scholarly journals An Extensive Analysis of Biodiesel Blend Combustion Characteristics under a Wide-Range of Thermal Conditions of a Cooperative Fuel Research Engine

2020 ◽  
Vol 12 (18) ◽  
pp. 7666
Author(s):  
Vu H. Nguyen ◽  
Minh Q. Duong ◽  
Kien T. Nguyen ◽  
Thin V. Pham ◽  
Phuong X. Pham
Keyword(s):  
Alternative Fuels ◽  
Fossil Fuels ◽  
Fuel Injection ◽  
Cetane Number ◽  
Thermal Conditions ◽  
Combustion Characteristics ◽  
Mixing Rate ◽  
Start Of Injection ◽  
Wide Range ◽  
Physical And Chemical

Examining the influence of thermal conditions in the engine cylinder at the start of fuel injection on engine combustion characteristics is critically important. This may help to understand physical and chemical processes occurring in engine cycles and this is relevant to both fossil fuels and alternative fuels like biodiesels. In this study, six different biodiesel–diesel blends (B0, B10, B20, B40, B60 and B100 representing 0, 10, 20, 40, 60 and 100% by volume of biodiesel in the diesel–biodiesel mixtures, respectively) have been successfully tested in a cooperative fuel research (CFR) engine operating under a wide range of thermal conditions at the start of fuel injection. This is a standard cetane testing CFR-F5 engine, a special tool for fuel research. In this study, it was further retrofitted to investigate combustion characteristics along with standard cetane measurements for those biodiesel blends. The novel biodiesel has been produced from residues taken from a palm cooking oil manufacturing process. It is found that the cetane number of B100 is almost 30% higher than that of B0 and this could be attributed to the oxygen content in the biofuel. Under similar thermal conditions at the start of injection, it is observed that the influence of engine load on premixed combustion is minimal. This could be attributable to the well-controlled intake air temperature in this special engine and therefore the evaporation and mixing rate prior to the start of combustion is similar under different loading conditions. Owing to higher cetane number (CN), B100 is more reactive and auto-ignites up to 3 degrees of crank angle (DCA) earlier compared to B0. It is generally observed in this study that B10 shows a higher maximum value of in-cylinder pressure compared to that of B0 and B20. This could be evidence for lubricant enhancement when operating the engine with low-blending ratio mixtures like B10 in this case.

Effect of Cetane Improver on Autoignition Characteristics of Low Cetane Sasol IPK Using Ignition Quality Tester1

2014 ◽  
Vol 136 (8) ◽  
Author(s):  
Ziliang Zheng ◽  
Tamer Badawy ◽  
Naeim Henein ◽  
Eric Sattler ◽  
Nicholas Johnson
Keyword(s):  
Activation Energy ◽  
Apparent Activation Energy ◽  
Fuel Injection ◽  
Cetane Number ◽  
Start Of Injection ◽  
Constant Charge Density ◽  
Ignition Quality ◽  
Rate Of Heat Release ◽  
Ignition Quality Tester ◽  
Physical And Chemical

This paper investigates the effect of a cetane improver on the autoignition characteristics of Sasol IPK in the combustion chamber of the ignition quality tester (IQT). The fuel tested was Sasol IPK with a derived cetane number (DCN) of 31, treated with different percentages of Lubrizol 8090 cetane improver ranging from 0.1 to 0.4%. Tests were conducted under steady state conditions at a constant charging pressure of 21 bar. The charge air temperature before fuel injection varied from 778 to 848 K. Accordingly, all the tests were conducted under a constant charge density. The rate of heat release was calculated and analyzed in detail, particularly during the autoignition period. In addition, the physical and chemical delay periods were determined by comparing the results of two tests. The first was conducted with fuel injection into air according to ASTM standards where combustion occurred. In the second test, the fuel was injected into the chamber charged with nitrogen. The physical delay is defined as the period of time from start of injection (SOI) to point of inflection (POI), and the chemical delay is defined as the period of time from POI to start of combustion (SOC). Both the physical and chemical delay periods were determined under different charge temperatures. The cetane improver was found to have an effect only on the chemical ID period. In addition, the effect of the cetane improver on the apparent activation energy of the global combustion reactions was determined. The results showed a linear drop in the apparent activation energy with the increase in the percentage of the cetane improver. Moreover, the low temperature (LT) regimes were investigated and found to be presented in base fuel, as well as cetane improver treated fuels.

