Steady-State Biodiesel Blend Estimation via a Wideband Oxygen Sensor

2009 ◽  
Vol 131 (4) ◽  
Author(s):  
David B. Snyder ◽  
Gayatri H. Adi ◽  
Michael P. Bunce ◽  
Christopher A. Satkoski ◽  
Gregory M. Shaver
Keyword(s):  
Steady State ◽  
Diesel Engine ◽  
Oxygen Sensor ◽  
Fuel Blend ◽  
Engine Operation ◽  
Estimation Strategy ◽  
Fuel Blends ◽  
Diesel Vehicles ◽  
Reduce Carbon Dioxide ◽  
Carbon Dioxide Co2

A substantial opportunity exists to reduce carbon dioxide (CO2) emissions, as well as dependence on foreign oil, by developing strategies to cleanly and efficiently use biodiesel, a renewable domestically available alternative diesel fuel. However, biodiesel utilization presents several challenges, including decreased fuel energy density and increased emissions of smog-generating nitrogen oxides (NOx). These negative aspects can likely be mitigated via closed-loop combustion control provided the properties of the fuel blend can be estimated accurately, on-vehicle, in real-time. To this end, this paper presents a method to practically estimate the biodiesel content of fuel being used in a diesel engine during steady-state operation. The simple generalizable physically motivated estimation strategy presented utilizes information from a wideband oxygen sensor in the engine’s exhaust stream, coupled with knowledge of the air-fuel ratio, to estimate the biodiesel content of the fuel. Experimental validation was performed on a 2007 Cummins 6.7 l ISB series engine. Four fuel blends (0%, 20%, 50%, and 100% biodiesel) were tested at a wide variety of torque-speed conditions. The estimation strategy correctly estimated the biodiesel content of the four fuel blends to within 4.2% of the true biodiesel content. Blends of 0%, 20%, 50%, and 100% were estimated to be 2.5%, 17.1%, 54.2%, and 96.8%, respectively. The results indicate that the estimation strategy presented is capable of accurately estimating the biodiesel content in a diesel engine during steady-state engine operation. This method offers a practical alternative to in-the-fuel type sensors because wideband oxygen sensors are already in widespread production and are in place on some modern diesel vehicles today.

Startup and Steady-State Performance of a New Renewable Hydroprocessed Depolymerized Cellulosic Diesel Fuel in Multiple Diesel Engines

2016 ◽  
Vol 138 (10) ◽  
Author(s):  
Eric Bermudez ◽  
Andrew McDaniel ◽  
Terrence Dickerson ◽  
Dianne Luning Prak ◽  
Len Hamilton ◽  
...  
Keyword(s):  
Steady State ◽  
Diesel Engine ◽  
Cetane Number ◽  
Operating Conditions ◽  
Engine Operation ◽  
Start Of Injection ◽  
Ignition Quality ◽  
Engine Testing ◽  
Engine Start ◽  
Distillate Fuel

A new hydroprocessed depolymerized cellulosic diesel (HDCD) fuel has been developed using a process which takes biomass feedstock (principally cellulosic wood) to produce a synthetic fuel that has nominally ½ cycloparaffins and ½ aromatic hydrocarbons in content. This HDCD fuel with a low cetane value (derived cetane number from the ignition quality tester, DCN = 27) was blended with naval distillate fuel (NATO symbol F-76) in various quantities and tested in order to determine how much HDCD could be blended before diesel engine operation becomes problematic. Blends of 20% HDCD (DCN = 45), 30%, 40% (DCN = 41), and 60% HDCD (DCN = 37) by volume were tested with conventional naval distillate fuel (DCN = 49). Engine start performance was evaluated with a conventional mechanically direct injected (DI) Yanmar engine and a Waukesha mechanical indirect injected (IDI) Cooperative Fuels Research (CFR) diesel engine and showed that engine start times increased steadily with increasing HDCD content. Longer start times with increasing HDCD content were the result of some engine cycles with poor combustion leading to a slower rate of engine acceleration toward rated speed. A repeating sequence of alternating cycles which combust followed by a noncombustion cycle was common during engine run-up. Additionally, steady-state engine testing was also performed using both engines. HDCD has a significantly higher bulk modulus than F76 due to its very high aromatic content, and the engines showed earlier start of injection (SOI) timing with increasing HDCD content for equivalent operating conditions. Additionally, due to the lower DCN, the higher HDCD blends showed moderately longer ignition delay (IGD) with moderately shorter overall burn durations. Thus, the midcombustion metric (CA50: 50% burn duration crank angle position) was only modestly affected with increasing HDCD content. Increasing HDCD content beyond 40% leads to significantly longer start times.

