Advanced Diesel Combustion of a High Cetane Number Fuel with Low Hydrocarbon and Carbon Monoxide Emissions

2011 ◽  
Vol 25 (4) ◽  
pp. 1444-1456 ◽  
Author(s):  
Gregory K. Lilik ◽  
André L. Boehman
Keyword(s):  
Carbon Monoxide ◽  
Cetane Number ◽  
Diesel Combustion

STUDI PENENTUAN KOMPOSISI OPTIMUM CAMPURAN BAHAN BAKAR BIODIESEL–PETRODIESEL

2018 ◽  
Vol 4 (2) ◽  
Author(s):  
Soni S. Wirawan dkk
Keyword(s):  
Carbon Monoxide ◽  
Particulate Matter ◽  
Diesel Engine ◽  
Fuel Consumption ◽  
Diesel Fuel ◽  
Cetane Number ◽  
Price Policy ◽  
Oxides Of Nitrogen ◽  
Fuel Price ◽  
Biodiesel Blend

Biodiesel is a viable substitute for petroleum-based diesel fuel. Its advantages are improved lubricity, higher cetane number and cleaner emission. Biodiesel and its blends with petroleum-based diesel fuel can be used in diesel engines without any signifi cant modifi cations to the engines. Data from the numerous research reports and test programs showed that as the percent of biodiesel in blends increases, emission of hydrocarbons (HC), carbon monoxide (CO), and particulate matter (PM) all decrease, but the amount of oxides of nitrogen (NOx) and fuel consumption is tend to increase. The most signifi cant hurdle for broader commercialization of biodiesel is its cost. In current fuel price policy in Indonesia (especially fuel for transportation), the higher percent of biodiesel in blend will increase the price of blends fuel. The objective of this study is to assess the optimum blends of biodiesel with petroleum-based diesel fuel from the technically and economically consideration. The study result recommends that 20% biodiesel blend with 80% petroleum-based diesel fuel (B20) is the optimum blend for unmodifi ed diesel engine uses.Keywords: biodiesel, emission, optimum, blend

An integrated effort of medium reactivity fuel, in-cylinder, and after-treatment strategies to demonstrate potential reduction in challenging emissions of reactivity controlled compression ignition combustion

2019 ◽  
Vol 234 (5) ◽  
pp. 1260-1278
Author(s):  
R Murugan ◽  
D Ganesh ◽  
G Nagarajan
Keyword(s):  
Carbon Monoxide ◽  
Direct Injection ◽  
Cetane Number ◽  
Combustion Process ◽  
Oxidation Catalyst ◽  
Compression Ignition ◽  
Reactivity Controlled Compression Ignition ◽  
Potential Reduction ◽  
Carbon Monoxide Emission ◽  
Compression Ignition Combustion

Previous studies on reactivity controlled compression ignition combustion indicated that, reducing the hydrocarbon and carbon monoxide emissions at low load conditions still remains a challenge because of lower in-cylinder temperatures due to lower global reactivity gradient and reduced oxidation process. Research in this direction has not been reported so far and with this motivation, an attempt has been made to increase the global reactivity gradient and oxidation of fuel–air mixture by converting the low reactivity fuel methanol into medium reactivity fuel. This is achieved by mixing high octane oxygenated fuel, methanol (Octane Number: 110), with an oxygenated better cetane and volatility fuels like polyoxymethylene dimethyl ether (Cetane Number: 78) and isobutanol (Cetane Number: 15). The medium reactivity fuel with multiple direct injection of diesel fuel timed the combustion of dual fuel–air mixture to avoid too late or too advanced combustion which are the prime factors in controlling the unburnt emissions in a low temperature combustion process. Four medium reactivity fuel samples, M80IB20, M60IB40, M90P10, and M80P20, on percentage volume basis have been prepared and tested on the modified on-road three-cylinder turbocharged common rail direct injection diesel engine to demonstrate higher indicated thermal efficiency and potential reduction in unburnt and oxides of nitrogen/particulate matter emissions from reactivity controlled compression ignition combustion. Experimental results show that, use of medium reactivity fuel with optimized diesel injection strategy resulted in 66% decrease in hydrocarbon emission and 74% decrease in carbon monoxide emission by enhancing the oxidation of fuel–air mixture at lower temperatures which is evidently noticed in the combustion characteristics. Further reduction in hydrocarbon and carbon monoxide emission of about 90% has been achieved by integrating the diesel oxidation catalyst with the engine.

