injection ◽  
Cetane Number ◽  
Injection System ◽  
Injection Timing ◽  
Heavy Duty ◽  
Fuel Property ◽  
Heavy Duty Diesel Engine ◽  
Soot Emissions ◽  
Heavy Duty Diesel

An experimental study was performed to investigate fuel property effects on Premixed-Charge Compression Ignition (PCCI) combustion in a heavy-duty diesel engine. A matrix of research diesel fuels designed by the Coordinating Research Council, referred to as the Fuels for Advanced Combustion Engines (FACE), was used. The fuel matrix design covers a wide range of cetane numbers (30 to 55), 90% distillation temperatures (270 to 340°C) and aromatics content (20 to 45%). The fuels were tested in a single-cylinder Caterpillar diesel engine equipped with a common-rail fuel injection system. The engine was operated at 900 rpm, a relative air/fuel ratio of 1.2 and 60% exhaust gas recirculation (EGR) for all fuels. The study was limited to a single fuel injection event starting between −30° and 0°CA with a rail pressure of 150 MPa. The brake mean effective pressure (BMEP) ranged from 3.2 to 3.6 bar depending on the fuel and fuel injection timing. The experimental results show that cetane number was the most important fuel property affecting PCCI combustion behavior. The low cetane number fuels had better BSFC due to more optimized combustion phasing and shorter combustion duration. They also had a longer ignition delay period available for premixing, which led to near-zero soot emissions. The two fuels with high cetane number and high 90% distillation temperature produced significant soot emissions when the start of combustion occurred before the end of fuel injection. The two fuels with high cetane number and high aromatics produced the highest brake specific NOx emissions, although the absolute values were below 0.1 g/kW-hr. Brake specific HC and CO emissions were primarily a function of the combustion phasing, but the low cetane number fuels had slightly higher HC and lower CO emissions than the high cetane number fuels.

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