scholarly journals Supercritical Reforming of Wet Ethanol for High Efficiency Direct-injection Heavy-duty Compression-ignition Engines

2020 ◽  
Author(s):  
David Wickman ◽  
Sage Kokjohn
Keyword(s):  
High Efficiency ◽  
Direct Injection ◽  
Compression Ignition ◽  
Heavy Duty ◽  
Compression Ignition Engines

scholarly journals Numerical simulations of dual fuel combustion in a heavy duty compression ignition engine

2015 ◽  
Vol 163 (4) ◽  
pp. 47-56
Author(s):  
Łukasz KAPUSTA
Keyword(s):  
Direct Injection ◽  
System Optimization ◽  
Injection System ◽  
Dual Fuel ◽  
Compression Ignition ◽  
Fuel System ◽  
Heavy Duty ◽  
Liquid Form ◽  
Compression Ignition Engine ◽  
Compression Ignition Engines

In this study dual fuel direct injection was studied in terms of utilizing in compression ignition engines gaseous fuels with high octane number which are stored in liquid form, specifically liquid propane. Due to the fact that propane is not as much knock-resistant as natural gas, instead of conventional dual fuel system a system based on simultaneous direct injection of two fuel was selected as the most promissing one. Dual fuel operation was compared with pure diesel operation. The performed simulations showed huge potential of dual fuel system for burning light hydrocarbons in heavy duty compression ignition engines. However, further secondary fuel injection system optimization is required in order to improve atomization and lower the emissions.

The Possibility of Co-Combustion of Gaseous Fuel in Compression Ignition Engines

2016 ◽  
Vol 831 ◽  
pp. 256-262 ◽  
Author(s):  
Zbigniew Kneba
Keyword(s):  
Diesel Oil ◽  
Pilot Injection ◽  
Compression Ignition ◽  
Injection Time ◽  
Heavy Duty ◽  
Compression Ignition Engines ◽  
Injection Dose ◽  
Measurement Results ◽  
Additional Fuel ◽  
Propane Butane

The article presents an analysis of the possibilities of co-combustion of two fuels in truck diesel engines. The goal of usage two different fuels is to lower coast of exploitation heavy duty trucks and buses. The two systems were introduced In first the ignition in cylinder is initiated by diesel oil small dose then main dose of methane is burned. In the alternative system the share of diesel oil is much greater and the mixture of propane butane is only additional fuel. Measurement results of first inwestigations has been presented. The important remarks about setting pilot injection dose and injection time angle were munched.

Predicted Qualitative Effects of Alternate Liquid Fuels on Heavy-Duty Compression-Ignition Engines

2009 ◽  
Author(s):  
Gong Chen
Keyword(s):  
Fuel Injection ◽  
Cetane Number ◽  
Fuel Properties ◽  
Liquid Fuels ◽  
Compression Ignition ◽  
Heavy Duty ◽  
Compression Ignition Engine ◽  
End Effects ◽  
Compression Ignition Engines ◽  
The Impact

It is always desirable for a heavy-duty compression-ignition engine, such as a diesel engine, to possess a capability of using alternate liquid fuels without significant hardware modification to the engine baseline. Because fuel properties vary between various types of liquid fuels, it is important to understand the impact and effects of the fuel properties on engine operating and output parameters. This paper intends and attempts to achieve that understanding and to predict the qualitative effects by studying analytically and qualitatively how a heavy-duty compression-ignition engine would respond to the variation of fuel properties. The fuel properties considered in this paper mainly include the fuel density, compressibility, heating value, viscosity, cetane number, and distillation temperature range. The qualitative direct and end effects of the fuel properties on engine bulk fuel injection, in-cylinder combustion, and outputs are analyzed and predicted. Understanding these effects can be useful in analyzing and designing a compression-ignition engine for using alternate liquid fuels.

Effect of Fuel Reactivity on Ignitability and Combustion Phasing in a Heavy-Duty Engine Simulation for Mixing-Controlled and Partially Premixed Combustion

2017 ◽  
Vol 140 (4) ◽  
Author(s):  
Alexander K. Voice ◽  
Praveen Kumar ◽  
Yu Zhang
Keyword(s):  
Boundary Conditions ◽  
Ignition Delay ◽  
High Efficiency ◽  
Chemical Kinetic ◽  
Compression Ignition ◽  
Heavy Duty ◽  
Engine Model ◽  
Combustion Modes ◽  
Partially Premixed ◽  
Ci Engines

