Investigation on performance and combustion of compression ignition aviation piston engine burning biodiesel and diesel

2020 ◽  
Vol ahead-of-print (ahead-of-print) ◽  
Author(s):  
Rui Liu ◽  
Wanzhong Zhao ◽  
Zhenyu Wang ◽  
Xiaqing Liu
Keyword(s):  
Ignition Delay ◽  
Alternative Fuel ◽  
Combustion Characteristics ◽  
Pilot Injection ◽  
Compression Ignition ◽  
Piston Engine ◽  
Content Type ◽  
Fuel Burning ◽  
Main Injection ◽  
Load Conditions

Purpose This study aims to contrastively investigate the effects of biodiesel and diesel on the power, economy and combustion characteristics of a compression ignition aviation piston engine for unmanned aerial vehicles. Design/methodology/approach Biodiesel used as alternative fuel will not be mixed with diesel during experimental study. Pure diesel fuel is used for the comparative test. Same fuel injection strategies, including pilot and main injection, are guaranteed for two fuels in same test points. Findings The engine-rated power of biodiesel is lower than diesel, which results in higher specific fuel combustion (SFC) and effective thermal efficiency (ETE). Biodiesel has the faster burning rate, shorter combustion duration. The crank angle of 50% mass fraction burned (CA50) is earlier than diesel. The ignition delay angle of biodiesel and diesel in the pilot injection stage is almost the same at high engine speed. As the speed and load decrease, the ignition delay angle of biodiesel in the pilot injection stage is smaller than diesel. At 100% high load conditions, the fuel-burning fraction of biodiesel in the pilot injection is the same as diesel. The peak heat release rate (HRR) of biodiesel is slightly lower than diesel. At 20% part load conditions, the fuel-burning fraction of biodiesel in the pilot injection stage is lower than diesel. Because of the combustion participation of unburned pilot injected fuel, the peak HRR of biodiesel in the main injection is equal to or even higher than diesel. Originality/value The application feasibility of alternative fuel and its effects on aviation engine power, economy and combustion characteristics will be evaluated according to the “drop-in“ requirements and on the low-cost premise without changing the aviation engine structure and parameters.

scholarly journals Influence of hydrogen as a fuel additive on combustion and emissions characteristics of a free piston engine

2020 ◽  
Vol 24 (1 Part A) ◽  
pp. 87-99
Author(s):  
Mohammad Alrbai ◽  
Bashar Qawasmeh ◽  
Sameer Al-Dahidi ◽  
Osama Ayadi
Keyword(s):  
Heat Release ◽  
Heat Release Rate ◽  
Release Rate ◽  
Ignition Delay ◽  
Combustion Characteristics ◽  
Fuel Additive ◽  
Compression Ignition ◽  
Piston Engine ◽  
Free Piston ◽  
Free Piston Engine

It has been shown that using fuel additives play an important role in enhancing the combustion characteristics in terms of efficiency and emissions. In addition, free piston engines have shown capable in reducing energy losses and presenting more efficient and reliable engines. In this context, the objective of the present work is to investigate the effect of using hydrogen as a fuel additive in natural gas homogeneous charge compression ignition free piston engine. To this aim, two models have been iteratively coupled: the combustion model that is used to calculate the heat release of the combustion and the scavenging model that is employed to determine the in-cylinder mixture state after scavenging in terms of its homogeneity and species mass fractions and to obtain the finial pressure and temperature of the in-cylinder mixture. In the former model, the 0-D approach through Cantera toolkit has been considered due to the fact that homogeneous charge compression ignition combustion is very rapid and the fuel-air mixture is well-homogenous, whereas in the latter model, 3-D-CFD approach through AN-SYS FLUENT software is considered to ensure precise calculations of the species exchange at the end of each engine cycle. The effect of hydrogen as a fuel additive has been quantified in terms of the combustion characteristics (e. g., ignition delay, heat release rate, engine overall efficiency and emissions, etc.). It has been shown that hydrogen addition reduces ignition delay time, decreases the in-cylinder peak pressure, while allowing the engine to operate with higher mechanical efficiency as it has high heat release rate, increases the NOx emission levels of the engine, but decreases the CO levels

Investigation of Alternative Fuels as Low Reactivity Fuel in Port-Charged Compression Ignition (PCCI) Engine

2020 ◽  
pp. 211-233 ◽  
Author(s):  
Karthickeyan V. ◽  
Thiyagarajan S. ◽  
Ashok B.
Keyword(s):  
Alternative Fuels ◽  
Seed Oil ◽  
Fuel Injection ◽  
Alternative Fuel ◽  
Pilot Injection ◽  
Compression Ignition ◽  
Main Injection ◽  
Pilot Fuel ◽  
Lemon Oil ◽  
Conventional Fuel

In this chapter, four alternative fuels were obtained from non-edible oils, namely Moringa oleifera seed oil, pumpkin seed oil, waste cooking palm oil, and lemon oil. The existing diesel engine intake manifold was converted into port charged compression ignition engine by adopting necessary supporting components and control mechanics. In this study, two modes of injection were carried out, namely main injection with conventional fuel and pilot injection with the prepared alternative fuel samples. Due to characteristic fuel properties, lemon oil biofuel in pilot fuel injection experienced high thermal efficiency and low fuel consumption. At all loads, lemon oil biofuel in pilot fuel injection exhibited lower emission than other alternative fuel samples. Lemon oil biofuel in pilot fuel injection and conventional fuel in main injection showed superior combustion characteristics. On the whole, this work recommends the application of the alternative fuel admission in pilot injection mode by adopting PCCI technique to achieve improved engine characteristics.

