Combustion duration influence on hydrogen-ethanol dual fueled engine emissions: An experimental analysis

The research presented in this article expresses experimental results on combustion duration effect on the dual fueled engine. In particular, the research was focused on the emissions occurred specifically from a hydrogen-ethanol dual fueled engine. This study was performed on a compression ignition engine that was converted to run and act as a spark ignition engine. This modified engine was fueled by hydrogen–ethanol with various percentage substitutions of hydrogen. The substitution was altered from 20 to 80% at a constant speed of 1500 rpm. The various engine emission characteristics such as CO, Hydrocarbon, and NOx were experimentally determined. This study resulted that at a compression ratio of 11:1 and combustion duration of 25°CA, the best operating conditions of the engine were shown. Moreover, the optimum fuel combination was established at 60 to 80% of hydrogen substitution to ethanol. The experimental results also revealed that at 100% load and at compression ratios 7, 9, and 11; the CO and HC emissions have decreased while NOx increased and followed with the increase in the percentage of hydrogen addition and combustion duration. It was concluded that the retarding combustion duration was preferred for NOx emission control in the engine.

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An experimental study of the combusition and emission performances of 2,5-dimethylfuran diesel blends on a diesel engine

Thermal Science ◽

10.2298/tsci160526226x ◽

2017 ◽

Vol 21 (1 Part B) ◽

pp. 543-553 ◽

Cited By ~ 4

Author(s):

Helin Xiao ◽

Pengfei Zeng ◽

Liangrui Zhao ◽

Zhongzhao Li ◽

Xiaowei Fu

Keyword(s):

Diesel Engine ◽

Diesel Fuel ◽

Direct Injection ◽

Operating Conditions ◽

Effective Pressure ◽

Compression Ignition Engine ◽

Brake Mean Effective Pressure ◽

Combustion Duration ◽

Significant Difference ◽

Hc Emissions

Experiments were carried out in a direct injection compression ignition engine fueled with diesel-dimethylfuran blends. The combustion and emission performances of diesel-dimethylfuran blends were investigated under various loads ranging from 0.13 to 1.13 MPa brake mean effective pressure, and a constant speed of 1800 rpm. Results indicate that diesel-dimethylfuran blends have different combustion performance and produce longer ignition delay and shorter combustion duration compared with pure diesel. Moreover, a slight increase of brake specific fuel consumption and brake thermal efficiency occurs when a Diesel engine operates with blended fuels, rather than diesel fuel. Diesel-dimethylfuran blends could lead to higher NOx emissions at medium and high engine loads. However, there is a significant reduction in soot emission when engines are fueled with diesel-dimethylfuran blends. Soot emissions under each operating conditions are similar and close to zero except for D40 at 0.13 MPa brake mean effective pressure. The total number and mean geometric diameter of emitted particles from diesel-dimethylfuran blends are lower than pure diesel. The tested fuels exhibit no significant difference in either CO or HC emissions at medium and high engine loads. Nevertheless, diesel fuel produces the lowest CO emission and higher HC emission at low loads of 0.13 to 0.38 MPa brake mean effective pressure.

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The Formation of a Combustible Mixture During the First Cycle of Cranking and Startup in a Port-Fuel-Injected Spark-Ignition Engine

Journal of Engineering for Gas Turbines and Power ◽

10.1115/1.1563237 ◽

2003 ◽

Vol 125 (2) ◽

pp. 402-411

Author(s):

J. S. Cowart

Keyword(s):

Combustible Mixture ◽

Operating Conditions ◽

Spark Ignition Engine ◽

Fuel Vapor ◽

Firing Cycle ◽

Generation Process ◽

Automotive Engine ◽

Fuel Model ◽

Physically Based ◽

Engine Emission

As automotive engine emission standards continue to become more stringent, excellent cranking, and startup fuel control will become imperative in order to achieve minimum engine-out emissions. Optimized engine starting requires the generation of a strong first firing cycle. Fortunately, an engine’s first cycle event is physically less complex than future engine cycles, providing the opportunity for accurate modeling. A physically based crank mixture preparation model coupled with a multicomponent fuel model was developed to provide insights into the fuel vapor generation process during the first cycle of engine starting. Excellent agreement with experimental data is obtained over a range of operating conditions. Model results show that for increased engine temperatures, fuel distillation becomes of comparable importance to the convective mass transfer fuel vapor formation mechanism. Additionally, the modeling work suggests that fuel pooling near the intake valve is occurring at rich fueling levels. The important effect of engine speed during intake is correctly predicted by the model.

