Methyl Oleate Evaluation as a Model Fuel for Peanuts FAME, in an Indirect Injection Diesel Engine

2012 ◽  
Author(s):  
Valentin Soloiu ◽  
Jabeous Weaver ◽  
Marvin Duggan ◽  
Henry Ochieng ◽  
Brian Vlcek ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Methyl Oleate ◽  
Mechanical Efficiency ◽  
Combustion Characteristics ◽  
Heat Fluxes ◽  
Diffusion Combustion ◽  
Combustion Modeling ◽  
Ultra Low Sulfur Diesel ◽  
Auxiliary Power ◽  
Model Fuel

This study investigates the combustion characteristics of methyl oleate (oleic FAME) produced from oleic acid. This compound is the main fatty acid component of peanut FAME, a potential renewable biofuel. Methyl oleate has been suggested in our previous work as a reference fuel or surrogate for biodiesel for advanced research (simulation and experiments), or as an enrichment compound to improve biodiesel’s fuel properties. This investigation compares the combustion and emissions characteristics of methyl oleate to peanut FAME and ultra-low sulfur diesel No. 2 (ULSD), in a single-cylinder indirect injection diesel engine intended for use as an auxiliary power unit. The dynamic viscosity of peanut FAME (P100) and Methyl Oleate (O100) was found to be 5.2 cP and 4.3 cP, respectively, at 40°C. It was determined from the ASTM standards for biodiesel that up to 50% FAME could be run in the engine. The lower heating value of P100 and O100 was 36 MJ/kg and 37 MJ/kg respectively, compared to 42.7MJ/kg for ULSD. With a combustion time of 2ms, P50 and O50 have shown similar combustion characteristics with ignition delays of about 1 ms at 2200rpm, 6.2 imep (100% load). The P50, O50, and ULSD heat release, with premixed phase combining with diffusion combustion, produced maximum values of 20.3 J/CAD, 22.7 J/CAD, and 21.9 J/CAD respectively. The heat fluxes were calculated by the Annand model, and a 2% increase in maximum total heat flux was observed for O50 compared with a maximum value of 1.95 MW/m2 for ULSD and P50. The mechanical efficiency of 77% was similar for all tested FAME blends and ULSD. The NOx increased for P20 by 6% compared with ULSD while for P50 it was similar to the ULSD values. The NOx emissions of methyl oleate showed a similar trend with that of ULSD. The soot values were relatively constant for all of the methyl oleate blends and increased by 14% for P50 when comparing both fuels to ULSD. The findings support the use of methyl oleate as a reference or model fuel for combustion modeling, and as a compound for enriching biodiesel.

JP-8 Combustion Characteristics in a Small Diesel Auxiliary Power Unit

2011 ◽  
Author(s):  
Valentin Soloiu ◽  
April Covington ◽  
Jeffery Lewis ◽  
Jonathan Welch
Keyword(s):  
Diesel Engine ◽  
Heat Losses ◽  
Combustion Characteristics ◽  
Aviation Fuel ◽  
Power Stroke ◽  
Maximum Temperature ◽  
Diffusion Combustion ◽  
Gas Combustion ◽  
Auxiliary Power ◽  
Overall Efficiency

