Emissions From a Diesel Engine Operating in a Dual-Fuel Mode Using Port-Fuel Injection of Heated Hydrous Ethanol

2016 ◽  
Vol 139 (2) ◽  
Author(s):  
Alex J. Nord ◽  
Jeffrey T. Hwang ◽  
William F. Northrop
Keyword(s):  
Fuel Injection ◽  
Heating System ◽  
Dual Fuel ◽  
Tier 2 ◽  
Energy Fraction ◽  
Operating Modes ◽  
Port Fuel Injection ◽  
Lower Heating Value ◽  
Fuel Vaporization ◽  
Hydrous Ethanol

Aftermarket dual-fuel injection systems in diesel engines using hydrous ethanol as secondary fuel have been developed as a means to lower emissions from older diesel-powered equipment. However, our previous work has shown that the emissions benefits of currently available aftermarket intake fumigation injection systems can be inconsistent with manufacturer claims. Our current study evaluates a newly developed aftermarket dual-fuel system that incorporates a fuel heating system and port fuel injection (PFI). This paper describes an experimental investigation of engine-out emissions from a John Deere 4045HF475 Tier 2 engine with port injection of 180 proof (90% ethanol by volume) hydrous ethanol. The engine was retrofitted with a custom fuel heat exchanger to heat the hydrous ethanol to a range of 46–79 °C for helping to improve fuel vaporization in the intake port. PFI duration was controlled using engine speed and throttle position as inputs to achieve a desired fumigant energy fraction (FEF), defined as the amount of energy provided by the hydrous ethanol based on lower heating value (LHV) over the total fuel energy provided to the engine. Data was collected over a range of FEF with direct injected diesel for eight operating modes comparing heated versus unheated hydrous ethanol. Results of the study indicate that as FEF increases, NO emissions decrease, while NO2, CO, THC, and unburned ethanol emissions increase. In addition, it was found that preheating the ethanol using engine coolant prior to injection has little benefit on engine-out emissions. The work shows that the implemented aftermarket dual-fuel PFI system can achieve FEF rates up to 37% at low engine load while yielding modest benefits in emissions.

Emissions From a Diesel Engine Operating in a Dual-Fuel Mode Using Port-Fuel Injection of Heated Hydrous Ethanol

2015 ◽  
Author(s):  
Alex J. Nord ◽  
Jeffrey T. Hwang ◽  
William F. Northrop
Keyword(s):  
Fuel Injection ◽  
Heating System ◽  
Dual Fuel ◽  
Tier 2 ◽  
Energy Fraction ◽  
Operating Modes ◽  
Port Fuel Injection ◽  
Lower Heating Value ◽  
Fuel Vaporization ◽  
Hydrous Ethanol

Aftermarket dual-fuel injection systems in diesel engines using hydrous ethanol have been developed as a means to lower emissions from older diesel-powered equipment. However, our previous work has shown that the emissions benefits of currently available aftermarket intake fumigation injection systems can be inconsistent with manufacturer claims. Our current study evaluates a newly developed aftermarket dual fuel system that incorporates a novel fuel heating system and port fuel injection (PFI). This paper describes an experimental investigation of engine-out emissions from a John Deere 4045HF475 Tier 2 engine with port injection of 180 proof (90% ethanol by volume) hydrous ethanol. The engine was retrofitted with a custom fuel heat exchanger to heat the hydrous ethanol to a range of 46–79°C for helping to improve fuel vaporization in the intake port. PFI duration was controlled using engine speed and throttle position as inputs to achieve a desired fumigant energy fraction (FEF), defined as the amount of energy provided by the hydrous ethanol based on lower heating value (LHV) over the total fuel energy provided to the engine. Data was collected over a range of FEF with direct injected diesel for eight operating modes comparing heated versus unheated hydrous ethanol. Results of the study indicate that as FEF increases, NO emissions decrease, while NO2, CO, THC, and ethanol emissions increase. In addition, it was found that preheating the ethanol using engine coolant prior to injection has little benefit on engine-out emissions. The work shows that the implemented aftermarket dual-fuel PFI system can achieve FEF rates up to 37% at low engine load while yielding modest benefits in emissions.

