Time-Resolved Endoscopic Evaluation of Spatial Temperature and Soot Distribution in a Butanol-Diesel Blend Fuelled Direct Injection Compression Ignition Engine

2021 ◽  
pp. 1-34
Author(s):  
Avinash Kumar Agarwal ◽  
Yeshudas Jiotode ◽  
Nikhil Sharma
Keyword(s):  
Direct Injection ◽  
Experimental Investigations ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Nox Formation ◽  
Time Resolved ◽  
Endoscopic Images ◽  
Exhaust Gas Emission ◽  
Engine Endoscopy ◽  
Spatial Temperature

Abstract In-situ spatial soot and temperature distributions were investigated experimentally for B20 (20% v/v butanol and balance mineral diesel blend), vis-a-vis mineral diesel using endoscopic visualization. Endoscopy captured in-cylinder combustion images in a production-grade direct injection compression ignition (DICI) engine at varying engine operating points. A comparative combustion data analysis using pressure-crank angle history, and the captured endoscopic images was performed, and an attempt was made to correlate the results of these two experimental investigations. Combustion duration (CD) obtained from the endoscopic images was found to be relatively long compared to CD calculated from the thermodynamic analysis. The majority of the research on soot and NOx emitted from an engine using a raw exhaust gas emission analyser provides bulk, time-averaged, and cycle-averaged information about the pollutant formation. This investigation is unique wherein the spatial or time-resolved soot and NOx formation (Via spatial temperature distribution) is evaluated and the findings of this study support the research finding available in the open literature, which uses emission analyser. This study and the technique therein on deployment of engine endoscopy as an emerging optical technique is potentially useful to original automotive manufactures (OEM's) in designing more efficient engines to meet upcoming stringent emission norms.

Experimental investigation of performance and emissions characteristics of waste cooking oil biodiesel and n-butanol blends in a compression ignition engine

RSC Advances ◽  
2015 ◽  
Vol 5 (43) ◽  
pp. 33863-33868 ◽  
Author(s):  
M. Jindal ◽  
P. Rosha ◽  
S. K. Mahla ◽  
A. Dhir
Keyword(s):  
Experimental Investigation ◽  
Diesel Engine ◽  
Direct Injection ◽  
Waste Cooking Oil ◽  
Experimental Investigations ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Direct Injection Diesel Engine ◽  
Cooking Oil ◽  
Performance And Emissions

Experimental investigations were conducted to evaluate the effects of n-butanol in biodiesel–diesel blends on the performance and emissions characteristics of a constant speed, direct injection diesel engine.

scholarly journals Effective Combustion of Glycerol in the Compression Ignition Engine Equipped with a Double Direct Fuel Injection

2020 ◽  
Author(s):  
Michal Gruca ◽  
Michal Pyrc ◽  
Magdalena Szwaja ◽  
Stanislaw Szwaja
Keyword(s):  
High Pressure ◽  
Alternative Fuels ◽  
Fuel Injection ◽  
Direct Injection ◽  
Biodiesel Production ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Exhaust Gases ◽  
Exhaust Gas Emission ◽  
Ethanol Blends

The paper presents results from investigation focused on toxicity content in the exhaust gases emitted by the internal combustion compression ignition engine fueled with glycerol-ethanol blends at ratio of 50/50% by volume. Innovative issue of this engine is application of 2 high pressure injectors for glycerol-ethanol blend and diesel fuel direct injection at high pressure over 200 MPa. As known, glycerol is considered is by-product from biodiesel production technologies, hence its cost is relatively low to other renewable alternative fuels, which can be applied as a fuel to the reciprocating piston engines. Tests on exhaust gases toxicity were performed. It was found that the toxic components UHC, NOx and CO were below the maximal allowed limits. Both NOx and smoke emissions were strongly reduced with increase in glycerol-ethanol fraction in the fuel. Summarizing, such a fueling strategy proposed in this paper made it possible to effectively and environmentally friendly combust crude glycerol in the compression ignition engine working in a heat and power cogeneration unit. Exhaust gas emission tests conducted in this case confirmed usability of this technology to be implemented into practice.

