Computational Study to Identify Feasible Operating Space for a Mixed Mode Combustion Strategy—A Pathway for Premixed Compression Ignition High Load Operation

2018 ◽  
Vol 140 (8) ◽  
Author(s):  
Chaitanya Kavuri ◽  
Sage L. Kokjohn
Keyword(s):  
Mixed Mode ◽  
Pressure Rise ◽  
High Load ◽  
Cfd Modeling ◽  
Injection Timing ◽  
Compression Ignition ◽  
Fuel Mass ◽  
Pressure Rise Rate ◽  
Rise Rate ◽  
Operating Space

A mixed mode combustion strategy with a premixed compression ignition (PCI) combustion event and a mixing controlled load extension injection was investigated in the current study. Computational fluid dynamics (CFD) modeling was used to perform a full factorial design of experiments (DOE) to study the effects of premixed fuel fraction, load extension injection timing, and exhaust gas recirculation (EGR). The goal of the study was to identify a feasible operating space and demonstrate a pathway to enable high-load operation with the mixed mode combustion strategy. The gross-indicated efficiency (GIE) increased with premix fraction, but the maximum premix fraction was constrained by pressure rise rate which confined the feasible operating space to a premix fuel mass range of 70–80%. Injecting part of the premixed fuel as a stratified injection relieved the pressure rise rate constraint considerably through in-cylinder equivalence ratio stratification. This allowed operation with premix fuel mass of 70% and higher and EGR rates less than 40% which resulted in improved GIE of the late cycle injection cases. It was also identified that by targeting the fuel from the stratified injection into the squish region, there is improved oxygen availability in the bowl for the load extension injection, which resulted in reduced soot emissions. This allowed the load extension injection to be brought closer to top dead center while meeting the soot constraint, which further improved the GIE. Finally, the results from the study were used to demonstrate high-load operation at 20 bar and 1300 rev/min.

Computational Study to Identify Feasible Operating Space for a Mixed Mode Combustion Strategy: A Pathway for PCI High Load Operation

2017 ◽  
Author(s):  
Chaitanya Kavuri ◽  
Sage L. Kokjohn
Keyword(s):  
Mixed Mode ◽  
Pressure Rise ◽  
Mass Range ◽  
Oxygen Availability ◽  
High Load ◽  
Fuel Mass ◽  
Pressure Rise Rate ◽  
Rise Rate ◽  
Operating Space ◽  
Soot Emissions

Mixed mode combustion strategies have shown great potential to achieve high load operation but soot emissions were found to be problematic. A recent study investigating soot emissions in such strategies showed that delaying the load extension injection sufficiently late after the primary heat release makes the soot production dependent solely on the temperature field inside the combustion chamber and eliminates any dependence on mixing time and oxygen availability. The current study focuses on furthering this research to identify a feasible operating space to operate in and enable high load operation with this mixed mode combustion strategy. A PCI combustion event was achieved using a premixed charge of gasoline (early cycle injection) and a load extension injection of gasoline was added near top dead center. CFD modeling considering polycyclic aromatic hydrocarbon (PAH) chemistry up to pyrene was used to perform a full factorial design of experiments (DOE) to study the effects of premixed fuel fraction (fraction of total fuel that is premixed), load extension injection timing and exhaust gas recirculation (EGR). The early injection timings for EGR rates less than 40% showed a soot-NOx tradeoff which constrained operating with SOI timings before TDC. The late injection timings showed reductions in soot and NOx at the expense of gross indicated efficiency (GIE). GIE increased with increasing premixed fuel until the premixed fuel quantity reached 80% of the total fuel mass. Premixed fuel quantities higher than 80% resulted in an efficiency penalty due to increased wall heat transfer losses resulting from early combustion phasing. However, at premixed fuel quantities close to 80%, the peak pressure rise rate became the dominating constraint. This confined the feasible operating space to a premix fuel mass range of 70% to 80%. For this premix fuel mass range, the feasible operating space had two regions; one in the early SOI regime before TDC at EGR rates higher than 38% and the other in the late SOI regime (SOI > 15° ATDC) across the entire EGR space. The study was repeated by splitting the premixed fuel into an early cycle injection and a stratified injection with SOI timing of −70° ATDC. The ratio of fuel in the two injections was varied in the DOE. The results showed that adding a stratified injection increases the ignition delay due to in-cylinder equivalence ratio stratification and relaxes the pressure rise rate effect on the operating space. This allows operation at high premix fuel quantities of 70% and higher with EGR rates less than 40% which yields significant increase in GIE. It was also identified that by targeting the fuel from the stratified injection into the squish region, there is improved oxygen availability in the bowl for the load extension injection, which results in the reduction of soot emissions. This allows the load extension injection to be brought closer to TDC while meeting the soot constraint, which further improves the GIE. Finally, the results from the study were used to demonstrate high load operation at 20 bar and 1300 rpm.