0511 Diesel Combustion of Emulsified Biodiesel with Cetane Number Improver

2013 ◽  
Vol 2013.50 (0) ◽  
pp. 051101-051102
Author(s):  
Toshiki NAGASHIGE ◽  
Kazuyo FUSHIMI ◽  
Eiji KINOSHITA ◽  
Yasufumi YOSHIMOTO ◽  
Yasuhito NAKATAKE
Keyword(s):  
Cetane Number ◽  
Diesel Combustion ◽  
Emulsified Biodiesel

Partially Premixed Combustion Application for Diesel Power Improvement

2017 ◽  
Author(s):  
Michael Walker ◽  
Robert Kelso ◽  
Kevin Bowes ◽  
Len Hamilton ◽  
Dianne Luning Prak ◽  
...  
Keyword(s):  
Carbon Monoxide ◽  
Jet Fuel ◽  
Premixed Combustion ◽  
Intake Manifold ◽  
Diesel Combustion ◽  
Unburned Hydrocarbon ◽  
Advanced Combustion ◽  
Partially Premixed Combustion ◽  
Partially Premixed ◽  
Start Of Combustion

A partially premixed combustion (PPC) approach was applied in a single cylinder diesel research engine in order to characterize engine power improvements. PPC is an alternative advanced combustion approach that generally results in lower engine-out soot and NOx emission, with a moderate penalty in engine-out unburned hydrocarbon (UHC) and carbon monoxide (CO) emissions. In this study PPC is accomplished with a minority fraction of jet fuel injected into the intake manifold, while the majority fraction of jet fuel is delivered directly to the combustion chamber near the start of combustion (SOC). Four compression ratios (CR) were studied. Exhaust emissions plus exhaust opacity and particulate measurements were performed during the experiments in addition to fast in-cylinder combustion metrics. It was seen that as CR increased the soot threshold equivalence ratio decreased for conventional diesel combustion, however this afforded an increased opportunity for higher levels of port injected fuel leading to power increases from 5 to 23% as CR increased from 14 to 21.5. PPC allowed for these power increases (defined by a threshold opacity level of 3%) due to smaller particles (and lower overall number of particles) in the exhaust that influence measured opacity less significantly than larger and more numerous conventional diesel combustion exhaust particulates. Carbon monoxide levels at the higher PPC driven power levels were only modestly higher, although NOx was generally lower due to the overall enriched operation.

scholarly journals EXPERIMENTAL STUDY OF TERNARY FUEL BLENDS ON AN ASTM-CFR-CETANE ENGINE

2014 ◽  
Vol 13 (2) ◽  
pp. 09
Author(s):  
H. L. Rocha ◽  
N. R. Pinto ◽  
M. J. Colaço ◽  
A. J. K. Leiroz
Keyword(s):  
Carbon Dioxide ◽  
Carbon Monoxide ◽  
Nitrogen Oxides ◽  
Carbon Dioxide Emissions ◽  
Cetane Number ◽  
Final Analysis ◽  
Anhydrous Ethanol ◽  
Fuel Blends ◽  
Hydrous Ethanol ◽  
The Impact

This work analyses how ternary blends of biodiesel, anhydrous and hydrous ethanol, and diesel, in different proportions, behave regarding fuel emissions and combustion parameters. The determination of their cetane number, using an ASTM-CFR cetane research engine is also investigated. The base fuels used were 99,9% pure anhydrous ethanol, commercial diesel, which contains 5% of biodiesel in volume, biodiesel from soybean oil, and hydrous ethanol with 7% of water, in volume. The fuel blends werespecified after a careful bibliography research. Five volume fractions of biodiesel (5, 10, 20, 60 and 100%, in volume) and four of ethanol (0, 5, 8 and 15%, also in volume) were used in this study. All blends have endured a mixture stability test prior to being burned, the ones with clear visual phase separation being eventually rejected. The results for the cetane number presented a clear decrease in its value as ethanol was added. Some blends with high ethanol content failed to provide the minimum cetane number for use in compression ignition engines according to the present Brazilian regulations. Concerning the emissions tests, carbon dioxide emissions showed a decreasing trend as the quantity of added ethanol raised. Carbon monoxide emissions, however, showed the opposite trend. The nitrogen oxides emissions presented an increase as more biodiesel was added to the blend. The conclusions as to the impact of changing ethanol’s volume in the blends were discussed taking in consideration important operational remarks. A final analysis was proposed in order to compare anhydrous and hydrous ethanol. A clear reduction in nitrogen oxides and carbon dioxide emissions was observed, with an almost identical value for the carbon monoxide emissions. Cetane number for the hydrous ethanol blend, however, suffered a decrease compared to the same blend with anhydrous ethanol.

scholarly journals G071044 Diesel Combustion of Coconut oil Biodiesel with 1-Butanol : Effect of 1-Butanol Content and Cetane Number Improver Addition

2013 ◽  
Vol 2013 (0) ◽  
pp. _G071044-1-_G071044-5
Author(s):  
Tosuke IWANAGA ◽  
Akira ITAKURA ◽  
Eiji KINOSHITA ◽  
Yasufumi YOSHIMOTO
Keyword(s):  
Cetane Number ◽  
Coconut Oil ◽  
Diesel Combustion