Effect of Cetane Improver on Autoignition Characteristics of Low Cetane Sasol IPK Using Ignition Quality Tester (IQT)

2013 ◽  
Author(s):  
Ziliang Zheng ◽  
Tamer Badawy ◽  
Naeim Henein ◽  
Eric Sattler ◽  
Nicholas Johnson
Keyword(s):  
Activation Energy ◽  
Apparent Activation Energy ◽  
Fuel Injection ◽  
Cetane Number ◽  
Start Of Injection ◽  
Constant Charge Density ◽  
Ignition Quality ◽  
Rate Of Heat Release ◽  
Ignition Quality Tester ◽  
Physical And Chemical

This paper investigates the effect of a cetane improver on the autoignition characteristics of Sasol IPK in the combustion chamber of the Ignition Quality Tester (IQT). The fuel tested was Sasol IPK with a Derived Cetane Number (DCN) of 31, treated with different percentages of Lubrizol 8090 cetane improver ranging from 0.1% to 0.4%. Tests were conducted under steady state conditions at a constant charging pressure of 21 bar. The charge air temperature before fuel injection varied from 778 to 848 K. Accordingly, all the tests were conducted under a constant charge density. The rate of heat release was calculated and analyzed in details, particularly during the autoignition period. In addition, the physical and chemical delay periods were determined by comparing the results of two tests. The first was conducted with fuel injection into air according to ASTM standards where combustion occurred. In the second test, the fuel was injected into the chamber charged with nitrogen. The physical delay is defined as the period of time from start of injection (SOI) to point of inflection (POI), and the chemical delay is defined as the period of time from POI to start of combustion (SOC). Both the physical and chemical delay periods were determined under different charge temperatures. The cetane improver was found to have an effect only on the chemical ID period. In addition, the effect of the cetane improver on the apparent activation energy of the global combustion reactions was determined. The results showed a linear drop in the apparent activation energy with the increase in the percentage of the cetane improver. Moreover, the low temperature (LT) regimes were investigated and found to be presented in base fuel, as well as cetane improver treated fuels.

Combustion Characteristics of Methane Direct Injection Engine Under Various Injection Timings and Injection Pressures

2017 ◽  
Vol 139 (8) ◽  
Author(s):  
Jingeun Song ◽  
Mingi Choi ◽  
Daesik Kim ◽  
Sungwook Park
Keyword(s):  
Fuel Injection ◽  
Direct Injection ◽  
Injection Pressure ◽  
Combustion Characteristics ◽  
Direct Injection Engine ◽  
Optical Engine ◽  
Start Of Injection ◽  
Crank Angle ◽  
Combustion Speed ◽  
Injection Pressures

The performance of a methane direct injection engine was investigated under various fuel injection timings and injection pressures. A single-cylinder optical engine was used to acquire in-cylinder pressure data and flame images. An outward-opening injector was installed at the center of the cylinder head. Experimental results showed that the combustion characteristics were strongly influenced by the end of injection (EOI) timing rather than the start of injection (SOI) timing. Late injection enhanced the combustion speed because the short duration between the end of injection and the spark-induced strong turbulence. The flame propagation speeds under various injection timings were directly compared using crank-angle-resolved sequential flame images. The injection pressure was not an important factor in the combustion; the three injection pressure cases of 0.5, 0.8, and 1.1 MPa yielded similar combustion trends. In the cases of late injection, the injection timings of which were near the intake valve closing (IVC) timing, the volumetric efficiency was higher (by 4%) than in the earlier injection cases. This result implies that the methane direct injection engine can achieve higher torque by means of the late injection strategy.

Emission Characteristics of Water in Diesel Nanoemulsions in Diesel Engine

2013 ◽  
Vol 832 ◽  
pp. 248-253
Author(s):  
B.S. Bidita ◽  
Suraya Abdul Rashid ◽  
Azni B. Idris ◽  
Mohamad Amran Mohd Salleh
Keyword(s):  
Alternative Fuels ◽  
Combustion Engine ◽  
High Energy ◽  
Combustion Characteristics ◽  
Exhaust Emission ◽  
Exhaust Gas ◽  
Test Bed ◽  
Environmental Aspects ◽  
Wide Range ◽  
Exhaust Gas Emissions