Post Injection Strategy for the Reduction of the Peak Pressure Rise Rate of Neat N-Butanol Combustion

2015 ◽  
Author(s):  
Marko Jeftić ◽  
Ming Zheng
Keyword(s):  
Peak Pressure ◽  
Pressure Rise ◽  
Injection Timing ◽  
Post Injection ◽  
Compression Ignition ◽  
Cylinder Pressure ◽  
Compression Ignition Engine ◽  
Pressure Rise Rate ◽  
Injection Duration ◽  
Rise Rate

Enhanced premixed combustion of neat butanol in a compression ignition engine can have challenges with regards to the peak pressure rise rate and the peak in-cylinder pressure. It was proposed to utilize a butanol post injection to reduce the peak pressure rise rate and the peak in-cylinder pressure while maintaining a constant engine load. Post injection timing and duration sweeps were carried out with neat n-butanol in a compression ignition engine. The post injection timing sweep results indicated that the use of an early butanol post injection reduced the peak pressure rise rate and the peak in-cylinder pressure and it was observed that there was an optimal post injection timing range for the maximum reduction of these parameters. The results also showed that an early post injection of butanol increased the nitrogen oxide emissions and an FTIR analysis revealed that late post injections increased the emissions of unburned butanol. The post injection duration sweep indicated that the peak pressure rise rate was significantly reduced by increasing the post injection duration at constant load conditions. There was also a reduction in the peak in-cylinder pressure. Measurements with a hydrogen mass spectrometer showed that there was an increased presence of hydrogen in the exhaust gas when the post injection duration was increased but the total yield of hydrogen was relatively low. It was observed that the coefficient of variation for the indicated mean effective pressure was significantly increased and that the indicated thermal efficiency was reduced when the post injection duration was increased. The results also showed that there were increased nitrogen oxide, carbon monoxide, and total hydrocarbon emissions for larger post injections. Although the use of a post injection resulted in emission and thermal efficiency penalties at medium load conditions, the results demonstrated that the post injection strategy successfully reduced the peak pressure rise rate and this characteristic can be potentially useful for higher load applications where the peak pressure rise rate is of greater concern.

Performance of Dual Fuel Engine Running on Jojoba Oil as Pilot Fuel and CNG or LPG

2007 ◽  
Author(s):  
Mohamed Y. E. Selim ◽  
M. S. Radwan ◽  
H. E. Saleh
Keyword(s):  
Methyl Ester ◽  
Natural Gas ◽  
Pressure Rise ◽  
Combustion Noise ◽  
Dual Fuel ◽  
Maximum Pressure ◽  
Injection Timing ◽  
Pressure Rise Rate ◽  
Rise Rate ◽  
Pilot Fuel

The use of Jojoba Methyl Ester as a pilot fuel was investigated for almost the first time as a way to improve the performance of dual fuel engine running on natural gas or LPG at part load. The dual fuel engine used was Ricardo E6 variable compression diesel engine and it used either compressed natural gas (CNG) or liquefied petroleum gas (LPG) as the main fuel and Jojoba Methyl Ester as a pilot fuel. Diesel fuel was used as a reference fuel for the dual fuel engine results. During the experimental tests, the following have been measured: engine efficiency in terms of specific fuel consumption, brake power output, combustion noise in terms of maximum pressure rise rate and maximum pressure, exhaust emissions in terms of carbon monoxide and hydrocarbons, knocking limits in terms of maximum torque at onset of knocking, and cyclic data of 100 engine cycle in terms of maximum pressure and its pressure rise rate. The tests examined the following engine parameters: gaseous fuel type, engine speed and load, pilot fuel injection timing, pilot fuel mass and compression ratio. Results showed that using the Jojoba fuel with its improved properties has improved the dual fuel engine performance, reduced the combustion noise, extended knocking limits and reduced the cyclic variability of the combustion.

Investigation of the Effect of Injection and Control Strategies on Combustion Instability in Reactivity-Controlled Compression Ignition Engines

2015 ◽  
Vol 138 (1) ◽  
Author(s):  
David T. Klos ◽  
Sage L. Kokjohn
Keyword(s):  
Direct Injection ◽  
Combustion Instability ◽  
Pressure Rise ◽  
Operating Conditions ◽  
Combustion Stability ◽  
Cfd Modeling ◽  
Surface Model ◽  
Injection Timing ◽  
Compression Ignition ◽  
Reactivity Controlled Compression Ignition

