Utilization of Plastic Oil and Biobutanol as Fuel for variable Compression Ignition Engine with Modified Fuel Injection Timing and Nozzle Opening Pressure to Replace Diesel

LPG (Liquefied Petroleum Gas) has been widely used as an alternative fuel for gasoline and diesel vehicles in light of clean fuel and diversity of energy resources. But conventional LPG vehicles using carburetors or MPI fuel injection systems can’t satisfy the emissions regulations and CO2 targets of the future. Therefore, it is essential to develop LPG engines of spark ignition or compression ignition type such that LPG fuel is directly injected into the combustion chamber under high pressure. A compression ignition engine using LPG is the ideal engine with many advantages of fuel economy, heat efficiency and low CO2, even though it is difficult to develop due to the unique properties of LPG. This paper reports on numerical and experimental studies related to LPG fuel for a compression ignition engine. The numerical analysis is conducted to study the combustion chamber shape with CATIA and to analyze the spray and fluid behaviors with FLUENT for diesel and LPG (n-butane 100%) fuels. In one experimental study, a constant volume chamber is used to observe the spray formation for the chamber pressure 0 to 3MPa and to analyze the flame process, P-V diagram, heat release rate and emissions through the combustion of LPG fuel with the cetane additive DTBP (Di-tert-butyl peroxide) 5 to 15 wt% at 25MPa of fuel injection pressure. In engine bench tests, experiments were performed to find the optimum injection timing, lambda, COV and emissions for the LPG fuel with the cetane additive DTBP 5 to 15 wt% at 25MPa fuel injection pressure and 1500 rpm. The penetration distance of LPG (n-butane 100%) was shorter than that of diesel fuel and LPG was sensitive to the chamber pressure. The ignition delay was in inverse proportion to the ambient pressure linearly. In the engine bench tests, the optimum injection timing of the test engine to the LPG fuel with DTBP 15 wt% was about BTDC 12° CA at all loads and 1500 rpm. An increasing of DTBP blending ratio caused the promotion of flame and fast burn and this lead to reduce HC and CO emissions, on the other hand, to increase NOx and CO2 emissions.

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Fuel Stratification and Partially Premixed Combustion With Neat n-Butanol in a Compression Ignition Engine

Journal of Engineering for Gas Turbines and Power ◽

10.1115/1.4040517 ◽

2018 ◽

Vol 140 (12) ◽

Cited By ~ 3

Author(s):

Shouvik Dev ◽

Tongyang Gao ◽

Xiao Yu ◽

Mark Ives ◽

Ming Zheng

Keyword(s):

Fuel Injection ◽

Direct Injection ◽

Premixed Combustion ◽

Injection Timing ◽

Compression Ignition ◽

Compression Ignition Engine ◽

Fuel Stratification ◽

Partially Premixed Combustion ◽

Partially Premixed ◽

Ci Engines

Homogeneous charge compression ignition (HCCI) has been considered as an ideal combustion mode for compression ignition (CI) engines due to its superb thermal efficiency and low emissions of nitrogen oxides (NOx) and particulate matter. However, a challenge that limits practical applications of HCCI is the lack of control over the combustion rate. Fuel stratification and partially premixed combustion (PPC) have considerably improved the control over the heat release profile with modulations of the ratio between premixed fuel and directly injected fuel, as well as injection timing for ignition initiation. It leverages the advantages of both conventional direct injection compression ignition and HCCI. In this study, neat n-butanol is employed to generate the fuel stratification and PPC in a single cylinder CI engine. A fuel such as n-butanol can provide additional benefits of even lower emissions and can potentially lead to a reduced carbon footprint and improved energy security if produced appropriately from biomass sources. Intake port fuel injection (PFI) of neat n-butanol is used for the delivery of the premixed fuel, while the direct injection (DI) of neat n-butanol is applied to generate the fuel stratification. Effects of PFI-DI fuel ratio, DI timing, and intake pressure on the combustion are studied in detail. Different conditions are identified at which clean and efficient combustion can be achieved at a baseline load of 6 bar IMEP. An extended load of 14 bar IMEP is demonstrated using stratified combustion with combustion phasing control.

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Numerical assessment of ozone addition potential in direct injection compression ignition engines

International Journal of Engine Research ◽

10.1177/1468087420973553 ◽

2020 ◽

pp. 146808742097355

Author(s):

Vincent Giuffrida ◽

Michele Bardi ◽

Mickael Matrat ◽

Anthony Robert ◽

Guillaume Pilla

Keyword(s):

Cfd Simulation ◽

Fuel Injection ◽

Direct Injection ◽

High Reactivity ◽

Experimental Results ◽

Injection Timing ◽

Compression Ignition ◽

Compression Ignition Engine ◽

Compression Stroke ◽

The Impact

This paper aims at taking into account the chemistry of O3 in a 3D CFD simulation of compression ignition engine with Diesel type combustion for low load operating points. The methodology developed in this work includes 0D homogeneous reactors simulations, 3D RANS simulations and validation regarding experimental results. The 0D simulations were needed to take into account O3 reactions during the compression stroke because of the high reactivity of O3 with NO and dissociation at high temperature. The values found in these simulations were used as an input in the 3D model to match the correct O3 concentration at fuel injection timing. The 3D simulations were performed using CONVERGETM with a RANS approach. Simulations reproduce the compression/expansion stroke after the intake valve closure to focus on the impact of O3 on the fuel auto ignition. The comparison between numerical and experimental results demonstrates that the proposed methodology is able to capture correctly the impact of O3 addition on ignition delay and on heat release. Moreover, the analysis of the data enables to better understand the fundamental processes driving O3 impact in a CI engine. In particular, using 0D simulations, the plateau effect observed experimentally when increasing O3 concentration is attributed to O3 thermal decomposition and reaction with NO during the compression stroke. Also, 3D CFD results showed that O3 impact is observed mainly during LTHR phase and does not affect the topology and the propagation of the flame inside the combustion chamber.

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Dynamic characteristics of the nozzle opening pressure based on the fluid–structure interaction for a double-solenoid-valve fuel injection system

Proceedings of the Institution of Mechanical Engineers Part D Journal of Automobile Engineering ◽

10.1177/0954407016680395 ◽

2016 ◽

Vol 231 (11) ◽

pp. 1589-1602 ◽

Cited By ~ 1

Author(s):

Xiaodong An ◽

Xinghua Liu ◽

Baigang Sun

Keyword(s):

Fuel Injection ◽

Solenoid Valve ◽

Injection System ◽

Fuel Injection System ◽

Opening Pressure ◽

Structure Interaction ◽

Piston Pair ◽

Initial Fuel ◽

Nozzle Opening Pressure ◽

Nozzle Opening

The nozzle opening pressure of fuel injection systems affects the initial fuel atomization, the fuel injection quantity, the emission characteristics and the operation stability of diesel engines. This paper presents an investigation on the dynamic characteristics of the nozzle opening pressure for a double-solenoid-valve fuel injection system. A numerical model for the nozzle opening pressure based on the fluid–structure interaction theory is established, including the models for the physical properties of the fuel, the leakage rate of the piston pair and the elastic deformation of the piston chamber and the piston pair. Also, experiments were carried out to validate the proposed model. Good agreement was found between the simulated results and the measured results. Based on this model, the effects of some factors on the nozzle opening pressure are analysed. The results show that the rotational speed of the cam, the initial clearance of the piston pair and the sealing length of the piston pair have slight effects on the nozzle opening pressure but that the diameter of the piston, the initial fuel temperature and the residual volume greatly influence the nozzle opening pressure.

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