scholarly journals Investigation on Blending Effects of Gasoline Fuel with N-Butanol, DMF, and Ethanol on the Fuel Consumption and Harmful Emissions in a GDI Vehicle

Energies ◽  
2019 ◽  
Vol 12 (10) ◽  
pp. 1845 ◽  
Author(s):  
Haifeng Liu ◽  
Xichang Wang ◽  
Diping Zhang ◽  
Fang Dong ◽  
Xinlu Liu ◽  
...  
Keyword(s):  
Steady State ◽  
Fuel Consumption ◽  
Large Fraction ◽  
Direct Injection ◽  
Transient State ◽  
Gasoline Direct Injection ◽  
Nox Emissions ◽  
Fuel Blends ◽  
Wide Range ◽  
Oxygenated Fuel

The effects of three kinds of oxygenated fuel blends—i.e., ethanol-gasoline, n-butanol-gasoline, and 2,5-dimethylfuran (DMF)-gasoline-on fuel consumption, emissions, and acceleration performance were investigated in a passenger car with a chassis dynamometer. The engine mounted in the vehicle was a four-cylinder, four-stroke, turbocharging gasoline direct injection (GDI) engine with a displacement of 1.395 L. The test fuels include ethanol-gasoline, n-butanol-gasoline, and DMF-gasoline with four blending ratios of 20%, 50%, 75%, and 100%, and pure gasoline was also tested for comparison. The original contribution of this article is to systemically study the steady-state, transient-state, cold-start, and acceleration performance of the tested fuels under a wide range of blending ratios, especially at high blending ratios. It provides new insight and knowledge of the emission alleviation technique in terms of tailoring the biofuels in GDI turbocharged engines. The results of our works showed that operation with ethanol–gasoline, n-butanol–gasoline, and DMF–gasoline at high blending ratios could be realized in the GDI vehicle without any modification to its engine and the control system at the steady state. At steady-state operation, as compared with pure gasoline, the results indicated that blending n-butanol could reduce CO2, CO, total hydrocarbon (THC), and NOX emissions, which were also decreased by employing a higher blending ratio of n-butanol. However, a high fraction of n-butanol increased the volumetric fuel consumption, and so did the DMF–gasoline and ethanol–gasoline blends. A large fraction of DMF reduced THC emissions, but increased CO2 and NOX emissions. Blending n-butanol can improve the equivalent fuel consumption. Moreover, the particle number (PN) emissions were significantly decreased when using the high blending ratios of the three kinds of oxygenated fuels. According to the results of the New European Drive Cycle (NEDC) cycle, blending 20% of n-butanol with gasoline decreased CO2 emissions by 5.7% compared with pure gasoline and simultaneously reduced CO, THC, NOX emissions, while blending ethanol only reduced NOX emissions. PN and particulate matter (PM) emissions decreased significantly in all stages of the NEDC cycle with the oxygenated fuel blends; the highest reduction ratio in PN was 72.87% upon blending 20% ethanol at the NEDC cycle. The high proportion of n-butanol and DMF improved the acceleration performance of the vehicle.

scholarly journals Research on the Combustion, Energy and Emission Parameters of Various Concentration Blends of Hydrotreated Vegetable Oil Biofuel and Diesel Fuel in a Compression-Ignition Engine

Energies ◽  
2019 ◽  
Vol 12 (15) ◽  
pp. 2978 ◽  
Author(s):  
Alfredas Rimkus ◽  
Justas Žaglinskis ◽  
Saulius Stravinskas ◽  
Paulius Rapalis ◽  
Jonas Matijošius ◽  
...  
Keyword(s):  
Fuel Consumption ◽  
Vegetable Oil ◽  
Diesel Fuel ◽  
Direct Injection ◽  
Engine Performance ◽  
Compression Ignition Engine ◽  
Fuel Blend ◽  
Fuel Blends ◽  
Wide Range ◽  
Torque Load

This article presents our research results on the physical-chemical and direct injection diesel engine performance parameters when fueled by pure diesel fuel and retail hydrotreated vegetable oil (HVO). This fuel is called NexBTL by NESTE, and this renewable fuel blends with a diesel fuel known as Pro Diesel. A wide range of pure diesel fuel and NexBTL100 blends have been tested and analyzed: pure diesel fuel, pure NexBTL, NexBTL10, NexBTL20, NexBTL30, NexBTL40, NexBTL50, NexBTL70 and NexBTL85. The energy, pollution and in-cylinder parameters were analyzed under medium engine speed (n = 2000 and n = 2500 rpm) and brake torque load regimes (30–120 Nm). AVL BOOST software was used to analyze the heat release characteristics. The analysis of brake specific fuel consumption showed controversial results due to the lower density of NexBTL. The mass fuel consumption decreased by up to 4%, and the volumetric consumption increased by up to approximately 6%. At the same time, the brake thermal efficiency mainly increased by approximately 0.5–1.4%. CO, CO2, NOx, HC and SM were analyzed, and the change in CO was negligible when increasing NexBTL in the fuel blend. Higher SM reduction was achieved while increasing the percentage of NexBTL in the blends.

scholarly journals Influence of blends of diesel and renewable fuels on CI engine emissions over transient engine conditions.