This paper uses detailed computational fluid dynamics (CFD) modeling with the kiva-chemkin code to investigate the influence of injection timing, combustion phasing, and operating conditions on combustion instability. Using detailed CFD simulations, a large design of experiments (DOE) is performed with small perturbations in the intake and fueling conditions. A response surface model (RSM) is then fit to the DOE results to predict cycle-to-cycle combustion instability. Injection timing had significant tradeoffs between engine efficiency, emissions, and combustion instability. Near top dead center (TDC) injection timing can significantly reduce combustion instability, but the emissions and efficiency drop close to conventional diesel combustion levels. The fuel split between the two direct injection (DI) injections has very little effect on combustion instability. Increasing exhaust gas recirculation (EGR) rate, while making adjustments to maintain combustion phasing, can significantly reduce peak pressure rise rate (PPRR) variation until the engine is on the verge of misfiring. Combustion phasing has a very large impact on combustion instability. More advanced phasing is much more stable, but produces high PPRRs, higher NOx levels, and can be less efficient due to increased heat transfer losses. The results of this study identify operating parameters that can significantly improve the combustion stability of dual-fuel reactivity-controlled compression ignition (RCCI) engines.

High load expansion with low emissions and the pressure rise rate by dual-fuel combustion

2018 ◽  
Vol 144 ◽  
pp. 437-443 ◽  
Author(s):  
Sanghyun Chu ◽  
Jeongwoo Lee ◽  
Jaegu Kang ◽  
Yoonwoo Lee ◽  
Kyoungdoug Min
Keyword(s):  
Pressure Rise ◽  
Fuel Combustion ◽  
High Load ◽  
Dual Fuel ◽  
Pressure Rise Rate ◽  
Rise Rate ◽  
Dual Fuel Combustion

Coordination of fuel reactivity and injection timing to achieve highly efficient and stable gasoline compression ignition combustion in a wide load range

2020 ◽  
Vol 234 (7) ◽  
pp. 1840-1853
Author(s):  
Chenxu Jiang ◽  
Zilong Li ◽  
Guibin Liu ◽  
Yong Qian ◽  
Xingcai Lu
Keyword(s):  
High Efficiency ◽  
Pressure Rise ◽  
Injection Timing ◽  
Compression Ignition ◽  
Load Range ◽  
Start Of Injection ◽  
Rise Rate ◽  
Primary Reference ◽  
Primary Reference Fuels ◽  
Compression Ignition Combustion

Gasoline compression ignition combustion is a new combustion mode with great development potential and is highly influenced by fuel reactivity and injection strategy. This paper coordinates the fuel octane number and single-injection timing to operate gasoline compression ignition combustion with high efficiency in a wide load range, with the speed fixed at 1500 r/min. The primary reference fuels with octane numbers 60, 70, 80, and 90 were used, labeled as PRF60, PRF70, PRF80, and PRF90, respectively. The results proved that under steady-state conditions where the speed and load changed slightly, taking the fuel economy and combustion and emission performance into account, PRF60 and PRF70 should be applied at a load lower than 2 bar and 2–8 bar, respectively, and the start of injection timing should be set at 13 °CA before top dead center. When the load is higher than 8 bar, PRF90 should be applied at the start of injection timing of 11 °CA before top dead center. It is noteworthy that PRF70 under medium-load conditions could achieve the indicated thermal efficiency of up to 47%. The injection timing of PRF90 was limited to 9–1711 °CA before top dead center due to the limit of the peak value of pressure rise rate, whereas PRF60 had a wider injection timing boundary than PRF90.

Safe operation of dual-fuel engines using constrained stochastic control

2021 ◽  
pp. 146808742098510
Author(s):  
Carlos Guardiola ◽  
Benjamín Pla ◽  
Pau Bares ◽  
Alvin Barbier
Keyword(s):  
Pressure Rise ◽  
Maximum Amplitude ◽  
Dual Fuel ◽  
Injection Timing ◽  
Cylinder Pressure ◽  
Safe Operation ◽  
Pressure Oscillations ◽  
Engine Operation ◽  
Pressure Rise Rate ◽  
Rise Rate

Premixed combustion strategies have the potential to achieve high thermal efficiency and to lower the engine-out emissions such as NOx. However, the combustion is initiated at several kernels which create high pressure gradients inside the cylinder. Similarly to knock in spark ignition engines, these gradients might be responsible of important pressure oscillations with a harmful potential for the engine. This work aims to analyze the in-cylinder pressure oscillations in a dual-fuel combustion engine and to determine the feedback variables, control actuators, and control approach for a safe engine operation. Three combustion modes were examined: fully, highly, and partially premixed, and three indexes were analyzed to characterize the safe operation of the engine: the maximum pressure rise rate, the ringing intensity, and the maximum amplitude of pressure oscillations (MAPO). Results show that operation constraints exclusively based on indicators such as the pressure rise rate are not sufficient for a proper limitation of the in-cylinder pressure oscillations. This paper explores the use of a knock-like controller for maintaining the resonance index magnitude under a predefined limit where the gasoline fraction and the main injection timing were selected as control variables. The proposed strategy shows the ability to maintain the percentage of cycles exceeding the specified limit at a desired threshold at each combustion mode in all the cylinders.

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