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A novel in-cylinder fuel reformation approach to control HCCI engine combustion on-set

Combustion Engines ◽

10.19206/ce-117179 ◽

2009 ◽

Vol 138 (3) ◽

pp. 37-48

Author(s):

Gnanaprakash GNANAM ◽

Dale HAGGITH ◽

Andrzej SOBIESIAK

Keyword(s):

Positive Impact ◽

Direct Injection ◽

Operating Conditions ◽

Experimental Results ◽

Coolant Temperature ◽

Compression Ignition ◽

Compression Ignition Engine ◽

Hcci Engine ◽

Hcci Combustion ◽

Partial Load

Homogeneous Charge Compression Ignition (HCCI) engines have the potential to deliver high thermal efficiencies (when compared to spark ignition engines) coupled with ultra-low NOx emissions and Particulate Matter (PM) for partial-load operating regions. However, the inherent absence of Start of Combustion (SOC) or combustion on-set control has been a major obstacle for implementing this technology into production engines. In the present work, a new in-cylinder reformation strategy to control the on-set of combustion has been incorporated into a HCCI engine fuelled with lean ethanol/air mixtures. The objective of the in-cylinder reformation process is to generate hydrogen enriched gas (which includes other intermediate species) from ethanol reformation, which is then used to control the subsequent HCCI cycle combustion on-set. The experimental engine used for the study is a four-stroke, three cylinder In-Direct Injection (IDI) type compression ignition engine which was converted to single cylinder operation for HCCI combustion. A proto-type reformation chamber has been designed and fabricated with direct injection capabilities to examine the proposed in-cylinder reformation process. In order to clarify the effects of reformation products on HCCI combustion on-set, experiments were conducted with constant engine speed, initial charge temperature, and engine coolant temperature. The engine performance was evaluated based on cycle-resolved in-cylinder pressure measurements and regulated engine-out emissions. The experimental results demonstrate that the proposed in-cylinder reformation strategy is an effective method for controlling HCCI combustion on-set (SOC) and reduces the regulated engine-out emissions. Furthermore, the experimental results indicate that there is an optimal in-cylinder reformation fuelling percentage which will have a positive impact on regular HCCI combustion at given operating conditions.

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Comparison of Artificial Neural Network and Fuzzy Logic Approaches for the Prediction of In-Cylinder Pressure in a Spark Ignition Engine

Journal of Dynamic Systems Measurement and Control ◽

10.1115/1.4047014 ◽

2020 ◽

Vol 142 (9) ◽

Cited By ~ 2

Author(s):

Özgür Solmaz ◽

Habib Gürbüz ◽

Mevlüt Karacor

Keyword(s):

Fuzzy Logic ◽

Spark Ignition ◽

Operating Conditions ◽

Spark Ignition Engine ◽

Experimental Results ◽

Cylinder Pressure ◽

Ann Model ◽

Pressure Data ◽

Si Engine ◽

Artificial Neural

Abstract In first stage, a machine learning (ML) was performed to predict in-cylinder pressure using both fuzzy logic (FL) and artificial neural networks (ANN) depending on the results of experimental studies in a spark ignition (SI) engine. In the ML phase, the experimental in-cylinder pressure data of SI engine was used. SI engine was operated at stoichiometric air–fuel mixture (φ = 1.0) at 1200, 1400, and 1600 rpm engine speeds. Six different ignition timings, ranging from 15 to 45 °CA, were used for each engine speed. Correlations (R2) between data from in-cylinder pressure obtained via FL and ANN models and data form experimental in-cylinder pressure were determined. R2 values over 0.995 were obtained at an ML stage of ANN model for all test conditions of the engine. However, R2 values were remained between range of 0.820–0.949 with the FL model for different engine speeds and ignition timings. In the second stage, in-cylinder pressure prediction was performed by using an ANN model for engine operating conditions where no experimental results were obtained. Furthermore, indicated mean effective pressure (IMEP) values were calculated by predicting in-cylinder pressure data for different engine operation conditions, and then compared with experimental IMEP values. The results show that the in-cylinder pressure and IMEP results estimated with the trained ANN model are fairly close to the experimental results. Moreover, it was found that using the trained ANN model, the ignition timing corresponding to the maximum brake torque (MBT) used in the engine management systems and engine studies could be determined with high accuracy.