2018 ◽  
Author(s):  
Adriaan Smuts Van Niekerk ◽  
Benjamin Drew ◽  
Neil Larsen ◽  
Peter Kay
Keyword(s):  
Fuel Consumption ◽  
Co2 Emissions ◽  
Nox Emissions ◽  
Compression Ignition ◽  
Engine Emissions ◽  
Drive Cycle ◽  
Fuel Blend ◽  
High Oxygen Content ◽  
Fuel Blends ◽  
Ci Engine

To reduce the amount of carbon dioxide released from transportation the EU has implemented legislation to mandate the renewable content of petrol and diesel fuels. However, due to the complexity of the combustion process the addition of renewable content, such as biodiesel and ethanol, can have a detrimental effect on other engine emissions. In particular the engine load can have a significant impact on the emissions. Most research that have studied this issue are based on steady state tests, that are unrealistic of real world driving and will not capture the difference between full and part loads. This study aims to address this by investigating the effect of renewable fuel blends of diesel, biodiesel and ethanol on the emissions of a compression ignition engine tested over the World Harmonised Light Vehicle Test Procedure (WLTP). Diesel, biodiesel and ethanol were blended to form binary and ternary blends, the ratios were determined by Design of Experiments (DoE). The total amount of emissions for CO, CO2 and NOx as well as the fuel consumption, were measured from a 2.4 liter compression ignition (CI) engine running over the WLTP drive cycle. The results depicted that percentages smaller than 10 % of ethanol in the fuel blend can reduce CO emissions, CO2 emissions as well as NOx emissions, but increases fuel consumption with increasing percentage of ethanol in the fuel blend. Blends with biodiesel resulted in minor increases in CO emissions due to the engine being operated in the low and medium load regions over the WLTP. CO2 emissions as well as NOx emissions increased as a result of the high oxygen content in biodiesel which promoted better combustion. Fuel consumption increased for blends with biodiesel as a result from biodiesel's lower heating value. All the statistical models describing the engine responses were significant and this demonstrated that a mixture DoE is suitable to quantify the effect of fuel blends on an engine's emissions response. An optimised ternary blend of B2E9 was found to be suitable as a 'drop in' fuel that will reduce harmful emissions of CO emissions by approximately 34 %, NOx emissions by 10 % and CO2 emissions by 21 % for transient engine operating scenarios such as the WLTP drive cycle.

scholarly journals An Investigation of the Influence of Gas Injection Rate Shape on High-Pressure Direct-Injection Natural Gas Marine Engines

Energies ◽  
2019 ◽  
Vol 12 (13) ◽  
pp. 2571 ◽  
Author(s):  
Jingrui Li ◽  
Jietuo Wang ◽  
Teng Liu ◽  
Jingjin Dong ◽  
Bo Liu ◽  
...  
Keyword(s):  
High Pressure ◽  
Natural Gas ◽  
Fuel Consumption ◽  
Direct Injection ◽  
Gas Injection ◽  
Injection Rate ◽  
Emission Characteristics ◽  
Nox Emissions ◽  
Indicated Mean Effective Pressure ◽  
Marine Engines

High-pressure direct-injection (HPDI) natural gas marine engines are widely used because of their higher thermal efficiency and lower emissions. The effects of different injection rate shapes on the combustion and emission characteristics were studied to explore the appropriate gas injection rate shapes for a low-speed HPDI natural gas marine engine. A single-cylinder model was established and the CFD model was validated against experimental data from the literature; then, the combustion and emission characteristics of five different injection rate shapes were analyzed. The results showed that the peak values of in-cylinder pressure and heat release rate profiles of the triangle shape were highest due to the highest maximum injection rate, which occurred in a phase close to the top dead center. The shorter combustion duration of the triangle shape led to higher indicated mean effective pressure (IMEP) and NOx emissions compared with other shapes. The higher initial injection rates of the rectangle and slope shapes had a negative effect on the ignition delay periods of pilot fuel, which resulted in lower in-cylinder temperature and NOx emissions. However, due to the lower in-cylinder temperature, the engine power output was also lower. Otherwise, soot, unburned hydrocarbon (UHC), and CO emissions and indicated specific fuel consumption (ISFC) increased for both rectangle and slope shapes. The trapezoid and wedge shapes achieved a good balance between fuel consumption and emissions.