Nanoemulsions are a class of nanomaterials which play an increasingly important role in commercial and environmental aspects. Water-in-diesel (W/D) nanoemulsion is considered one of the environmental friendly alternative fuels for reducing the emission pollution of internal combustion engine such as diesel engines. In this context, a study has been made to evaluate the combustion characteristics of W/D nanoemulsion fuel. A wide range of surfactant concentration (0.25% to 0.40% v/v) with varying amount of water percentage (0.5% to 0.8% v/v) was used in the preparation of W/D nanoemulsion fuel. The high energy emulsification method was applied to prepare W/D nanoemulsions. The combustion characteristics of W/D nanoemulsions are presented in terms of different formulating compositions. An engine test bed was used to combust the W/D nanoemulsions for measuring the exhaust emission concentrations such as CO, CO2 and NH3. A reduction in the concentrations of exhaust gas emissions was notified.

scholarly journals Optimization of Injection Pressure and Injection Timing on Fuel Sprays, Engine Performances and Emissions on a Developed DI 20C Biodiesel Engine Prototype

2020 ◽  
Vol 38 (4) ◽  
pp. 827-838
Author(s):  
Bambang Sudarmanta ◽  
Alham A.K. Mahanggi ◽  
Dori Yuvenda ◽  
Hary Soebagyo
Keyword(s):  
Fossil Fuels ◽  
Fuel Injection ◽  
Cetane Number ◽  
Injection Pressure ◽  
Injection Timing ◽  
Spray Characteristics ◽  
Injection Parameter ◽  
Optimal Injection ◽  
Fuel Injection Pressure ◽  
Start Of Combustion

Biodiesel, as a renewable fuel that has the potential to replace diesel fossil fuels. With properties in the form of viscosity, density, and surface tension, which are higher than diesel fossil fuel, biodiesel produces poor spray characteristics, and also the high cetane number and oxygen content so that the ignition delay is shorter causes the start of combustion will shift more forward, therefore need to improve injection parameters including injection pressure and timing. The aim of this research is to get the optimal injection parameter optimization so as to improve engine performances and emissions. The method used is to increase the fuel injection pressure from 200 to 230 kg/cm2 and the injection timings were retarded from 22° to 16° BTDC. The results show that increasing injection pressure can improve spray characteristics as indicated by shorter penetration and smaller spray diameter of 30% and 9.8%, respectively and increase in spray spread angle of 21.9%. Then the optimization of engine performances and emissions, obtained at an injection pressure of 230 kg/cm2 and injection timing of 16° BTDC with an increase of power and thermal efficiency of 3.9% and 13.9%, respectively and reduction in smoke emissions of 45.2% at high load.

Gas-to-Liquid Sprays at Different Injection and Ambient Conditions

2010 ◽  
Vol 133 (3) ◽  
Author(s):  
Dung Ngoc Nguyen ◽  
Hiroaki Ishida ◽  
Masahiro Shioji
Keyword(s):  
Oxygen Concentration ◽  
Ignition Delay ◽  
Alternative Fuels ◽  
Ambient Pressure ◽  
Cetane Number ◽  
Combustion Characteristics ◽  
Gas Oil ◽  
Ambient Conditions ◽  
Ignition Quality ◽  
Gas To Liquid

Alternative fuels exhibit potential as a clean fuel and suitable to address problems of energy security and environmental pollution. The main objective of this research was to provide the fundamental data of ignition delay and combustion characteristics for gas-to-liquid (GTL) fuels. Experiments were carried out in a constant-volume vessel under diesel-engine conditions to study the effects of various injection and ambient conditions on ignition and combustion characteristics. The results showed that all tested fuels exhibited similar ignition-delay trends: Ignition delay increased as ambient temperature, ambient pressure, and oxygen concentration decreased. The result of changing injection pressures and nozzle-hole diameters did not significantly affect ignition-delay values for all tested fuels. The variation in ignition-delay values was small at temperatures higher than 700 K but large at temperatures less than 700 K. In addition, the result showed that GTL fuels with high cetane number corresponded to shorter ignition delay and smoother heat-release rate than those for gas-oil (conventional diesel fuel) at the same temperature, pressure, and oxygen concentration. The blend GTL fuel improved ignition quality and combustion than that of gas-oil. Shadowgraph images showed that GTL fuels exhibited shorter spray penetration and mixed with the hot air quicker than gas-oil. In addition, GTL fuels showed suitability for premixed charge compression-ignition operations owing to ignitability at low temperature. The obtained results provide useful information for finding the optimal conditions for the design and control of diesel engines fuelled by synthetic GTL fuels.