Efficacy of Add-On Hydrous Ethanol Dual Fuel Systems to Reduce NOx Emissions From Diesel Engines

2016 ◽  
Author(s):  
Jeffrey T. Hwang ◽  
Alex J. Nord ◽  
William F. Northrop
Keyword(s):  
Diesel Engines ◽  
Fuel Injection ◽  
Dual Fuel ◽  
Nox Emissions ◽  
Energy Fraction ◽  
No Formation ◽  
Peak Cylinder Pressure ◽  
Zone Modeling ◽  
Diesel Fuel Injection ◽  
Hydrous Ethanol

Aftermarket dual-fuel injection systems using a variety of different fumigants have been proposed as alternatives to expensive after-treatment to control NOX emissions from legacy diesel engines. However, our previous work has shown that available add-on systems using hydrous ethanol as the fumigant achieve only minor benefits in emissions without recalibration of the diesel fuel injection strategy. This study experimentally re-evaluates a novel aftermarket dual-fuel port fuel injection (PFI) system used in our previous work, with the addition of higher flow injectors to increase the fumigant energy fraction (FEF), defined as the ratio of energy provided by the hydrous ethanol on a lower heating value (LHV) basis to overall fuel energy. Results of this study confirm our earlier findings that as FEF increases, NO emissions decrease, while NO2 and unburned ethanol emissions increase, leading to no change in overall NOX. Peak cylinder pressure and apparent rates of heat release are not strongly dependent on FEF, indicating that in-cylinder NO formation rates by the Zel’dovich mechanism remains the same. Through single zone modeling, we show the feasibility of in-cylinder NO conversion to NO2 aided by unburned ethanol. The modeling results indicate that NO to NO2 conversion occurs during the early expansion stroke where bulk gases have temperature in the range of 1150–1250 K. This work conclusively proves that aftermarket dual fuel systems for fixed calibration diesel engines cannot reduce NOX emissions without lowering peak temperature during diffusive combustion responsible for forming NO in the first place.

Efficacy of Add-On Hydrous Ethanol Dual Fuel Systems to Reduce NOx Emissions From Diesel Engines

2017 ◽  
Vol 139 (4) ◽  
Author(s):  
Jeffrey T. Hwang ◽  
Alex J. Nord ◽  
William F. Northrop
Keyword(s):  
Diesel Engines ◽  
Fuel Injection ◽  
Dual Fuel ◽  
Nox Emissions ◽  
Energy Fraction ◽  
No Formation ◽  
Peak Cylinder Pressure ◽  
Zone Modeling ◽  
Diesel Fuel Injection ◽  
Hydrous Ethanol

Aftermarket dual-fuel injection systems using a variety of different fumigants have been proposed as alternatives to expensive after-treatment to control NOx emissions from legacy diesel engines. However, our previous work has shown that available add-on systems using hydrous ethanol as the fumigant achieve only minor benefits in emissions without recalibration of the diesel fuel injection strategy. This study experimentally re-evaluates a novel aftermarket dual-fuel port fuel injection (PFI) system used in our previous work, with the addition of higher flow injectors to increase the fumigant energy fraction (FEF), defined as the ratio of energy provided by the hydrous ethanol on a lower heating value (LHV) basis to overall fuel energy. Results of this study confirm our earlier findings that as FEF increases, NO emissions decrease, while NO2 and unburned ethanol emissions increase, leading to no change in overall NOx. Peak cylinder pressure and apparent rates of heat release are not strongly dependent on FEF, indicating that in-cylinder NO formation rates by the Zel'dovich mechanism remain the same. Through single zone modeling, we show the feasibility of in-cylinder NO conversion to NO2 aided by unburned ethanol. The modeling results indicate that NO to NO2 conversion occurs during the early expansion stroke where bulk gases have temperature in the range of 1150–1250 K. This work conclusively proves that aftermarket dual fuel systems for fixed calibration diesel engines cannot reduce NOx emissions without lowering peak temperature during diffusive combustion responsible for forming NO in the first place.

scholarly journals Comparative Analysis of Combustion Stability of Diesel/Ethanol Utilization by Blend and Dual Fuel

Processes ◽  
2019 ◽  
Vol 7 (12) ◽  
pp. 946 ◽  
Author(s):  
Wojciech Tutak ◽  
Arkadiusz Jamrozik
Keyword(s):  
Diesel Fuel ◽  
Fuel Injection ◽  
Combustion Process ◽  
Combustion Stability ◽  
Dual Fuel ◽  
Maximum Pressure ◽  
Compression Ignition Engine ◽  
Energy Fraction ◽  
Pure Ethanol ◽  
Advantages And Disadvantages

The aim of the work is a comparison of two combustion systems of fuels with different reactivity. The first is combustion of the fuel mixture and the second is combustion in a dual-fuel engine. Diesel fuel was burned with pure ethanol. Both methods of co-firing fuels have both advantages and disadvantages. Attention was paid to the combustion stability aspect determined by COVIMEP as well as the probability density function of IMEP. It was analyzed also the spread of the maximum pressure value, the angle of the position of maximum pressure. The influence of ethanol on ignition delay time spread and end of combustion process was evaluated. The experimental investigation was conducted on 1-cylinder air cooled compression ignition engine. The test engine operated with constant rpm equal to 1500 rpm and constant angle of start of diesel fuel injection. The engine was operated with ethanol up to 50% of its energy fraction.