The US Army Single Fuel Forward policy mandates that deployed vehicles must be operable with aviation fuel JP-8. Therefore, an investigation into the influence of JP-8 on a diesel engine’s performance is currently in progress. The injection, combustion, and performance of JP-8, 20–50% by weight in diesel no.2 mixtures (J20-J50) produced at room temperature were investigated in a 77mm indirect injection, high compression ratio (23.5) diesel engine, in order to evaluate its effectiveness for application in Auxiliary Power Units (APUs) at 2000rpm continuous operation (100% load/BMEP 4.78 bar). Due to the viscosity requirements for proper injection the new fuel can contain as high as 100% JP-8 (J100). The blends had an ignition delay of 1.03ms regardless of the amount of JP-8 introduced. J50 and diesel no.2 exhibited similar characteristics of heat release, the premixed phase being combined with the diffusion combustion. The maximum combustion pressure remained relatively constant for all blends, 72.7bar for diesel and decreased slightly by 0.40bar for J50, with the peak pressure position being delayed by 0.5CAD for the J50. The instantaneous volume-averaged gas combustion temperature reached 2162K for diesel versus 2173K for J50; displaying a 1.2CAD delay in the position of the maximum temperature and retaining the higher temperature for a longer duration for J50. The heat flux in the engine cylinder exhibited comparable maximum values for all blends (diesel: 2.12MW/m2, J50: 2.14MW/m2). The cylinder heat losses were at a minimum during combustion before TDC with increased convection losses at TDC for all fuels and the beginning of the power stroke. The heat losses associated with the system increased slightly with the addition of JP-8. The BSFC for diesel no.2 was 242(g/kW/hr) and increasing by only 0.7% for J50. The engine’s mechanical efficiency displayed similar values for all blends, 83% and decreasing by only 1% for J50. Taking into account each fuels’ corresponding density, the engine’s overall efficiency remained relatively constant at 29% with the addition of the JP-8. The engine investigation demonstrated that up to 50% JP-8 by weight in diesel can be injected and burnt in a small diesel engine with a combustion duration of approximately 5ms, while maintaining the engine overall efficiency. The study validates JP-8 as an excellent source for power generation in a diesel APU based on its combustion characteristics. The next stage of research shall be the full emissions investigation.

Comparison of Diesel Engine Efficiency and Combustion Characteristics Between Different Bore Engines

2018 ◽  
Vol 140 (10) ◽  
Author(s):  
Jue Li ◽  
Timothy J. Jacobs ◽  
Tushar Bera ◽  
Michael A. Parkes
Keyword(s):  
Diesel Engine ◽  
Combustion Engine ◽  
Volume Ratio ◽  
Mechanical Efficiency ◽  
Combustion Characteristics ◽  
Stroke Length ◽  
Engine Load ◽  
Engine Efficiency ◽  
Brake Mean Effective Pressure ◽  
The Difference

This study investigates the effects of engine bore size on diesel engine performance and combustion characteristics, including in-cylinder pressure, ignition delay, burn duration, and fuel conversion efficiency, using experiments between two diesel engines of different bore sizes. This study is part of a larger effort to discover how fuel property effects on combustion, engine efficiency, and emissions may change for differently sized engines. For this specific study, which is centered only on diagnosing the role of engine bore size on engine efficiency for a typical fuel, the engine and combustion characteristics are investigated at various injection timings between two differently sized engines. The two engines are nearly identical, except bore size, stroke length, and consequently displacement. Although most of this diagnosis is done with experimental results, a one-dimensional model is also used to calculate turbulence intensities with respect to geometric factors; these results help to explain observed differences in heat transfer characteristics of the two engines. The results are compared at the same brake mean effective pressure (BMEP) and show that engine bore size has a significant impact on the indicated efficiency. It is found that the larger bore engine has a higher indicated efficiency than the smaller displaced engine. Although the larger engine has higher turbulence intensities, longer burn durations, and higher exhaust temperature, the lower surface area to volume ratio and lower reaction temperature leads to lower heat losses to the cylinder walls. The difference in the heat loss to the cylinder walls between the two engines is found to increase with increasing engine load. In addition, due to the smaller volume-normalized friction loss, the larger sized engine also has higher mechanical efficiency. In the net, since the brake efficiency is a function of indicated efficiency and mechanical efficiency, the larger sized engine has higher brake efficiency with the difference in brake efficiency between the two engines increasing with increasing engine load. In the interest of efficiency, larger bore designs for a given displacement (i.e., shorter strokes or few number of cylinders) could be a means for future efficiency gains.

Performance of a Supercharged Engine Fueled With a CTL Binary Mixture at Different Injection Pressures

2017 ◽  
Author(s):  
Valentin Soloiu ◽  
Jose Moncada ◽  
Martin Muiños ◽  
Remi Gaubert ◽  
Johnnie Williams ◽  
...  
Keyword(s):  
Binary Mixture ◽  
Injection Pressure ◽  
Mechanical Efficiency ◽  
Heat Fluxes ◽  
Injection Timing ◽  
Maximum Heat ◽  
Ultra Low Sulfur Diesel ◽  
Low Sulfur ◽  
Gas Recirculation ◽  
Injection Pressures