COMPARATIVE ANALYSIS OF COMBUSTION SPRAY COCONUT OIL AND JATROPHA OIL

2016 ◽  
Vol 78 (5) ◽  
Author(s):  
Agus Wibowo ◽  
I. N. G Wardana ◽  
Slamet Wahyudi ◽  
Denny Widhi Yanuriyawan
Keyword(s):  
Comparative Analysis ◽  
Alternative Fuels ◽  
Fossil Fuels ◽  
Coconut Oil ◽  
Negative Influence ◽  
Flame Spray ◽  
Jatropha Oil ◽  
Wide Range ◽  
Three Stages ◽  
Better Than

The negative influence of fossil fuels and the limited supply of fossil fuels to encourage researchers are looking for alternative fuels to renewable energy, namely coconut oil and jatropha oil. The purpose of this study was to determine the ratio of the combustion flame spray on burning long, wide combustion and combustion stage by studying the experimental results of burning coconut oil and jatropha oil, camera recording video at 420 fps in the spray nozzle tester with 1900 psi pressure. The results of the comparative analysis, combustion spray seed oil kapok better than castor oil, this is indicated in the data there is a difference of 20.73% the length of the combustion spray maximum of coconut oil than jatropha oil, the burning of coconut oil reach flames maximum is 164 cm and oils a distance of 130 cm, for width measurement obtained difference of 23.60% a wide range of flame spray a maximum of coconut oil than jatropha oil, coconut oil range of flame spray a maximum of 33.7 cm and jatropha oil is 28.8 cm, and the results of the analysis phase of burning, coconut oil occurs twice burning while the jatropha oil are three stages of combustion.

Experimental and Simulation Study of Fuel Injection Timing, Pressure and EGR for Lower Exhaust Emissions From Diesel HCCI Combustion

2009 ◽  
Author(s):  
S. Juttu ◽  
S. S. Thipse ◽  
N. V. Marathe ◽  
M. K. Gajendra Babu
Keyword(s):  
Simulation Study ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Exhaust Emissions ◽  
Injection Timing ◽  
Nox Emissions ◽  
Hcci Combustion ◽  
Fuel Injection Timing ◽  
Start Of Injection ◽  
Wide Range

The objective of this work is to study the effect of different control parameters viz. EGR, fuel injection pressure and start of injection timing on exhaust emissions from diesel fueled HCCI combustion concept. A 4-cylinder LCV engine has been selected for experiments and FIRE 3D CFD software was used for simulation study. The basic idea of the simulation study is to find the suitable EGR ratio to run the engine on HCCI combustion mode so as to avoid any damage to the engine during testing. From simulation study, it was observed that the minimum EGR required for running the engine at 5.6 bar BMEP @ 2500 rpm in HCCI mode is approximately 45%. The trends of simulation results viz. soot and NOx emissions are closely following the experiments. The experiments were conducted at different loads at 2500 rpm and EGR varied from 0% to 60%. With increased EGR ratio, soot bump was observed at 50%, 75% and 100%. The BTE dropped to 24.5% from 33.5%. The effect of fuel injection pressures (750bar, 1000bar and 1500bar) were studied to improve the BTE and to control soot bump over a wide range injection timings EGR ratio. Detailed experiments were conducted at 2.8 bar BMEP @ 2500 rpm to study simultaneous reduction of NOx, SOOT, UHC and CO emissions from diesel HCCI combustion. At injection pressure (1500 bar), advanced fuel injection timing and high EGR ratio, the soot CO and THC emissions were reduced significantly without penalty on NOx emissions. The BTE was improved from 24.5% to 31% against 33.5% of convention diesel combustion.

scholarly journals DEVELOPING AND VALIDATING A GT-SUITE BASED MODEL FOR A SECOND GENERATION COMMONRAIL SOLENOID INJECTOR

2021 ◽  
Vol 59 (3) ◽  
pp. 390
Author(s):  
Dat Xuan Nguyen ◽  
Vu Hoang Nguyen ◽  
Phuong Xuan Pham
Keyword(s):  
Second Generation ◽  
Injection Rate ◽  
Operating Conditions ◽  
Calibration Data ◽  
Rail Pressure ◽  
Start Of Injection ◽  
Wide Range ◽  
Experiment And Simulation ◽  
The Difference ◽  
Physical And Chemical

Injection profiles, containing important parameters like injection rate, directly affect the spray structure, fuel-air mixture quality, and as such the physical and chemical processes occurring in the IC engine’s combustion chamber. Therefore, injection profiles are one of the keys to improving power, thermal efficiency and minimizing the emission for IC engines. In this paper, a GT-Suite - based simulation model for a second generation solenoid commonrail injector typically utilized in Hyundai 2.5 TCI-A diesel engines, has been successfully developed and validated. The validation is done by using experimental data are acquired by a Zeuch’s method-based Injection Analyzer (UniPg STS) in University of Perugia, Italy. The calibration data is measured over a wide range of rail pressure and energizing time (ET) corresponding to the engine operating conditions. The results show that the injector model developed here is reliable and suitable for examining the injector’s hydraulic characteristics. The difference in start of injection values obtained through experiment and simulation is only about 15 µs. The total injection volumes obtained through experiment and simulation under ET > 0.8 ms is less than     10 % while the difference is quite high under ET < 0.8 ms and high rail pressure (up to 34.5 %).