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Improved Methodology for Turbine Engine Emission Measurements

Volume 1: Turbo Expo 2002 ◽

10.1115/gt2002-30606 ◽

2002 ◽

Cited By ~ 2

Author(s):

Paul A. Jalbert ◽

Vincent A. Zaccardi

Keyword(s):

Gas Turbine ◽

Gas Turbine Engine ◽

Operating Conditions ◽

Emission Measurement ◽

Engine Emissions ◽

Turbine Engine ◽

Middle Tennessee State University ◽

Rapid Sampling ◽

Analysis System ◽

Engine Emission

Whether the intended application of a gas turbine engine is aero-propulsion or power production, the engine exhaust gas emissions must comply with all applicable air quality regulations. For an aircraft gas turbine engine, the current range of certifiable operating conditions includes the landing and takeoff cycle. For a stationary, power-producing engine the range of operating conditions is narrow, but there is increasing interest in measurements of speciated hydrocarbons and other species that pose health and environmental hazards. Existing emission measurement methodologies are time consuming and expensive. An engine emissions survey was performed on a JT-12 engine at Middle Tennessee State University using a new integrated rapid sampling, measurement, and analysis system. Improved methodologies should be considered for turbine engine emissions certification.

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An Analytical Model of Homogeneous Charge Compression Ignition Engine for Performance Prediction

Applied Mechanics and Materials ◽

10.4028/www.scientific.net/amm.564.8 ◽

2014 ◽

Vol 564 ◽

pp. 8-12

Author(s):

A. R. Najihah ◽

A.A. Nuraini ◽

Othman Inayatullah

Keyword(s):

Fuel Consumption ◽

Engine Speed ◽

Model Simulation ◽

Combustion Process ◽

Operating Conditions ◽

Compression Ignition Engine ◽

Combustion Duration ◽

Wide Range ◽

Intake Pressure ◽

And Performance

A zero dimensional thermodynamic model simulation is developed to simulate the combustion characteristics and performance of a four stroke homogeneous compression combustion ignition (HCCI) engine fueled with gasoline. This model which applies the first law of thermodynamics for a closed system is inclusive of empirical model for predicting the important parameters for engine cycles: the combustion timing and mass burnt fraction during the combustion process. The hypothesis is the increasing intake temperature can reduce the combustion duration and the fuel consumption at wide range of equivalence ratio. The intake temperature were increased from 373-433 K with increment of 20 K. The engine was operated over a range of equivalence ratios of 0.2 to 0.5 at constant engine speed of 1200 rpm and intake pressure of 89,950 k Pa. Simulations were performed using Simulink® under different engine operating conditions. Increasing intake temperature allows reducing the combustion duration by 0.99 °CA and 0.26 °CA at equivalence ratios of 0.2 and 0.5, respectively. The brake specific fuel consumption decreases about 6.09%-5.76% at 0.2-0.5 of equivalence ratios. Thus, fuel consumption can be reduced by increasing intake temperature.

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Performance and Emissions of Natural Gas and Hydrogen/Natural Gas Blended Fuels in Spark Ignition Engine

ASME 2005 Internal Combustion Engine Division Spring Technical Conference ◽

10.1115/ices2005-1098 ◽

2005 ◽

Cited By ~ 2

Author(s):

G. Anand ◽

M. R. Ravi ◽

J. P. Subrahmanyam

Keyword(s):

