Optical diagnostics and chemical kinetic analysis on the dual-fuel combustion of methanol and high reactivity fuels

Fuel ◽  
2022 ◽  
Vol 312 ◽  
pp. 122949
Author(s):  
Yanqing Cui ◽  
Haifeng Liu ◽  
Mingsheng Wen ◽  
Lei Feng ◽  
Can Wang ◽  
...  
Fuel ◽  
2017 ◽  
Vol 191 ◽  
pp. 62-76 ◽  
Author(s):  
M. Ghaderi Masouleh ◽  
A. Wehrfritz ◽  
O. Kaario ◽  
H. Kahila ◽  
V. Vuorinen

Fuel ◽  
2021 ◽  
Vol 287 ◽  
pp. 119500
Author(s):  
Yanqing Cui ◽  
Zunqing Zheng ◽  
Mingsheng Wen ◽  
Qinglong Tang ◽  
Chao Geng ◽  
...  

Author(s):  
Valentin Soloiu ◽  
Remi Gaubert ◽  
Jose Moncada ◽  
Spencer Harp ◽  
Kyle Flowers ◽  
...  

The combustion in an experimental medium duty direct injected engine was investigated in a dual mode process known as partially premixed compression ignition (PPCI). Both a common rail fuel injection system and port fuel injection (PFI) system have been custom designed and developed for the experimental single cylinder engine in order to research the combustion and emissions characteristics of Fischer Tropsch synthetic paraffinic kerosene (S8) with PFI of n-butanol in a low temperature combustion mode (LTC). Baseline results in single fuel (ULSD) combustion were compared to dual fuel strategies coupling both the low and high reactivity fuels. The low reactivity fuel, n-butanol, was port fuel injected in the intake manifold at a constant 30% fuel mass and direct injection of a high reactivity fuel initiated the combustion. The high reactivity fuels are ULSD and a gas to liquid fuel (GTL/S8). Research has been conducted at a constant speed of 1500 RPM at swept experimental engine loads from 3.8 bar to 5.8 bar indicated mean effective pressure (IMEP). Boost pressure and exhaust gas recirculation (EGR) were added at constant levels of 3 psi and 30% respectively. Dual fuel combustion with GTL advanced ignition timing due to the high auto ignition quality and volatility of the fuel. Low temperature heat release (LTHR) was also experienced for each dual-fuel injection strategy prior to the injection of the high reactivity fuel. Peak in-cylinder gas temperatures were similar for each fueling strategy, maintaining peak temperatures below 1400°C. Combustion duration increased slightly in ULSD-PPCI compared to single fuel combustion due to the low reactivity of n-butanol and was further extended with GTL-PPCI from early ignition timing and less premixing. The effect of the combustion duration and ignition delay increased soot levels for dual fuel GTL compared to dual fuel ULSD at 5.8 bar IMEP where the combustion duration is the longest. NOx levels were lowest for GTL-PPCI at each load, with up to a 70% reduction compared to ULSD-PPCI. Combustion efficiencies were also reduced for dual fuel combustion, however the atomization quality of GTL compared to ULSD increased combustion efficiency to reach that of single fuel combustion at 5.8 bar IMEP.


2020 ◽  
Vol 216 ◽  
pp. 112953 ◽  
Author(s):  
Jesús Benajes ◽  
Antonio García ◽  
Javier Monsalve-Serrano ◽  
Rafael Sari

Fuel ◽  
2020 ◽  
Vol 275 ◽  
pp. 117898 ◽  
Author(s):  
Antonio García ◽  
Antonio Gil ◽  
Javier Monsalve-Serrano ◽  
Rafael Lago Sari

2015 ◽  
Author(s):  
Hans Juergen Manns ◽  
Maximilian Brauer ◽  
Holger Dyja ◽  
Hein Beier ◽  
Alexander Lasch

2021 ◽  
pp. 146808742110183
Author(s):  
Jonathan Martin ◽  
André Boehman

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.


2021 ◽  
Vol 233 ◽  
pp. 113927
Author(s):  
Vicente Macián ◽  
Javier Monsalve-Serrano ◽  
David Villalta ◽  
Álvaro Fogué-Robles

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