Experimental investigation of direct injection dual fuel of n-butanol and biodiesel on Intelligent Charge Compression Ignition (ICCI) Combustion mode

2020 ◽  
Vol 266 ◽  
pp. 114884 ◽  
Author(s):  
Wenbin Zhao ◽  
Zilong Li ◽  
Guan Huang ◽  
Yaoyuan Zhang ◽  
Yong Qian ◽  
...  
Keyword(s):  
Experimental Investigation ◽  
Direct Injection ◽  
Dual Fuel ◽  
Compression Ignition ◽  
Combustion Mode

An experimental study of the injection strategies on engine performance of the butanol/biodiesel dual-fuel Intelligent Charge Compression Ignition mode

2020 ◽  
pp. 146808742096399
Author(s):  
Wenbin Zhao ◽  
Yaoyuan Zhang ◽  
Guan Huang ◽  
Zilong Li ◽  
Yong Qian ◽  
...  
Keyword(s):  
Heat Release ◽  
Thermal Efficiency ◽  
Direct Injection ◽  
Dual Fuel ◽  
Injection Timing ◽  
Nox Emissions ◽  
Compression Ignition ◽  
Combustion Mode ◽  
Low Levels ◽  
Injection Strategies

Intelligent Charge Compression Ignition (ICCI) combustion mode is a novel dual-fuel combustion strategy that has been proposed recently. In ICCI combustion mode, two fuels with different reactivity are directly injected during the intake stroke and compression stroke, respectively, to achieve flexible reactivity gradient and equivalence ratio stratification. In this study, experiments were conducted on a single-cylinder diesel engine to investigate the effects of butanol direct injection strategies on the engine running with ICCI combustion mode at a constant speed of 1500 r/min and medium load. Results showed that ICCI combustion mode was composed of premixed heat release and diffusion heat release. In compare, the percentage of premixed heat release was higher than the diffusion heat release. With fixed biodiesel direct injection timing (SOI2), retarding butanol single injection timing (SOI1) would delay combustion phasing while not distinctively affect ignition timing. SOI1 showed significant effect on the thermal efficiency and engine emissions. Indicated thermal efficiency (ITE) decreased at first and then slightly increased with retarding of SOI1, while the nitrogen oxides (NOx) emissions were always at low levels. As the butanol second direct injection timing (SOI1-2) retard and the corresponding energy ratio increase, more butanol entered into the crevice/squish regions, leading to the increase of unburned hydrocarbon (HC) and carbon monoxide (CO) emissions. EGR strategy helps to significantly reduce NOx emissions without affecting ITE although penalized HC and CO emissions are resulted in. The optimum butanol direct injection strategies were butanol single direct injection, especially in the early SOI1, in which the thermal efficiency was higher and emissions were at very low levels (NOx  < 0.4 g/kW h).

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.

Assessment of a Syngas-Diesel Dual Fuelled Compression Ignition Engine

2010 ◽  
Author(s):  
Bibhuti B. Sahoo ◽  
Niranjan Sahoo ◽  
Ujjwal K. Saha
Keyword(s):  
Diesel Engine ◽  
Thermal Efficiency ◽  
Gas Flow ◽  
Direct Injection ◽  
Dual Fuel ◽  
Exhaust Gas ◽  
Compression Ignition ◽  
Gas Temperature ◽  
Compression Ignition Engine ◽  
Exhaust Gas Temperature

Synthesis gas (Syngas), a mixture of hydrogen and carbon monoxide, can be manufactured from natural gas, coal, petroleum, biomass, and even from organic wastes. It can substitute fossil diesel as an alternative gaseous fuel in compression ignition engines under dual fuel operation route. Experiments were conducted in a single cylinder, constant speed and direct injection diesel engine fuelled with syngas-diesel in dual fuel mode. The engine is designed to develop a power output of 5.2 kW at its rated speed of 1500 rpm under variable loads with inducted syngas fuel having H2 to CO ratio of 1:1 by volume. Diesel fuel as a pilot was injected into the engine in the conventional manner. The diesel engine was run at varying loads of 20, 40, 60, 80 and 100%. The performance of dual fuel engine is assessed by parameters such as thermal efficiency, exhaust gas temperature, diesel replacement rate, gas flow rate, peak cylinder pressure, exhaust O2 and emissions like NOx, CO and HC. Dual fuel operation showed a decrease in brake thermal efficiency from 16.1% to a maximum of 20.92% at 80% load. The maximum diesel substitution by syngas was found 58.77% at minimum exhaust O2 availability condition of 80% engine load. The NOx level was reduced from 144 ppm to 103 ppm for syngas-diesel mode at the best efficiency point. Due to poor combustion efficiency of dual fuel operation, there were increases in CO and HC emissions throughout the range of engine test loads. The decrease in peak pressure causes the exhaust gas temperature to rise at all loads of dual fuel operation. The present investigation provides some useful indications of using syngas fuel in a diesel engine under dual fuel operation.

Octane rating effects of direct injection fuels on dual fuel HCCI-DI stratified combustion mode with port injection of n-heptane

Energy ◽  
2016 ◽  
Vol 111 ◽  
pp. 1003-1016 ◽  
Author(s):  
Yong Qian ◽  
Hua Li ◽  
Dong Han ◽  
Libin Ji ◽  
Zhen Huang ◽  
...  
Keyword(s):  
Direct Injection ◽  
Dual Fuel ◽  
Combustion Mode ◽  
Octane Rating ◽  
Stratified Combustion

Factors Affecting Performance of Dual Fuel Compression Ignition Engines

2013 ◽  
Vol 388 ◽  
pp. 217-222
Author(s):  
Mohamed Mustafa Ali ◽  
Sabir Mohamed Salih
Keyword(s):  
Diesel Engine ◽  
Fuel Consumption ◽  
Thermal Efficiency ◽  
Fuel Injection ◽  
Direct Injection ◽  
Injection System ◽  
Dual Fuel ◽  
Injection Timing ◽  
Compression Ignition ◽  
Factors Affecting

Compression Ignition Diesel Engine use Diesel as conventional fuel. This has proven to be the most economical source of prime mover in medium and heavy duty loads for both stationary and mobile applications. Performance enhancements have been implemented to optimize fuel consumption and increase thermal efficiency as well as lowering exhaust emissions on these engines. Recently dual fueling of Diesel engines has been found one of the means to achieve these goals. Different types of fuels are tried to displace some of the diesel fuel consumption. This study is made to identify the most favorable conditions for dual fuel mode of operation using Diesel as main fuel and Gasoline as a combustion improver. A single cylinder naturally aspirated air cooled 0.4 liter direct injection diesel engine is used. Diesel is injected by the normal fuel injection system, while Gasoline is carbureted with air using a simple single jet carburetor mounted at the air intake. The engine has been operated at constant speed of 3000 rpm and the load was varied. Different Gasoline to air mixture strengths investigated, and diesel injection timing is also varied. The optimum setting of the engine has been defined which increased the thermal efficiency, reduced the NOx % and HC%.

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