scholarly journals Experimental Investigations of a Compression-Ignition Engine Fuelled with Transesterified-Jatropha BiodieselDiesel Blend

2021 ◽  
Vol 40 (3) ◽  
pp. 474-481
Author(s):  
Gopal Kumar Deshmukh ◽  
Ammenur Rehman ◽  
Rajesh Gupta
Keyword(s):  
Diesel Fuel ◽  
Jatropha Curcas ◽  
Renewable Energy Sources ◽  
Direct Injection ◽  
Engine Performance ◽  
Experimental Investigations ◽  
Exhaust Emission ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Jatropha Curcas Biodiesel

Jatropha-curcas biodiesel has recently been considered as one of the potential renewable energy sources in Asia. This biodiesel is produced through the transesterification process of the non-edible oil obtained from Jatropha-curcas. The properties of this biodiesel are quite similar to those of diesel fuel. However, high viscosity of pure Jatropha-curcas biodiesel adversely affects engine performance. Hence, the percentage of Jatrophacurcas biodiesel that will not cause any adverse effect on the engine must be determined. In this context, this paper experimentally investigates the performance and exhaust emission characteristics of a direct injection compression ignition engine fuelled with 25%, 50% and 100% volume basis Jatropha-curcas biodiesel with diesel. Results showed that the Jatropha-curcas biodiesel and its blends demonstrated lower values for brake thermal efficiency and exhaust emission levels than diesel, but not for nitrogen oxide levels and brake specific fuel consumption. It was observed that the blend containing 25% Jatropha-curcas biodiesel (BD25) was the best alternative for diesel fuel based on engine emissions and overall performance. Therefore, BD25 could be considered a potential alternative fuel for compression ignition engines.

Mapping the combustion modes of a dual-fuel compression ignition engine

2021 ◽  
pp. 146808742110183
Author(s):  
Jonathan Martin ◽  
André Boehman
Keyword(s):  
Direct Injection ◽  
Fuel Combustion ◽  
Dual Fuel ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Combustion Modes ◽  
Si Engines ◽  
Dual Fuel Combustion ◽  
Soot Emissions ◽  
Ci Engines

Compression-ignition (CI) engines can produce higher thermal efficiency (TE) and thus lower carbon dioxide (CO2) emissions than spark-ignition (SI) engines. Unfortunately, the overall fuel economy of CI engine vehicles is limited by their emissions of nitrogen oxides (NOx) and soot, which must be mitigated with costly, resource- and energy-intensive aftertreatment. NOx and soot could also be mitigated by adding premixed gasoline to complement the conventional, non-premixed direct injection (DI) of diesel fuel in CI engines. Several such “dual-fuel” combustion modes have been introduced in recent years, but these modes are usually studied individually at discrete conditions. This paper introduces a mapping system for dual-fuel CI modes that links together several previously studied modes across a continuous two-dimensional diagram. This system includes the conventional diesel combustion (CDC) and conventional dual-fuel (CDF) modes; the well-explored advanced combustion modes of HCCI, RCCI, PCCI, and PPCI; and a previously discovered but relatively unexplored combustion mode that is herein titled “Piston-split Dual-Fuel Combustion” or PDFC. Tests show that dual-fuel CI engines can simultaneously increase TE and lower NOx and/or soot emissions at high loads through the use of Partial HCCI (PHCCI). At low loads, PHCCI is not possible, but either PDFC or RCCI can be used to further improve NOx and/or soot emissions, albeit at slightly lower TE. These results lead to a “partial dual-fuel” multi-mode strategy of PHCCI at high loads and CDC at low loads, linked together by PDFC. Drive cycle simulations show that this strategy, when tuned to balance NOx and soot reductions, can reduce engine-out CO2 emissions by about 1% while reducing NOx and soot by about 20% each with respect to CDC. This increases emissions of unburnt hydrocarbons (UHC), still in a treatable range (2.0 g/kWh) but five times as high as CDC, requiring changes in aftertreatment strategy.

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