Performance of an experimental diesel engine was investigated when fueled with CTL20 (80% ULSD#2 (ultra-low sulfur diesel) blended with 20% Fischer-Tropsch coal-to-liquid (CTL) fuel. CTL fuel was selected given its potential as an alternative fuel that can supplement the ULSD supply. Combustion and emissions were studied in a common rail, supercharged, single cylinder DI engine with 15% exhaust gas recirculation operated at 1500 RPM and 4.5 bar IMEP in reference to a diesel baseline. The injection pressure was varied from 800–1200 bar while injection timing was tested from 15° to 22° CAD BTDC to optimize combustion. Similar in-cylinder pressures and temperatures were observed for both fuels at the same injection pressure and timing; the maximum heat release and in cylinder pressure and temperatures increased with higher rail pressure. CTL20 had a retarded premixed burn peak by 5 to 8 J/CAD compared to diesel at the same injection pressure and timing. This can be related to a delayed ignition of CTL20 which allowed for higher peak premixed combustion. In-cylinder convection and radiation heat fluxes were stable across injection pressures for both fuels around 1.7 MW/m2 and 0.4 MW/m2, respectively. NOx decreased with CTL20 at higher injection pressure while soot was relatively increased at lower injection pressure. CTL20 decreased BSFC by 3–5% compared to ULSD#2 at 800–1200 bar injection. The mechanical efficiency was maintained around 65% for ULSD#2 as well as for CTL20 during operation at all injection pressures. The study suggests that CTL fuel can be used at 20% as a binary mixture in ULSD#2 while sustaining performance in the experimental engine.

Cotton Seed FAME Combustion and Emissions Research in a DI Diesel Engine

2013 ◽  
Author(s):  
Valentin Soloiu ◽  
Jabeous Weaver ◽  
Henry Ochieng ◽  
Marvin Duggan ◽  
Sherwin Davoud ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Cotton Seed ◽  
Methyl Esters ◽  
Direct Injection ◽  
Mechanical Efficiency ◽  
Ultra Low Sulfur Diesel ◽  
Indicated Mean Effective Pressure ◽  
A Value ◽  
Carbon Dioxide Co2 ◽  
Low Sulfur

This study investigates the combustion characteristics of cotton seed fatty acid methyl esters (FAME), with C100 (100% cotton seed biodiesel) and C20 (20% cotton seed biodiesel, 80% ultra-low sulfur diesel #2), in a direct injection diesel engine and compares the results with ultra-low sulfur diesel #2 (ULSD#2). The dynamic viscosity of C100 was found to meet the American Society for Testing and Materials (ASTM) standard. The lower heating value obtained for C100 was 37.7 MJ/kg, compared to 42.7 MJ/kg for ULSD#2. ULSD#2 and C100 displayed ignition delays of 9.6 crank angle degrees (CAD) and 7 CAD representing 1.14 ms and 0.83 ms respectively and a combustion time of 4ms (35 CAD) at 1400 rpm and 8 bar indicated mean effective pressure (IMEP) (100% load). The apparent heat release of the tested fuels at 8 bar IMEP showed both a premixed and diffusion phase and produced maximum values of 122 and 209 J/CAD for C100 and ULSD#2 respectively, with a decreasing trend occurring with increase in percentage of FAME. The 50% mass burnt (CA50) for 100% biodiesel was found to be 3 CAD advanced, compared with ULSD#2. The maximum total heat flux rates showed a value of 3.2 MW/m2 for ULSD#2 at 8 bar IMEP with a 6% increase observed for C100. Mechanical efficiency of ULSD#2 was 83% and presented a 5.35% decrease for C100, while the overall efficiency was 36% for ULSD#2 and 33% for C100 at 8 bar IMEP. The nitrogen oxides (NOx) for C100 presented an 11% decrease compared with ULSD#2. Unburned hydrocarbons value (UHC) for ULSD#2 was 2.8 g/kWh at 8 bar IMEP, and improved by 18% for C100. The carbon monoxide (CO) emissions for C100 decreased by 6% when compared to ULSD#2 at 3 bar IMEP but were relatively constant at 8 bar IMEP, presenting a value of 0.82 g/kWh for both fuels. The carbon dioxide (CO2) emissions for C100 increased by 1% compared with ULSD#2, at 3 bar IMEP. The soot value for ULSD#2 was 1.5 g/kWh and presented a 42% decrease for C100 at 8 bar IMEP. The results suggest a very good performance of cotton seed biodiesel, even at very high content of 100%, especially on the emissions side that showed decreasing values for regulated and non-regulated species.