Performance and Emission Characteristics of a Diesel Engine Using Vegetable Oil Blended Fuel

2005 ◽  
Author(s):  
Yaodong Wang ◽  
Neil Hewitt ◽  
Philip Eames ◽  
Shengchuo Zeng ◽  
Jincheng Huang ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Vegetable Oil ◽  
Diesel Fuel ◽  
Emission Characteristics ◽  
Oxides Of Nitrogen ◽  
Fuel Blend ◽  
Engine Load ◽  
Performance And Emission ◽  
Fuel Blends ◽  
Co Emission

Experimental tests have been carried out to evaluate the performance and emissions characteristics of a diesel engine when fuelled by blends of 25% vegetable oil with 75% diesel fuel, 50% vegetable oil with 50% diesel fuel, 75% vegetable oil with 25% diesel fuel, and 100% vegetable oil, compared with the performance, emissions characteristics of 100% diesel fuel. The series of tests were conducted and repeated six times using each of the test fuels. 100% of ordinary diesel fuel was also used for comparison purposes. The engine worked at a fixed speed of 1500 r/min, but at different loads respectively, i.e. 0%, 25%, 50%, 75% and 100% of the engine load. The performance and the emission characteristics of exhaust gases of the engine were compared and analyzed. The experimental results showed that the carbon monoxide (CO) emission from the vegetable oil and vegetable oil/diesel fuel blends were nearly all higher than that from pure diesel fuel at the engine 0% load to 75% load. Only at the 100% engine load point, the CO emission of vegetable oil and vegetable oil/diesel fuel blends was lower than that of diesel fuel. The hydrocarbon (HC) emission of vegetable oil and vegetable/diesel fuel blends were lower than that of diesel fuel, except that 50% of vegetable oil and 50% diesel fuel blend was a little higher than that of diesel fuel. The oxides of nitrogen (NOx) emission of vegetable oil and vegetable oil/diesel fuel blends, at the range of tests, were lower than that of diesel fuel.

Cycle-Controlled Water Injection for Steady-State and Transient Emissions Reduction From a Heavy-Duty Diesel Engine

2008 ◽  
Vol 130 (3) ◽  
Author(s):  
Rudolf H. Stanglmaier ◽  
Philip J. Dingle ◽  
Daniel W. Stewart
Keyword(s):  
Steady State ◽  
Diesel Engine ◽  
Fuel Efficiency ◽  
Water Injection ◽  
Heavy Duty ◽  
Engine Operation ◽  
Southwest Research Institute ◽  
Trade Offs ◽  
Heavy Duty Diesel Engine ◽  
Heavy Duty Diesel

A system for coinjecting mixtures of diesel fuel and water into a heavy-duty diesel engine has been developed and evaluated at the Southwest Research Institute. This system features prototype Lucas electronically controlled injectors, full electronic control, and can vary the percentage of water in the mixture on a cycle-resolved basis. Tests of this system were conducted on a production Volvo D-12 engine, and have produced reduced NOx and smoke emissions over steady-state and transient conditions. Water-diesel coinjection yielded a considerable improvement in NOx-smoke and NOx-BSFC trade-offs under steady-state engine operation. In addition, control of the water percentage on a cycle-resolved basis was shown to be an effective method for mitigating NOx and smoke emissions over step-load transients. Results from this work show that a combination of aggressive EGR and diesel+water coinjection is very promising for producing very low levels of engine-out exhaust emissions, reducing the water storage requirements, and improving fuel efficiency. Further refinement of this injection technology is in progress.

Cycle-Controlled Water Injection for Steady-State and Transient Emissions Reduction From a Heavy-Duty Diesel Engine

2004 ◽  
Author(s):  
Rudolf H. Stanglmaier ◽  
Philip J. Dingle ◽  
Daniel W. Stewart
Keyword(s):  
Steady State ◽  
Diesel Engine ◽  
Fuel Efficiency ◽  
Water Injection ◽  
Heavy Duty ◽  
Engine Operation ◽  
Southwest Research Institute ◽  
Trade Offs ◽  
Heavy Duty Diesel Engine ◽  
Heavy Duty Diesel

A system for co-injecting mixtures of diesel fuel and water into a heavy-duty diesel engine has been developed and evaluated at the Southwest Research Institute. This system features prototype Lucas EUI injectors, full electronic control, and can vary the percentage of water in the mixture on a cycle-resolved basis. Tests of this system were conducted on a production Volvo D-12 engine, and have produced very encouraging results. Water-diesel co-injection yielded a considerable improvement in NOx-smoke and NOx-BSFC trade-offs under steady-state engine operation. In addition, control of the water percentage on a cycle-resolved basis was shown to be an effective method for mitigating NOx and smoke emissions over step-load transients. Results from this work show that a combination of aggressive EGR and diesel+water co-injection is very promising for producing very low levels of engine-out exhaust emissions, reducing the water storage requirements, and improving fuel efficiency. Further refinement of this injection technology is in progress.