Natural Gas ◽

Combustion Engine ◽

Thermodynamic Simulation ◽

Spark Ignition ◽

Operating Conditions ◽

Spark Ignition Engine ◽

Si Engine ◽

Nitrogen Emissions ◽

Combustion Duration ◽

Blended Fuel

The basic intent of the present work is to evaluate the potential of using alternative gaseous fuels like compressed natural gas (CNG) and H2/CNG as a spark ignition (SI) engine (lean burn engines) fuel. Computer modeling of internal combustion engine is useful in understanding the complex processes that occur in the combustion chamber. This research deals with quasi-dimensional, two-zone thermodynamic simulation of four-stroke SI engine fueled with CNG and H2/CNG. The fraction of hydrogen in the H2/CNG blend, for simulation was varied from 0–60% by volume. The developed computer model has been used for the prediction of the combustion and emission characteristics of H2/CNG blended fuel in SI engines, which includes the power, thermal efficiency, cylinder pressure-crank angle history, exhaust emissions (NOx and CO), fuel consumption, combustion duration, ignition delay, etc. Predicted results indicate that the presence of hydrogen in H2/CNG blend can improve combustion duration as it has a higher flame speed. There are increases in oxides of nitrogen emissions, but decrease in carbon monoxide and hydrocarbon emissions, when comparing H2/CNG blended fuel to neat CNG. The validity of the model has been carried out by comparing the computed results with experimental data obtained under same engine setup and operating conditions. The results obtained from the theoretical model when compared with those from experimental ones show a good agreement. Also, the effects of the many operating parameters such as equivalence ratio, engine speed, and spark timing have been studied.

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Impact of Compressed Natural Gas (CNG) Fuel Systems in Small Engine Wood Chippers on Exhaust Emissions and Fuel Consumption

Energies ◽

10.3390/en13246709 ◽

2020 ◽

Vol 13 (24) ◽

pp. 6709

Author(s):

Łukasz Warguła ◽

Mateusz Kukla ◽

Piotr Lijewski ◽

Michał Dobrzyński ◽

Filip Markiewicz

Keyword(s):

Natural Gas ◽

Fuel Consumption ◽

Average Power ◽

Spark Ignition ◽

Operating Conditions ◽

Spark Ignition Engine ◽

Maximum Diameter ◽

Nox Emissions ◽

Compressed Natural Gas ◽

Hc Emissions

The projected increase in the availability of gaseous fuels by growing popularity of household natural gas (NG) filling stations and the increase in the production of gaseous biogas-derived fuels is conducive to an increase in the use of NG fuel. Currently, natural gas in various forms (compressed natural gas (CNG), liquefied natural gas (LNG)) is popular in maritime, rail and road transport. A new direction of natural gas application may be non-road mobile machines powered by a small spark-ignition engine (SI). The use of these engines in the wood chippers can cause the reduction of machine costs and emissions of harmful exhaust gases. In addition, plant material chippers intended for composting in bio-gas plants can be driven by the gas they are used to produce. The biogas can be purified to bio-methane to meet natural gas quality standards. The article presents the design of the natural gas supply system, which is an upgrade of the Lifan GX 390 combustion engine spark ignition engine (Four-stroke, OHV (over head valve) with a maximum power of 9.56 kW), which is a common representative of small gasoline engines. The engine is mounted in a cylindrical chipper designed for shredding branches with a maximum diameter of up to 100 mm, which is a typical machine used for cleaning work in urban areas. The engine powered by CNG and traditionally gasoline has been tested in real working conditions, when shredding cherry plum (Prunus cerasifera Ehrh. Beitr. Naturk. 4:17. 1789 (Gartenkalender4:189–204. 1784)). Their diameter was ca. 80 mm, 3-metere-long, and humidity content ca. 25%. The systems were tested under the same actual operating conditions, the average power generated by the drives during shredding is about 0.69 kW. Based on the recorded results, it was found that the CNG-fuelled engine was characterized by nitrogen oxides (NOx) emissions higher by 45%. The other effects of CNG were a reduction in carbon dioxide (CO2), carbon monoxide (CO) and hydrocarbon (HC) emissions of about 81%, 26% and 57%, respectively. Additionally, the use of CNG reduced fuel consumption by 31% and hourly estimated machine operating costs resulting from fuel costs by 53% (for average fuel price in Poland: gasoline: 0.99 EUR/L and CNG: 0.71 EUR/m3 on 08 November 2020). The modernization performed by the authors ensured the work of the drive unit during shredding, closer to the value of stoichiometric mixtures. The average (AVG) value of the air fuel ratio (AFR) for CNG was enriched by 1.2% (AVG AFR was 17), while for the gasoline engine the mixture was more enriched by 4.8% (AVG AFR was 14). The operation of spark-ignition (SI) combustion engines is most advantageous when burning stoichiometric mixtures due to the cooperation with exhaust aftertreatment systems (e.g., three-function catalytic converter). A system powered by CNG may be beneficial in systems adapting to operating conditions, used in low-power shredding machines, whose problem is increased HC emissions, and CNG combustion may reduce them. The developed system does not exceed the emission standards applicable in the European Union. For CO emissions expressed in g/kWh, it was about 95% lower than the permissible value, and HC + NOx emissions were 85% lower. This suggests that the use of the fuel in question may contribute to tightening up the permissible emission regulations for non-road machinery.