Model-based computational intelligence multi-objective optimization for gasoline direct injection engine calibration

2018 ◽  
Vol 233 (6) ◽  
pp. 1391-1402 ◽  
Author(s):  
He Ma ◽  
Ziyang Li ◽  
Mohamad Tayarani ◽  
Guoxiang Lu ◽  
Hongming Xu ◽  
...  
Keyword(s):  
Particulate Matter ◽  
Fuel Consumption ◽  
Computational Intelligence ◽  
Direct Injection ◽  
Gasoline Direct Injection ◽  
Multi Objective Optimization ◽  
Direct Injection Engine ◽  
Engine Calibration ◽  
Gasoline Direct Injection Engine ◽  
Calibration Approach

For modern engines, the number of adjustable variables is increasing considerably. With an increase in the number of degrees of freedom and the consequent increase in the complexity of the calibration process, traditional design of experiments–based engine calibration methods are reaching their limits. As a result, an automated engine calibration approach is desired. In this paper, a model-based computational intelligence multi-objective optimization approach for gasoline direct injection engine calibration is developed, which can optimize the engine’s indicated specific fuel consumption, indicated specific particulate matter by mass, and indicated specific particulate matter by number simultaneously, by intelligently adjusting the engine actuators’ settings through Strength Pareto Evolutionary Algorithm 2. A mean-value model of gasoline direct injection engine is developed in the author’s earlier work and used to predict the performance of indicated specific fuel consumption, indicated specific particulate matter by mass, and indicated specific particulate matter by number with given value of intake valves opening timing, exhaust valves closing timing, spark timing, injection timing, and rail pressure. Then a co-simulation platform is established for the introduced intelligence engine calibration approach in the given engine operating condition. The co-simulation study and experimental validation results suggest that the developed intelligence calibration approach can find the optimal gasoline direct injection engine actuators’ settings with acceptable accuracy in much less time, compared to the traditional approach.

Investigation of Injection Strategies to Improve High Efficiency RCCI Combustion With Diesel and Gasoline Direct Injection

2012 ◽  
Author(s):  
Martin L. Wissink ◽  
Jae H. Lim ◽  
Derek A. Splitter ◽  
Reed M. Hanson ◽  
Rolf D. Reitz
Keyword(s):  
High Efficiency ◽  
Direct Injection ◽  
High Reactivity ◽  
Gasoline Direct Injection ◽  
Cylinder Wall ◽  
Nox Emissions ◽  
Heavy Duty ◽  
Fuel Vaporization ◽  
Heavy Duty Diesel ◽  
Injection Strategies

Experiments were performed to investigate injection strategies for improving engine-out emissions of RCCI combustion in a heavy-duty diesel engine. Previous studies of RCCI combustion using port-injected low-reactivity fuel (e.g., gasoline or iso-octane) and direct-injected high-reactivity fuel (e.g., diesel or n-heptane) have reported greater than 56% gross indicated thermal efficiency while meeting the EPA 2010 heavy-duty PM and NOx emissions regulations in-cylinder. However, CO and UHC emissions were higher than in diesel combustion. This increase is thought to be caused by crevice flows of trapped low-reactivity fuel and lower cylinder wall temperatures. In the present study, both the low- and high-reactivity fuels were direct-injected, enabling more precise targeting of the low-reactivity fuel as well as independent stratification of equivalence ratio and reactivity. Experiments with direct-injection of both gasoline and diesel were conducted at 9 bar IMEP and compared to results from experiments with port-injected gasoline and direct-injected diesel at matched conditions. The results indicate that reductions in UHC, CO, and PM are possible with direct-injected gasoline, while maintaining similar gross indicated efficiency as well as NOx emissions well below the EPA 2010 heavy-duty limit. Additionally, experimental results were simulated using multi-dimensional modeling in the KIVA-3V code coupled to a Discrete Multi-Component fuel vaporization model. The simulations suggest that further UHC reductions can be made by using wider injector angles which direct the gasoline spray away from the crevices.

scholarly journals EFFECT OF INLET AIR TEMPERATURE ON COMBUSTION, PERFORMANCE AND EMISSIONS OF GASOLINE DIRECT INJECTION (GDI) ENGINE FUELLED BY LPG FUEL

2021 ◽  
Vol 21 (4) ◽  
pp. 289-301
Author(s):  
Mohanad Aldhaidhawi ◽  
Oras Khudhayer Obayes ◽  
Muneer Najee
Keyword(s):  
Fuel Consumption ◽  
Air Temperature ◽  
Direct Injection ◽  
Engine Performance ◽  
Specific Fuel Consumption ◽  
Gasoline Direct Injection ◽  
Fire Temperature ◽  
Air Temperatures ◽  
Performance And Emissions ◽  
And Performance

In the present work, the direct-injection petrol engine (GDI) combustion, emissions and performance at different engine speeds (1500, 2000, 2500 and 3000 rpm) with a constant throttle position have been studied. The fuel considered in this work is liquid petroleum gas (LPG) and gasoline. The software adopted in all simulations by the AVL BOOST 2016. A Hyundai 2.0 liter, 16 valves and 4 cylinders engine with a compression ratio 17.5:1 is used. The effect of several inlet air temperatures (0, 10, 20, 30, 40 and 50 oC) on the engine performance, combustion and emissions are also studied. The results show that the increase in the inlet air temperature leading to increase the peak fire temperature, brake specific fuel consumption (BSFC) and nitrogen oxide (NOx). However, this process results in a reduction in the peak fire pressure, combustion period (duration), brake power and brake torque. The maximum fire temperature and maximum specific fuel consumption can be achieved when the engine speed is 3000 rpm and the inlet air temperature is 50 ºC.

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