An Experimental Study of Normal-Hexadecane and Iso-Dodecane Binary Fuel Blends in a Military Diesel Engine

2012 ◽  
Author(s):  
Leonard J. Hamilton ◽  
Jim S. Cowart ◽  
Dianne Luning-Prak ◽  
Patrick A. Caton
Keyword(s):  
Experimental Study ◽  
Diesel Engine ◽  
Fuel Injection ◽  
Cetane Number ◽  
Straight Chain ◽  
Load Range ◽  
Binary Blends ◽  
Engine Operation ◽  
Fuel Blends ◽  
Branched Alkanes

The molecular composition of new hydrotreated renewable fuels consists of both straight chain and branched alkanes. These new fuels do not contain aromatic or cyclo-paraffinic hydro-carbon compounds which are regularly seen in conventional petroleum fuels. Both experimental and modeling work has shown that straight chain alkanes have shorter ignition delays (e.g. higher cetane number) as compared to branched alkanes. In order to better understand the effects of branched and straight chain alkanes fuels in diesel engines, an experimental study was pursued using binary blends of iso-dodecane (iC12H26 with abbreviation: iC12) and normal-hexadecane (nC16H34 with abbreviation nC16) in a military diesel engine (AM General HMMWV ‘Humvee’ engine). Mixtures of 50% iC12 with 50% nC16 as well as 25% iC12 with 75% nC16 were compared to 100% nC16 (cetane) fueled engine operation across the entire speed-load range. Higher nC16 fuel content operation resulted in modestly earlier fuel injection events and combustion phasing that delievered slightly worse engine brake performance (torque and fuel consumption). Interestingly, ignition delay and overall burn durations were relatively insensitive to the binary blends tested. The significantly different physical properties of iC12 relative to nC16 are believed to affect the fuel injection event leading to later fuel injection with increasing iC12 content. Later injection into a hotter chamber mitigates the lower cetane number of the higher iC12 content fuel blends.

scholarly journals PERFORMANCE AND EXHAUST EMISSIONS OF DIRECT‐INJECTION DIESEL ENGINE OPERATING ON RAPESEED OIL AND ITS BLENDS WITH DIESEL FUEL

Transport ◽  
2005 ◽  
Vol 20 (5) ◽  
pp. 186-194 ◽  
Author(s):  
Gvidonas Labeckas ◽  
Stasys Slavinskas
Keyword(s):  
Diesel Engine ◽  
Thermal Efficiency ◽  
Rapeseed Oil ◽  
Direct Injection ◽  
Brake Specific Fuel Consumption ◽  
Fuel Blend ◽  
Engine Operation ◽  
Point Increase ◽  
Smoke Opacity ◽  
Co Emission

During engine operation at 1 400, 1 800 and 2 200 min‐1 the brake specific fuel consumption has on an average been increased by 0,104 %, 0,134 % and 0,156 % for every 1 % point increase in RO inclusion into DF. The maximum thermal efficiency values remain within 0,37–0,39 intervals. The maximum NOx emission increases with the mass percent of oxygen in the fuel blend and for RO and its blends RO75 and RO50 are higher by 9,2 %, 20,7 % and 5,1 %, respectively. Emissions of NO2 increase with an increasing content of RO premixed into DF. When operating on pure RO and its blends RO75 and RO50 the maximum CO emission reduces by 40,5 % ‐52,9 % and 7,2 %‐15,0 %, respectively. The smoke opacity generated from RO and its blends is also by 27,1% ‐34,6 % and 41,7 % ‐51,0 % lower. Emissions of HC remain on a considerably low level ranging between 8 to 16 ppm whereas during engine operation on pure RO they approach to about a zero level. Emissions of CO2 for RO and fuel blend RO75 are slightly higher.

AN ASSESSMENT OF VARIOUS NANOADDITIVES AND TRIBO-CORROSION WITH WASTE COOKING BIODIESEL FUELED IN A DIESEL ENGINE

2021 ◽  
Author(s):  
Yogaraj D ◽  
Jaichandar S
Keyword(s):  
Steady State ◽  
Diesel Fuel ◽  
Peak Load ◽  
Nox Emissions ◽  
Cylinder Pressure ◽  
Flash Temperature ◽  
Wear Scar Diameter ◽  
Fuel Blend ◽  
Fuel Blends ◽  
Temperature Parameter