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An Experimental Investigation on the Effect of Ferrous Ferric Oxide Nano-Additive and Chicken Fat Methyl Ester on Performance and Emission Characteristics of Compression Ignition Engine

Symmetry ◽

10.3390/sym13020265 ◽

2021 ◽

Vol 13 (2) ◽

pp. 265

Author(s):

Ameer Suhel ◽

Norwazan Abdul Rahim ◽

Mohd Rosdzimin Abdul Rahman ◽

Khairol Amali Bin Ahmad ◽

Yew Heng Teoh ◽

...

Keyword(s):

Methyl Ester ◽

Ferric Oxide ◽

Fossil Fuels ◽

Specific Energy Consumption ◽

Experimental Results ◽

Compression Ignition ◽

Gas Temperature ◽

Compression Ignition Engine ◽

Performance And Emission ◽

Chicken Fat

In recent years, industries have been investing to develop a potential alternative fuel to substitute the depleting fossil fuels which emit noxious emissions. Present work investigated the effect of ferrous ferric oxide nano-additive on performance and emission parameters of compression ignition engine fuelled with chicken fat methyl ester blends. The nano-additive was included with various methyl ester blends at different ppm of 50, 100, and 150 through the ultrasonication process. Probe sonicator was utilized for nano-fuel preparation to inhibit the formation of agglomeration of nanoparticles in base fuel. Experimental results revealed that the addition of 100 ppm dosage of ferrous ferric oxide nanoparticles in blends significantly improves the combustion performance and substantially decrease the pernicious emissions of the engine. It is also found from an experimental results analysis that brake thermal efficiency (BTE) improved by 4.84%, a reduction in brake specific fuel consumption (BSFC) by 10.44%, brake specific energy consumption (BSEC) by 9.44%, exhaust gas temperature (EGT) by 19.47%, carbon monoxides (CO) by 53.22%, unburned hydrocarbon (UHC) by 21.73%, nitrogen oxides (NOx) by 15.39%, and smoke by 14.73% for the nano-fuel B20FFO100 blend. By seeing of analysis, it is concluded that the doping of ferrous ferric oxide nano-additive in chicken fat methyl ester blends shows an overall development in engine characteristics.

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Ethanol/Gasoline Blends as Alternative Fuel in Last Generation Spark-Ignition Engines: A Review on CO and HC Engine Out Emissions

Energies ◽

10.3390/en14134034 ◽

2021 ◽

Vol 14 (13) ◽

pp. 4034

Author(s):

Paolo Iodice ◽

Massimo Cardone

Keyword(s):

Physicochemical Properties ◽

Alternative Fuels ◽

Experimental Studies ◽

Alternative Fuel ◽

Exhaust Emissions ◽

Spark Ignition ◽

Operating Conditions ◽

Spark Ignition Engine ◽

Spark Ignition Engines ◽

The Impact

Among the alternative fuels existing for spark-ignition engines, ethanol is considered worldwide as an important renewable fuel when mixed with pure gasoline because of its favorable physicochemical properties. An in-depth and updated investigation on the issue of CO and HC engine out emissions related to use of ethanol/gasoline fuels in spark-ignition engines is therefore necessary. Starting from our experimental studies on engine out emissions of a last generation spark-ignition engine fueled with ethanol/gasoline fuels, the aim of this new investigation is to offer a complete literature review on the present state of ethanol combustion in last generation spark-ignition engines under real working conditions to clarify the possible change in CO and HC emissions. In the first section of this paper, a comparison between physicochemical properties of ethanol and gasoline is examined to assess the practicability of using ethanol as an alternative fuel for spark-ignition engines and to investigate the effect on engine out emissions and combustion efficiency. In the next section, this article focuses on the impact of ethanol/gasoline fuels on CO and HC formation. Many studies related to combustion characteristics and exhaust emissions in spark-ignition engines fueled with ethanol/gasoline fuels are thus discussed in detail. Most of these experimental investigations conclude that the addition of ethanol with gasoline fuel mixtures can really decrease the CO and HC exhaust emissions of last generation spark-ignition engines in several operating conditions.

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