RCCI With High Reactivity S8-ULSD Blend and Low Reactivity N-Butanol

2020 ◽  
Author(s):  
Valentin Soloiu ◽  
Cesar E. Carapia ◽  
Richard Smith ◽  
Amanda Weaver ◽  
Levi Mckinney ◽  
...  
Keyword(s):  
Heat Release ◽  
Fuel Injection ◽  
Preliminary Investigation ◽  
Cetane Number ◽  
Pressure Rise ◽  
High Reactivity ◽  
Combustion Characteristics ◽  
Injection Timing ◽  
Rail Pressure ◽  
Fuel Blend

Abstract A fuel blend consisting of 10% S8 by mass (a Fischer-Tropsch synthetic kerosene), and 90% ULSD (Ultra Low Sulfur Diesel) was investigated for their combustion characteristics and impact on emissions during RCCI (Reactivity Controlled Compression Ignition) combustion in a single cylinder experimental engine utilizing a 65% by mass n-butanol port fuel injection (PFI). RCCI is a dual fuel combustion strategy achieved with the introduction of a PFI fuel of the low-reactive n-butanol, and a direct injection (DI) of a high-reactivity blend (FT-BLEND) into an experimental diesel engine. The combustion analysis and emissions testing were conducted at 1500 RPM at an engine load of 5 bar IMEP (Indicated Mean Effective Pressure), and CA50 of 9° ATDC (After Top Dead Center); CDC (Conventional Diesel Combustion) and RCCI with 65Bu-35ULSD were utilized as the baseline for AHRR (Apparent Heat Release Rate), ringing and emissions comparisons. It was found during a preliminary investigation with a Constant Volume Combustion Chamber (CVCC) that the introduction of 10% by mass S8 into a mixture with 90% ULSD by mass only increased Derived Cetane Number (DCN) by 0.8, yet it was found to have a significant effect on the combustion characteristics of the fuel blend. This led to the change in injection timing necessary for maintaining 65Bu-35F-T BLEND RCCI at a CA50 of 5° ATDC (After Top Dead Center) to be shifted 3° closer to TDC, thus affecting the Ringing Intensity (RI), Pressure Rise Rate, and heat release of the blend all to decrease. CDC was conducted with a primary injection of 14° BTDC at a rail pressure of 800 bar, all RCCI testing was conducted with 65% PFI of n-butanol by mass and 35% DI, to prevent knock, with a rail pressure of 600 bar and a pilot injection of 60° BTDC for 0.35 ms. 65Bu-35ULSD RCCI was conducted with a primary injection at 6° BTDC with neat ULSD#2, the fuel 65Bu-35F-T BLEND in RCCI had a primary injection at 3° BTDC to maintain CA50 at 9° ATDC. 65Bu-35ULSD RCCI experienced a NOx and soot emissions decrease of 40.8% and 91.44% respectively in comparison to CDC. The fuel 65Bu-35F-T BLEND in RCCI exhibited an additional decrease of NOx and soot of 32.9 and 5.3%, in comparison to 65Bu-35ULSD RCCI for an overall decrease in emissions of 73.7% and 96.71% respectively. Ringing Intensity followed a similar trend with reductions in RI for 65Bu-35ULSD RCCI decreasing only by 6.2% whereas 65Bu-35F-T BLEND had a decrease in RI of 76.6%. Although emissions for both RCCI fuels experienced a decrease in NOx and soot in comparison to CDC, UHC and CO did increase as a result of RCCI. CO emissions for 65Bu-35ULSD RCCI and 65Bu-35F-T BLEND where increased from CDC by a factor of 5 and 4 respectively with UHC emissions rising from CDC by a factor of 3.4. The fuel 65Bu-35F-T BLEND had a higher combustion efficiency than 65Bu-35ULSD in RCCI at 91.2% due to lower CO emissions of the blend.

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