Effects of diesel from direct and indirect coal liquefaction on combustion and emissions in a six-cylinder turbocharged diesel engine

2021 ◽  
pp. 095440702110518
Author(s):  
Hucheng Zhang ◽  
Xincheng Tang ◽  
Qibin Zhang ◽  
Xinqi Qiao ◽  
Xiaoyuan Fang
Keyword(s):  
Particle Size ◽  
Diesel Engine ◽  
Cetane Number ◽  
Formaldehyde Emission ◽  
Coal Liquefaction ◽  
Particulate Emission ◽  
Turbocharged Diesel Engine ◽  
Polycyclic Aromatic ◽  
Direct Coal Liquefaction ◽  
Toxicity Equivalent

The aim of this study is to evaluate the effects of diesel from direct coal liquefaction (DDCL) and diesel from indirect coal liquefaction (DICL) on combustion and emissions. A six-cylinder turbocharged diesel engine fueled with DDCL, DICL, petroleum diesel (PD), 58% DDCL, and 42% DICL blended by volume (BD58) is used. The experiments are carried out at 1400 and 2300rpm engine speeds and various engine loads (10%, 25%, 50%, 75%, and 90% of the full-load). The results show that the brake thermal efficiency (BTE) of PD was higher than that of CTL (the maximum difference was 2%) at medium and high loads. At 10% load of 1400 rpm, the CO, HC and formaldehyde emissions of DDCL are 88.9%, 44.3% and 26.5% higher than those of PD respectively, and the CO, HC, and formaldehyde emissions of DICL are 30.1%, 15.3%, and 15.2% lower than those of PD. The differences among four fuels decrease rapidly with the increase of load. The NOX emissions of PD are the highest due to high nitrogen content (102.3 μg/g) and low hydrogen-carbon (H/C) ratio. The fuel with higher cetane number has less formaldehyde emission at low loads, while the fuel with lower H/C has less formaldehyde emission at high loads. The particle size distribution shows a bimodal shape at different loads and the peak particle size of accumulation mode and nucleation mode all increases with the increase of load. The particulate emission of different fuels from high to low is the order of PD > DDCL > BD58 > DICL. In addition, the emissions of polycyclic aromatic hydrocarbons (PAHs) and toxicity equivalent (TE) of PD are highest at all loads. The proportion of soluble organic fractions (SOF) from DDCL, DICL, and BD58 is higher than that of PD.

Fatty acid esters: a potential cetane number improver for diesel from direct coal liquefaction

Fuel ◽  
2015 ◽  
Vol 153 ◽  
pp. 78-84 ◽  
Author(s):  
Hui Liu ◽  
Shuangshuang Jiang ◽  
Jieni Wang ◽  
Chao Yang ◽  
Hongshuang Guo ◽  
...  
Keyword(s):  
Fatty Acid ◽  
Cetane Number ◽  
Fatty Acid Esters ◽  
Coal Liquefaction ◽  
Direct Coal Liquefaction ◽  
Acid Esters

Investigation on the spray development, the combustion characteristics and the emissions of Fischer–Tropsch fuel and diesel fuel from direct coal liquefaction

2017 ◽  
Vol 231 (13) ◽  
pp. 1829-1837 ◽  
Author(s):  
Yiqiang Pei ◽  
Jing Qin ◽  
Yuli Dai ◽  
Kun Wang
Keyword(s):  
Diesel Fuel ◽  
Ignition Delay ◽  
Cetane Number ◽  
Combustion Process ◽  
Physicochemical Characteristics ◽  
Combustion Characteristics ◽  
Coal Liquefaction ◽  
Fischer Tropsch ◽  
Planar Laser ◽  
Direct Coal Liquefaction

Diesel fuel is largely consumed by transportation services, and diesel fuel from direct coal liquefaction and Fischer–Tropsch fuel have been produced as alternatives in coal-rich areas. However, the physicochemical characteristics of the two fuels are not quite the same as those of diesel fuel derived from crude oil. Therefore, the spray development, the combustion characteristics and the emissions of diesel fuel from direct coal liquefaction, Fischer–Tropsch fuel and commercial diesel fuel were studied in this paper. The spray development was investigated by using planar laser-induced fluorescence, and the results showed that the spray characteristics of coal-liquefied fuel were similar to those of commercial diesel fuel. Diesel fuel from direct coal liquefaction has a longer ignition delay and a higher heat release rate from premixed combustion than commercial diesel fuel does because of its lower cetane number at low loads. However, the same combustion characteristics with commercial diesel fuel can be achieved by mixing diesel fuel from direct coal liquefaction and Fischer–Tropsch fuel in a ratio of 3 to 1. With increasing engine load, the in-cylinder temperature and the pressure increased which reduced the effect of the cetane number on the ignition delay and the combustion process. The regulated emissions from Fischer–Tropsch fuel were the lowest of these fuels; the unregulated emissions measured by Fourier transform infrared spectroscopy, however, were slightly higher than those of the other two fuels.

Effects of cetane number improvers on diesel fuel from direct coal liquefaction

2016 ◽  
Vol 38 (21) ◽  
pp. 3207-3213 ◽  
Author(s):  
Chao Yang ◽  
Hui Liu ◽  
Kangkang He ◽  
Yuan Xue ◽  
Yong Li ◽  
...  
Keyword(s):  
Diesel Fuel ◽  
Cetane Number ◽  
Coal Liquefaction ◽  
Direct Coal Liquefaction

Dynamic Turbocharged Diesel Engine Simulator for Electronic Control System Development

1984 ◽  
Vol 106 (1) ◽  
pp. 27-43 ◽  
Author(s):  
N. Watson
Keyword(s):  
Control System ◽  
Diesel Engine ◽  
Cetane Number ◽  
Design Parameters ◽  
Injection Timing ◽  
Ambient Conditions ◽  
Load Range ◽  
Turbocharged Diesel Engine ◽  
Crank Angle ◽  
Run Time

A nonlinear dynamic simulation of a turbocharged diesel engine is presented. The model is designed to be used as an engine simulator to aid development of advanced microelectronic control systems of varying degrees of complexity and performance. The objective is to establish the potential benefit of quite different control system concepts in advance of hardware being constructed and tested on an engine. The detail of the model is governed by the desire to accurately predict fuel economy of new engine designs currently on the drawing board, without empirical input, and respond correctly to changing ambient conditions, design alterations etc. Thus the model treats cylinders and manifolds as thermodynamic control volumes, solving energy and mass conservation equations with subroutines for combustion, heat transfer, turbocharger, dynamic aspects etc. In-cylinder calculations are performed in small engine crank-angle steps so that the correct ignition crank angle is predicted as well as the subsequent fuel burning rate. This enables parameters such as cylinder pressure and diffusion burning factor (which correlates with exhaust smoke) to be predicted. The conflict between accuracy and computer run time and cost is addressed, and it is shown how the run time of a previous model (see SAE 770123) has been reduced by an order of magnitude. The accuracy of the model is illustrated by comparing measured and predicted performance over the complete engine speed and load range under steady conditions and engine response to “full throttle” acceleration and full-load application. The model is then used to show the influence of design parameters such as injection timing and turbocharger characteristics as well as external influence such as fuel cetane number and ambient conditions on steady speed and dynamic performance.

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