The emissions and the performance of diethyl succinate in a diesel fuel blend

2017 ◽  
Vol 231 (14) ◽  
pp. 1889-1899 ◽  
Author(s):  
Rhodri W Jenkins ◽  
Chris D Bannister ◽  
Christopher J Chuck
Keyword(s):  
Carbon Monoxide ◽  
Physical Properties ◽  
Diesel Fuel ◽  
Direct Injection ◽  
Cetane Number ◽  
Hydrocarbon Emissions ◽  
Exhaust Gas ◽  
Complete Combustion ◽  
Total Hydrocarbon ◽  
Diethyl Succinate

The finite natures of fossil fuels and their contributions to anthropogenic climate change are driving the development of biofuels. However, because of the inherent issues with current biofuels, such as ethanol and biodiesel, innovative replacements are being increasingly sought. Recently, four esters produced from fermentation, namley diethyl succinate, dibutyl succinate, dibutyl fumarate and dibutyl malonate, were reported to have suitable physical properties as a substitute for conventional diesel fuel. Although the physical properties are indicative of the fuel behaviour, the determination of the combustion emissions and the performance of a fuel using controlled engine testing is vital. In this investigation, the engine performance and emissions produced from the most viable fuel, namely diethyl succinate, were examined. Diethyl succinate was blended with diesel in a 20 vol % blend, owing to the low cetane number of diethyl succinate, and the emissions established in pseudo-steady-state conditions using a 2.0 L turbocharged direct-injection EURO 3-compliant light commercial vehicle equipped with a direct-injection common-rail diesel engine. When using the diesel–20 vol % diethyl succinate blend, the fuel demand and the wheel force were higher for the majority of engine speeds than those of diesel, whereas the exhaust gas temperatures were lower. The difference between the exhaust gas temperature for the diesel–20 vol % diethyl succinate blend and that for diesel increased with increasing pedal demand. In comparison with the carbon monoxide emissions from petroleum-derived diesel, the carbon monoxide emissions obtained when using the diesel–20 vol % diethyl succinate blend were reduced, most probably because of more complete combustion due to the increased oxygen content. However, the total hydrocarbon emissions and the mono-nitrogen oxide emissions were shown to increase on using the diethyl succinate blend. Both of these factors were presumably due to the lower cetane number of the fuel, although the increase in the total hydrocarbon emissions was deemed negligible because of the low amount produced by both fuels.

115 Diesel Combustion of PME/1-Butanol/Gas Oil with Cetane Number Improver

2014 ◽  
Vol 2014.67 (0) ◽  
pp. _115-1_-_115-2_
Author(s):  
Masashi KUKISAKI ◽  
Kazuyo FUSHIMI ◽  
Takeshi OTAKA ◽  
Eiji KINOSHITA ◽  
Yasufumi YOSHIMOTO
Keyword(s):  
Cetane Number ◽  
Diesel Combustion ◽  
Gas Oil

Effect of fuel cetane number on a premixed diesel combustion mode

2009 ◽  
Vol 10 (4) ◽  
pp. 251-263 ◽  
Author(s):  
A M Ickes ◽  
S V Bohac ◽  
D N Assanis
Keyword(s):  
Direct Injection ◽  
Cetane Number ◽  
Diesel Combustion ◽  
Gaseous Emissions ◽  
Combustion Mode ◽  
Small Deviations ◽  
Operating Range ◽  
Light Load ◽  
Gas Recirculation ◽  
Poor Stability

The ability of premixed low-temperature diesel combustion to deliver low particulate matter (PM) and NO x emissions is dependent on achieving optimal combustion phasing. Small deviations in combustion phasing can shift the combustion to less optimal modes, yielding increased emissions, increased noise, and poor stability. This paper demonstrates how variations in fuel cetane number affect the detailed combustion behaviour of a direct-injection, diesel-fuelled, premixed combustion mode. Testing was conducted under light load conditions on a modern single-cylinder engine, fuelled with a range of ultra-low sulphur fuels with cetane numbers ranging from 42 to 53. Fuel cetane number is found to affect ignition delay and, accordingly, combustion phasing. Gaseous emissions are a function of combustion phasing and exhaust gas recirculation (EGR) quantity, but are not directly tied to fuel cetane number. Fuel cetane number is merely one of many different engine parameters that shift combustion phasing. Furthermore, the operating range is constrained by the changes in cetane number: no injection timings yield acceptable combustion across the whole spread of tested cetane numbers. However, in terms of combustion phasing, the operating range is consistent, independent of fuel cetane number.

Sign in / Sign up

Export Citation Format

Share Document