Volumetric Efficiency Investigation with Anhydrous and Hydrous Ethanol on a Port Fuel Injection Spark Ignition Engine

2016 ◽  
Author(s):  
Wanderson Navegantes Rodrigues ◽  
Lucas Ramos Pumputis ◽  
Heder Fernandes ◽  
Igor Cordeiro Trevas ◽  
Venicio Teixeira Nascimento Neto
Keyword(s):  
Fuel Injection ◽  
Spark Ignition ◽  
Volumetric Efficiency ◽  
Spark Ignition Engine ◽  
Port Fuel Injection ◽  
Hydrous Ethanol

Gas and Particle Emissions From a Diesel Engine Operating in a Dual-Fuel Mode Using High Water Content Hydrous Ethanol

2014 ◽  
Author(s):  
Jeffrey T. Hwang ◽  
William F. Northrop
Keyword(s):  
Power Systems ◽  
Water Content ◽  
Diesel Fuel ◽  
High Water ◽  
Intake Manifold ◽  
High Water Content ◽  
Dual Fuel ◽  
Particulate Emissions ◽  
Energy Fraction ◽  
Hydrous Ethanol

Diesel engines running in a dual-fuel fumigation mode using injection of a high volatility fuel into the intake air and direct injection of diesel fuel can reduce NOX and particulate matter emissions. Fuels such as methanol, hydrogen, gasoline, and anhydrous ethanol have been studied as fumigants; however there has been less published regarding the use of high water content hydrous ethanol. Current production of ethanol yields anhydrous (200 proof) ethanol with no water content. The distillation and dehydration processes used to remove excess water from fermented starches during production require large amounts of input energy, reducing the renewability of the resulting fuel. This paper describes an experimental investigation of an aftermarket fumigation system provided by CleanFlex Power Systems, LLC. Experiments to measure gaseous and particulate emissions were conducted using 120 proof hydrous ethanol and non-oxygenated ultra-low sulfur diesel fuel. A John Deere 4045HF475 Tier 2 engine was modified to incorporate the fumigation system in the intake plumbing downstream of the charge-air cooler, just prior to the intake manifold. Data was collected for dual fuel fumigation combustion and compared to diesel only combustion. This study shows that the fumigation system achieved lower levels of NOX and soot proportional to the fumigant energy fraction (FEF), but increased CO and hydrocarbon levels as compared to diesel-only combustion modes. The results suggest that increasing the FEF by using lower water content or better mixing through port-injection may increase the emissions reduction potential of hydrous ethanol fumigation.

Exploring the potential benefits of high-efficiency dual-fuel combustion on a heavy-duty multi-cylinder engine for SuperTruck I

2021 ◽  
pp. 146808742110069
Author(s):  
Chloé Lerin ◽  
K Dean Edwards ◽  
Scott J Curran ◽  
Eric J Nafziger ◽  
Melanie Moses-DeBusk ◽  
...  
Keyword(s):  
Natural Gas ◽  
High Efficiency ◽  
Fuel Injection ◽  
Fuel Combustion ◽  
Dual Fuel ◽  
Heavy Duty ◽  
Port Fuel Injection ◽  
Advanced Combustion ◽  
Dual Fuel Combustion

In support of the Daimler SuperTruck I team’s 55% brake thermal efficiency (BTE) pathway goal, researchers at Oak Ridge National Laboratory performed an experimental investigation of the potential efficiency and emissions benefits of dual-fuel advanced combustion approaches on a modified heavy-duty 15-L Detroit™ DD15 engine. For this work, a natural gas port fuel injection system with an independent injection control for each cylinder was added to the DD15 engine. For the dual-fuel strategies investigated, 65%–90% of the total fuel energy was supplied through the added port fuel injection natural gas (NG) fueling system. The remaining fuel energy was supplied by one or more direct injections of diesel fuel using the production high pressure diesel fueling system. The production DD15 air handling system and combustion geometry were unmodified for this study. Efficiency and emissions with dual-fuel strategies including both low temperature combustion (LTC) and non-LTC approaches such as dual fuel direct-injection were investigated along with control authority over combustion phasing. Parametric studies of dual-fuel NG/diesel advanced combustion were conducted in order to experimentally investigate the potential of high-efficiency, dual-fuel combustion strategies to improve BTE in a multi-cylinder engine, understand the potential reductions in engine-out emissions, and characterize the range of combustion phasing controllability. Characterization of mode transitions from mixing-controlled diesel pilot ignition to kinetically controlled ignition is presented. Key findings from this study included a reproducible demonstration of BTE approaching 48% at up to a 13-bar brake mean effective pressure with significant reductions in engine-out NOx and soot emissions. Additional results from investigating load transients in dual-fuel mode and initial characterization of particle size distribution during dual-fuel operation are presented.

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