The potential of HVO as a highly reactive biofuel in dual fuel systems

2021 ◽  
Vol 70 (2) ◽  
pp. 65-76
Author(s):  
Janusz Chojnowski ◽  
Patrycja Nogas
Keyword(s):  
Carbon Dioxide ◽  
Internal Combustion Engine ◽  
Carbon Content ◽  
Carbon Dioxide Emissions ◽  
Combustion Engine ◽  
Diesel Oil ◽  
Dual Fuel ◽  
Automotive Sector ◽  
Pilot Fuel ◽  
Available Information

In times of increased efforts to reduce greenhouse gas emissions to the atmosphere from the automotive sector, engineers and researchers are finding effective solutions to achieve this goal. The reduction of carbon dioxide emissions can be achieved by increasing the efficiency of the internal combustion engine or reducing the carbon content in the fuel burned. The combination of both of these assumptions can be the use of modern dual-fuel systems for diesel engines in which the pilot dose of highly reactive fuel is hydrotreated vegetable oil (HVO), which is an ecological substitute for diesel oil. The topic of the use of HVO as a pilot fuel is empirically unexplored, however the available information on it indicates the validity of such applications.

scholarly journals A method to predict electric vehicles’ market penetration as well as its impact on energy saving and CO2 mitigation

2021 ◽  
Vol 104 (3) ◽  
pp. 003685042110402
Author(s):  
Shijun Fu ◽  
Hongji Fu
Keyword(s):  
Carbon Dioxide ◽  
Internal Combustion Engine ◽  
Energy Saving ◽  
Electric Vehicle ◽  
Electric Vehicles ◽  
Carbon Dioxide Emissions ◽  
Combustion Engine ◽  
Internal Combustion ◽  
Market Penetration ◽  
Carbon Dioxide Mitigation

Introduction: Although forecasting electric vehicles’ growth in China was frequently reported in the literature, predicting electric vehicles market penetration as well as corresponding energy saving and carbon dioxide mitigation potential in a more suitable method is not well understood. Methods: This study chose the double species model to predict electric vehicles’ growth trajectory under mutually competitive conditions between electric vehicles and internal combustion engine vehicles. For comparison, it set two scenarios: with 200 and 300 vehicles per thousand persons at 2050. To give details on energy saving and carbon dioxide mitigation potential induced by electric vehicles’ market penetration, it further divided electric vehicles into five subgroups and internal combustion engine vehicles into seven subgroups, therein forming respective measurement formulas. Results: This paper solved the double species model and thus got its analytical formula. Then it employed the analytical formula to conduct an empirical study on electric vehicles market penetration in China from year 2010 to 2050. Under scenario 300, electric vehicles growth trajectory will emerge a quick growth stage during 2021–2035, thereafter keeping near invariant till 2050. Meanwhile, current internal combustion engine vehicles’ quick growth will continue up to 2027, then holding constant during 2028–2040, afterwards following a 10-year slowdown period. Scenario 200 has similar features, but a 2-year delay for electric vehicles and a 5-year lead time for internal combustion engine vehicles were found. On average, scenario 300 will save 114.4 Mt oil and 111.5 Mt carbon dioxide emissions, and scenario 200 will save 77.1 Mt oil and 73.4 Mt carbon dioxide emissions each year. Beyond 2032, annual 50.0% of road transport consumed oil and 18.6% of carbon dioxide emissions from this sector will be saved under scenario 300. Discussion: Compared with scenario 200, scenario 300 was more suitable to predict electric vehicle market penetration in China. In the short-term electric vehicle penetration only brings about trivial effects, while in the long-term it will contribute a lot to both energy security and carbon dioxide mitigation. The contribution of this article provided a more suitable methodology for predicting electric vehicle market penetration, simulated two coupled trajectories of electric vehicles and internal combustion engine vehicles, and discussed relative energy-saving and climate effects from 2010 to 2050.

scholarly journals Reduction of the carbon footprint of cargo vehicles with pneumatic recovery of braking energy

2021 ◽  
Vol 2094 (5) ◽  
pp. 052017
Author(s):  
A V Egorov ◽  
Yu F Kaizer ◽  
A V Lysyannikov ◽  
R B Zhelukevich ◽  
A V Kuznetsov ◽  
...  
Keyword(s):  
Carbon Dioxide ◽  
Internal Combustion Engine ◽  
Carbon Dioxide Emissions ◽  
High Speed ◽  
Power Plants ◽  
Internal Combustion Engines ◽  
Combustion Engine ◽  
Mechanical Energy ◽  
Specific Capacity ◽  
Internal Combustion