Combustion characteristics of a two-stroke spark ignition UAV engine fuelled with gasoline and kerosene (RP-3)

2018 ◽  
Vol 91 (1) ◽  
pp. 163-170 ◽  
Author(s):  
Rui Liu ◽  
Xiaoping Su ◽  
Xiaodong Miao ◽  
Guang Yang ◽  
Xuefei Dong ◽  
...  
Keyword(s):  
Spark Ignition ◽  
Combustion Characteristics ◽  
Spark Ignition Engine ◽  
Bench Test ◽  
Potential Hazard ◽  
Content Type ◽  
Combustion Performance ◽  
Development Period ◽  
Flame Development ◽  
Load Conditions

Purpose The purpose of this paper is to compare the combustion characteristics, including the combustion pressure, heat release rate (HRR), coefficient of variation (COV) of indicated mean effective pressure (IMEP), flame development period and combustion duration, of aviation kerosene fuel, namely, rocket propellant 3 (RP-3), and gasoline on a two-stoke spark ignition engine. Design/methodology/approach This paper is an experimental investigation using a bench test to reflect the combustion performance of two-stroke spark ignition unmanned aerial vehicle (UAV) engine on gasoline and RP-3 fuel. Findings Under low load conditions, the combustion performance and HRR of burning RP-3 fuel were shown to be worse than those of gasoline. Under high load conditions, the average IMEP and the COV of IMEP of burning RP-3 fuel were close to those of gasoline. The difference in the flame development period between gasoline and RP-3 fuel was similar. Practical implications Gasoline fuel has a low flash point, high-saturated vapour pressure and relatively high volatility and is a potential hazard near a naked flame at room temperature, which can create significant security risks for its storage, transport and use. Adopting a low volatility single RP-3 fuel of covering all vehicles and equipment to minimize the number of different devices with the use of a various fuels and improve the application safeties. Originality/value Most two-stroke spark ignition UAV engines continue to combust gasoline. A kerosene-based fuel operation can be applied to achieve a single-fuel policy.

Numerical and experimental study of the combustion phenomenon when the compression ignition is fuelled with mineral diesel

2019 ◽  
Vol 16 (3) ◽  
pp. 341-350 ◽  
Author(s):  
Hariram Venkatesan ◽  
Godwin John J. ◽  
Seralathan Sivamani ◽  
Micha Premkumar T.
Keyword(s):  
Numerical Analysis ◽  
Combustion Characteristics ◽  
Combustion Model ◽  
Transfer Model ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Matlab Simulink ◽  
Content Type ◽  
Combustion Duration ◽  
Dynamic Combustion

Purpose The purpose this experimentation is to study the combustion characteristics of compression ignition engine fuelled with mineral diesel. The reason behind the numerical simulation is to validate the experimental results of the combustion characteristics. Design/methodology/approach The numerical analysis was carried out in this study using MATLAB Simulink, and the zero dimensional combustion model was applied to predict the combustion parameters such as in cylinder pressure, pressure rise rate and rate of heat release. Findings Incorporating the dynamic combustion duration with respect to variable engine load in the zero dimensional combustion model using MATLAB Simulink reduced the variation of experimental and numerical outputs between 5.5 and 6 per cent in this analysis. Research limitations/implications Validation of the experimental analysis is very limited. Investigations were performed using zero dimensional combustion model, which is the very appropriate for analysing the combustion characteristics. Originality/value Existing studies assumed that the combustion duration period as invariant in their numerical analysis, but with the real time scenario occurring in CI engine, that is not the case. In this analysis, mass fraction burnt considering the dynamic combustion duration was incorporated in the heat transfer model to reduce the error variation between experimental and numerical studies.