Indirect Combustion Technology With Renewable Non-Edible Transesterified Oil Feedstock

2016 ◽  
Author(s):  
Valentin Soloiu ◽  
Jose Moncada ◽  
Tyler Naes ◽  
Martin Muiños ◽  
Spencer Harp
Keyword(s):  
Mechanical Efficiency ◽  
The United States ◽  
Heat Fluxes ◽  
Brake Specific Fuel Consumption ◽  
Ultra Low Sulfur Diesel ◽  
Indicated Mean Effective Pressure ◽  
Combustion Technology ◽  
Biodiesel Blend ◽  
And Performance ◽  
Low Sulfur

This investigation focused on the combustion and performance of an indirect injection (IDI) diesel engine powered by a non-edible biodiesel blend, Brassica Carinata. This oilseed has become an attractive non-edible feedstock for biodiesel in the United States, given potential agronomical advantages. A small bore, single cylinder IDI engine was run at 2000 rpm and 5.5 bar indicated mean effective pressure (IMEP) using ultra-low sulfur diesel #2 (ULSD#2) and compared with C50, a 50% Carinata biodiesel-ULSD#2 blend (by mass). The apparent heat release for C50 reached a maximum of 22.04 J/deg which was 6.3 % lower and peaked 1.80 CAD before ULSD#2. The radiation and convection heat fluxes had similar maximum values of 0.62 MW/m2 and 1.34 MW/m2, respectively. The brake specific fuel consumption (BSFC) of C50 was 211.05 g/kWh, which was 9% higher than for ULSD#2. The mechanical efficiency was maintained relatively constant at 55% while the indicated thermal efficiency of the engine reached 59%. Both fuels produced similar nitrogen oxide (NOx) emissions with ULSD#2 and C50 producing 2.29 g/kWh and 2.23 g/kWh, respectively. The results indicate that the IDI engine can optimally work with concentrations up to 50% biodiesel.

The Influence of Peanut Fatty Acid Methyl Ester Blends on Combustion in an Indirect Injection Diesel Engine

2011 ◽  
Author(s):  
Valentin Soloiu ◽  
Jeffery Lewis ◽  
April Covington ◽  
Brian Vlcek ◽  
Norman Schmidt
Keyword(s):  
Diesel Engine ◽  
Acid Methyl Ester ◽  
Mechanical Efficiency ◽  
Diffusion Combustion ◽  
Heating Value ◽  
Compression Ignition Engines ◽  
Start Of Injection ◽  
Lower Heating Value ◽  
Engine Combustion ◽  
Similar Development

The project investigates the effects of peanut FAME on diesel engine combustion and thermal efficiency. The cold flow properties and viscosity were tested and were found that the cloud point (CP) and pour point (PP) of peanut FAME were 17°C and 8°C respectively, and was able to achieve CP of 0°C when blended 20:80 (wt%) with diesel No. 2 (P20). The dynamic viscosity of peanut FAME was 4.2cP (P100) and 2.85cP at 54°C (P20), both fuels are within the ASTM standard for biodiesel. The lower heating value (LHV) of peanut FAME was 37.10MJ/kg (P100) and 41.3MJ/kg (P20) compared to 41.7MJ/kg for diesel No.2 (D100), which supports the usage of peanut FAME in compression ignition engines. At residence time of 5ms from start of injection, P50 has shown positive combustion characteristics with ignition delay of 1.072ms at 2600rpm, 4.78 bmep (100% load). The P50 heat release displayed similar development compared with diesel No. 2, where premixed phase combined with diffusion combustion and reaching a maximum of 20.0J/CAD, which was higher than 17.5J/CAD for D100. Convection flux for both D100 and P50 had values of 1.4MW/m2. The total heat flux, calculated by Annand model, produced maximum values of 2.1MW/m2 for D100 compared with 2.3MW/m2 for the P50. The mechanical efficiency was only a 4% loss when observing the transition from D100 to P50. These findings support peanut FAME as a viable option when blended and used with diesel engines in order to meet the standards set forth by the RSF-2 and EISA allowing the U.S. to decrease foreign energy dependency and benefiting society through a cleaner burning fuel than is currently in use.

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