The waste cooking biodiesel's steady-state coefficient of friction rate of fuel blends are B90 (18.2%), B60 (7.2%), B20 (16.72%), B10 (30.8%), and diesel (38.77%) higher compared with B40 fuel blend and wear scar diameter of the fuel blends from B40 to B100 had a minimal range of 0.5mm. The flash temperature parameter results higher from B40 to B100 fuel blends, and the corrosion rate was minimal for B40 and B50 fuel blends. Afterward, the fuel blend B40 (40% WCO+60% Diesel fuel) was chosen as fuel, along with Cerium (25ppm), Zinc (25ppm), and Titanium nanoparticles (25ppm) were selected as fuel additives. The B40+D60+Titanium (25ppm) blend resulted in improved BTE and 3.83% lowered BSEC comparison with diesel fuel. Then the fuel blend, B40+D80+Titanium (25ppm), resulted in 2.08% reduced HC, 36.36% CO, and 16.25% smoke emissions, along with marginally 8.5% higher NOx emissions comparison with diesel fuel. Also, the fuel blend, B40+D80+Titanium (25ppm) combustions characteristics are the equivalent trend of cylinder pressure (58.82 bar) and HRR (66.65 J/deg CA) related to diesel fuel at peak load.

Impact of Compressor Surge on Performance and Emissions of a Marine Diesel Engine

2016 ◽  
Vol 138 (10) ◽  
Author(s):  
Nikolaos-Alexandros Vrettakos
Keyword(s):  
Steady State ◽  
Diesel Engine ◽  
Engine Performance ◽  
Marine Diesel Engine ◽  
Performance Parameters ◽  
Test Bed ◽  
Engine Operation ◽  
Compressor Surge ◽  
Marine Diesel ◽  
The Impact

The operation during compressor surge of a medium speed marine diesel engine was examined on a test bed. The compressor of the engine's turbocharger was forced to operate beyond the surge line, by injecting compressed air at the engine intake manifold, downstream of the compressor during steady-state engine operation. While the compressor was surging, detailed measurements of turbocharger and engine performance parameters were conducted. The measurements included the use of constant temperature anemometry for the accurate measurement of air velocity fluctuations at the compressor inlet during the surge cycles. Measurements also covered engine performance parameters such as in-cylinder pressure and the impact of compressor surge on the composition of the exhaust gas emitted from the engine. The measurements describe in detail the response of a marine diesel engine to variations caused by compressor surge. The results show that both turbocharger and engine performance are affected by compressor surge and fast Fourier transform (FFT) analysis proved that they oscillate at the same main frequency. Also, prolonged steady-state operation of the engine with this form of compressor surge led to a non-negligible increase of NOx emissions.

scholarly journals Effect of Butanol Addition to Neem Biodiesel-Diesel Blend on Emission Characteristics of Diesel Engine

2020 ◽  
Vol 24 (5) ◽  
pp. 881-885
Author(s):  
R. Bitrus ◽  
I.A. Rufai ◽  
S.H. Ogweda
Keyword(s):  
Diesel Engine ◽  
Co2 Emission ◽  
Exhaust Emissions ◽  
Diesel Emissions ◽  
Emission Characteristics ◽  
No Emission ◽  
Compression Ignition Engine ◽  
Fuel Blend ◽  
Hc Emissions ◽  
Carbon Dioxide Co2

The effect of butanol addition in biodiesel-diesel blend to ascertain the emission characteristics of diesel engine was investigated. Experiments were carried out on a four-stroke, single cylinder, air-cooled compression ignition engine. A blend of neem biodiesel 20% and diesel fuel 80% was prepared and labelled as B20. Butanol was then added to B20 blend at volume percent of 5%, 10% and 15% which was labelled as B20Bu5, B20Bu10 and B20Bu15 respectively. These samples were tested on the engine at two conditions: firstly, when speed was constant (2600 rpm) with varying torque of 4, 6, 8, 10 and 11 Nm, and secondly when torque was constant (4 Nm) with varying speed of 2000, 2200, 2400 and 2600 rpm. Exhaust gas analyzer was used to measure exhaust emissions such as nitric oxide (NO), carbon dioxide (CO2), carbon monoxide (CO) and unburnt hydrocarbon (HC). The result shows that B20 blend has the highest amount of NO emission at all engine loads. At varying speed B20 blend was found to have NO emission of 303.8 ppm on average but the addition of butanol to B20 blend significantly reduced the amount of NO emission by 16%. NO emission reduced much with more percentage of butanol in the blend. In regards to CO2 emission, it was found that blends containing butanol emits higher amount of CO2 than B20 blend. However, CO2 emission decreased as percentage of butanol in the blend increase. At constant speed B20 blend increases CO emission more than blends containing butanol while at varying speed the result shows very insignificant difference. It was also revealed that blends containing butanol releases higher HC emissions than B20 blend across all engine speeds. At varying torque B20 blend emits higher HC than blends with butanol except for B20Bu15 which has 16.4 ppm on average. A regression equation was developed in order to predict the exhaust emissions at specific engine conditions using a particular fuel blend. Keywords: Butanol, neem-biodiesel-diesel, emissions and predictive equation

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