Light-end fuels have recently garnered interest as potential fuel for advanced compression ignition (CI) engines. This next generation of engines, which aim to combine the high efficiency of diesel engines with the relative simplicity of gasoline engines, may allow engine manufacturers to continue improving efficiency and reducing emissions without a large increase in engine and aftertreatment system complexity. In this work, a 1D heavy-duty engine model was validated with measured data and then used to generate boundary conditions for the detailed chemical kinetic simulation corresponding to various combustion modes and operating points. Using these boundary conditions, homogeneous simulations were conducted for 242 fuels with research octane number (RON) from 40 to 100 and sensitivity (S) from 0 to 12. Combustion phasing (CA50) was most dependent on RON and less dependent on S under all conditions. Both RON and S had a greater effect on combustion phasing under partially premixed compression ignition (PPCI) conditions (19.3 deg) than under mixing-controlled combustion (MCC) conditions (5.8 deg). The effect of RON and S were also greatest for the lowest reactivity (RON > 90) fuels and under low-load conditions. The results for CA50 reflect the relative ignition delay for the various fuels at the start-of-injection (SOI) temperature. At higher SOI temperatures (>950K), CA50 was found to be less dependent on fuel sensitivity due to the convergence of ignition delay behavior of different fuels in the high-temperature region. Combustion of light-end fuels in CI engines can be an important opportunity for regulators, consumers, and engine-makers alike. However, selection of the right fuel specifications will be critical in development of the combustion strategy. This work, therefore, provides a first look at quantifying the effect of light-end fuel chemistry on advanced CI engine combustion across the entire light-end fuel reactivity space and provides a comparison of the trends for different combustion modes.

Simulation of High Efficiency Heavy Duty SI Engines Using Direct Injection of Alcohol for Knock Avoidance

2008 ◽  
Vol 1 (1) ◽  
pp. 1186-1195 ◽  
Author(s):  
Paul N. Blumberg ◽  
Leslie Bromberg ◽  
Hyungsuk Kang ◽  
Chun Tai
Keyword(s):  
High Efficiency ◽  
Direct Injection ◽  
Heavy Duty ◽  
Si Engines

Investigation of Injection Strategies to Improve High Efficiency RCCI Combustion With Diesel and Gasoline Direct Injection

2012 ◽  
Author(s):  
Martin L. Wissink ◽  
Jae H. Lim ◽  
Derek A. Splitter ◽  
Reed M. Hanson ◽  
Rolf D. Reitz
Keyword(s):  
High Efficiency ◽  
Direct Injection ◽  
High Reactivity ◽  
Gasoline Direct Injection ◽  
Cylinder Wall ◽  
Nox Emissions ◽  
Heavy Duty ◽  
Fuel Vaporization ◽  
Heavy Duty Diesel ◽  
Injection Strategies

Experiments were performed to investigate injection strategies for improving engine-out emissions of RCCI combustion in a heavy-duty diesel engine. Previous studies of RCCI combustion using port-injected low-reactivity fuel (e.g., gasoline or iso-octane) and direct-injected high-reactivity fuel (e.g., diesel or n-heptane) have reported greater than 56% gross indicated thermal efficiency while meeting the EPA 2010 heavy-duty PM and NOx emissions regulations in-cylinder. However, CO and UHC emissions were higher than in diesel combustion. This increase is thought to be caused by crevice flows of trapped low-reactivity fuel and lower cylinder wall temperatures. In the present study, both the low- and high-reactivity fuels were direct-injected, enabling more precise targeting of the low-reactivity fuel as well as independent stratification of equivalence ratio and reactivity. Experiments with direct-injection of both gasoline and diesel were conducted at 9 bar IMEP and compared to results from experiments with port-injected gasoline and direct-injected diesel at matched conditions. The results indicate that reductions in UHC, CO, and PM are possible with direct-injected gasoline, while maintaining similar gross indicated efficiency as well as NOx emissions well below the EPA 2010 heavy-duty limit. Additionally, experimental results were simulated using multi-dimensional modeling in the KIVA-3V code coupled to a Discrete Multi-Component fuel vaporization model. The simulations suggest that further UHC reductions can be made by using wider injector angles which direct the gasoline spray away from the crevices.

scholarly journals STUDY OF MULTI-ZONE THERMODYNAMIC MODEL DIRECT-INJECTION COMPRESSION IGNITION ENGINES

2020 ◽  
Vol 20 (4) ◽  
pp. 345-361
Author(s):  
Haydar M. Razoqe ◽  
Mahmoud A. Mashkour
Keyword(s):  
Simulation Model ◽  
Engine Speed ◽  
Direct Injection ◽  
Compression Ignition ◽  
Compression Ignition Engines ◽  
Programming Tools ◽  
Injection Model ◽  
The Rich ◽  
Thermodynamic Equations ◽  
Good Agreement

The present research investigated multi-zone single-cylinder four-stroke direct-injection model. The model simulates closed cycle processes and describes the combustion behavior by employing thermodynamic equations of a penetration spray theories. The model has been coded on the base of the programming tools of Matlab software. In this simulation model, the combustion events is divided into five zones, in order to determine the amount of fuel, access air, and amount of products in each zone. The simulation model, produced in this work, provides a more accurate framework for zero dimensional model by introducing physical zones within the model that correspond to the combustion structures in the engine. Comparison the results of the simulation model with other methods in the published researches shows that the behavior of engine parameters with theoretical and experimental earlier works has a good agreement. From the simulation model results can be concluded that, there is a change in the limits of the combustion zones with changing engine speed, amount of injected fuel, intake air pressure, and temperature, especially in the rich premixed burn zone.    

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