Combustion performance investigation of aviation kerosene (RP-3) on a compression ignition diesel engine under various loads

2021 ◽  
pp. 1-22
Author(s):  
Rui Liu ◽  
Kaisheng Huang ◽  
Yuan Qiao ◽  
Zhenyu Wang ◽  
Haocheng Ji
Keyword(s):  
Engine Speed ◽  
Pilot Injection ◽  
Compression Ignition ◽  
Combustion Performance ◽  
Combustion Duration ◽  
Peak Heat Release Rate ◽  
Crank Angle ◽  
Main Injection ◽  
High Engine Speed ◽  
Heavy Loads

Abstract The combustion performance of a compression ignition (CI) four-stroke aviation engine fueled with pure No. 3 rocket propellant (RP-3) was experimentally investigated for comparison with diesel. Pilot injection and main injection for RP-3 and diesel were unified under same test conditions. The results show that when burning RP-3, the maximum power of engine is 1% lower than that of burning diesel, with lower specific fuel consumption (SFC) and effective thermal efficiency (ETE). The combustion durations of RP-3 and diesel show small differences of less than 0.4°CA under heavy loads, while the combustion duration of RP-3 is shorter than that of diesel under low loads. The crank angle at 50% mass fraction burnt (CA50) of RP-3 shows differences of 0.3-1°CA compared to that of diesel. For pilot injection at a high engine speed, the ignition delay angle (IDA) of RP-3 is basically equal to that of diesel. With decreasing engine speed, the maximum difference of 1.2°CA in IDAs exist under medium or small loads. For the main injection, the IDA of RP-3 is lager than diesel under heavy loads at various engine speeds. As the load decreases, the IDA of RP-3 is extended. The peak heat release rate (HRR) of RP-3 during main injection combustion is basically the same as diesel under heavy loads, while the intervention effect of unburnt pilot-injected RP-3 under low loads results in a higher peak HRR.

Effects of Pre-Injection on Combustion Characteristics of a Single-Cylinder Diesel Engine

2009 ◽  
Author(s):  
M. Mittal ◽  
G. Zhu ◽  
T. Stuecken ◽  
H. J. Schock
Keyword(s):  
Diesel Engine ◽  
Combustion Process ◽  
Load Condition ◽  
Combustion Characteristics ◽  
Combustion Noise ◽  
Injection Timing ◽  
Single Cylinder ◽  
Multiple Injections ◽  
Main Injection ◽  
Load Conditions

Multiple injections used for diesel engines, especially pre- and post-injections, have the potential to reduce combustion noise and emissions with improved engine performance. This paper outlines the combustion characteristics of a single-cylinder diesel engine with multiple injections. The effects of pre-injection (multi-injection) on combustion characteristics are presented in a single-cylinder diesel engine at different engine speeds and load conditions. A common rail fuel system with a solenoid injector, driven by a peak and hold circuit, is used in this work. This enables us to control the number of injections, fuel injection timing and duration, and the fuel rail pressure that can be used to optimize the engine combustion process (e.g., eliminate engine knock). Mass fraction burned and burn durations are determined by analyzing the measured in-cylinder pressure data. Results are compared with the cases when no pre-injection was used, i.e. only main injection, at the same engine speeds and load conditions. In each study, different cases are considered with the variation in main injection timing. It is found that at full-load condition and lower engine speeds pre-injection is an effective method to alter the engine burn rate and hence to eliminate knock.

Split Injection Strategies for Biodiesel-Fueled Premixed Charge Compression Ignition Combustion Engine—Part II: Particulate Studies

2020 ◽  
Vol 142 (12) ◽  
Author(s):  
Akhilendra Pratap Singh ◽  
Avinash Kumar Agarwal
Keyword(s):  
Fuel Injection ◽  
Combustion Engine ◽  
Chemical Characterization ◽  
Injection Pressure ◽  
Morphological Characterization ◽  
Pilot Injection ◽  
Compression Ignition ◽  
Main Injection ◽  
Fuel Injection Pressure ◽  
Injection Strategies

Abstract In this study, experiments were performed in a single-cylinder research engine to investigate the particulate matter (PM) characteristics of the engine operated in premixed charge compression ignition (PCCI) mode combustion vis-a-vis baseline compression ignition (CI) mode combustion using three test fuels, namely, B20 (20% v/v biodiesel blended with mineral diesel), B40 (40% v/v/ biodiesel blended with mineral diesel), and baseline mineral diesel. The experiments were carried out at constant fuel injection pressure (FIP) (700 bar), constant engine speed (1500 rpm), and constant fuel energy input (0.7 kg/h diesel equivalent). PM characteristics of PCCI mode combustion were evaluated using two different fuel injection strategies, namely, single pilot injection (SPI) (35 deg before top dead center (bTDC)) and double pilot injection (DPI) (35 deg and 45 deg bTDC) at four different start of main injection (SoMI) timings. Results showed that both PCCI mode combustion strategies emitted significantly lower PM compared to baseline CI mode combustion strategy. However, the blending of biodiesel resulted in relatively higher PM emissions from both CI and PCCI combustion modes. Chemical characterization of PM showed that PCCI mode combustion emitted relatively lower trace metals compared to baseline CI mode combustion, which reduced further for B20. For detailed investigations of particulate structure, morphological characterization was done using transmission electron microscopy (TEM), which showed that PM emitted by B20-fueled PCCI mode combustion posed potentially lower health risk compared to baseline mineral diesel-fueled CI mode combustion.

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