Abstract Reducing carbon dioxide emissions by passenger vehicles allows you to achieve the use of electric power plants and hybrid power plants made on the basis of thermal internal combustion engines and electric machines. However, the application of the above-mentioned approach for trucks is associated with significant difficulties due to the low specific capacity of the chemical current sources currently used. The recovery of braking energy of cargo vehicles in the pneumatic form is constrained by the need to achieve a high speed of switching on the pneumatic recuperator. In order to minimize the energy losses of the pneumatic recuperator during acceleration and steady-state. Without changing the design and reducing the reliability of the internal combustion engine, it is possible to supply air to its inlet at pressures not exceeding 350 kPa. When air is supplied to the internal combustion engine inlet at pressures of 200 and 300 kPa, it is possible to reduce specific carbon dioxide emissions by 16 and 37 % per unit of generated mechanical energy, respectively, compared to air supply under normal atmospheric conditions.

scholarly journals Analysis of monthly CO2 emission trends for major EU Countries: a time series approach

2021 ◽  
Author(s):  
Marco Quatrosi
Keyword(s):  
Carbon Dioxide ◽  
Crude Oil ◽  
Carbon Dioxide Emissions ◽  
Structural Breaks ◽  
Carbon Dioxide Emission ◽  
Diesel Oil ◽  
Hard Coal ◽  
Eu Countries ◽  
Greenhouse Gasses ◽  
Time Series Approach

<p>The following paper analyses monthly trends for CO<sub>2 </sub>emissions from energy consumption for 31 European countries, four primary fuels (i.e., Crude Oil, Natural Gas, Hard Coal, Lignite) and three secondary fuels (i.e., Gas/Diesel Oil, LPG, Naphta, Petroleum Coke) from 2008 to 2019. Carbon dioxide emission has been estimated following the Reference Approach in the 2006 IPCC Guidelines for National Greenhouse Gasses Inventories. Country-specific (e.g. Tier 2) coefficient were retrieved from the IPCC Emission Factor Database and the UN Common Reporting Framework. Data on fuel consumption (e.g., Gross Inland Deliveries) were taken from the Eurostat database. This paper will fill some knowledge gap analysing monthly trends of carbon dioxide emissions for major EU Countries. As the progressive phase-out of carbon is taking place pretty much in all Europe, Crude Oil exerted the largest amount of carbon dioxide emissions in the period considered. Analysis of selected countries unveiled several clusters within the EU in terms of major source of emissions. As final step, the paper has endeavoured the task of fitting a model for monthly CO<sub>2 </sub>forecasting. The whole series presents two structural breaks and can be explained by an autoregressive model of the first order. Indeed, further speculations on a more appropriate fit and more fuels in the estimation, is demanded to other works.</p>

scholarly journals An Experimental Study on the Performance and Emission of the diesel/CNG Dual-Fuel Combustion Mode in a Stationary CI Engine

Energies ◽  
2019 ◽  
Vol 12 (20) ◽  
pp. 3857 ◽  
Author(s):  
Arkadiusz Jamrozik ◽  
Wojciech Tutak ◽  
Karol Grab-Rogaliński
Keyword(s):  
Diesel Fuel ◽  
Carbon Dioxide Emissions ◽  
Combustion Engine ◽  
Combustion Process ◽  
Pressure Rise ◽  
Dual Fuel ◽  
Maximum Pressure ◽  
Stable Operation ◽  
Performance And Emission ◽  
Ci Engine

One of the possibilities to reduce diesel fuel consumption and at the same time reduce the emission of diesel engines, is the use of alternative gaseous fuels, so far most commonly used to power spark ignition engines. The presented work concerns experimental research of a dual-fuel compression-ignition (CI) engine in which diesel fuel was co-combusted with CNG (compressed natural gas). The energy share of CNG gas was varied from 0% to 95%. The study showed that increasing the share of CNG co-combusted with diesel in the CI engine increases the ignition delay of the combustible mixture and shortens the overall duration of combustion. For CNG gas shares from 0% to 45%, due to the intensification of the combustion process, it causes an increase in the maximum pressure in the cylinder, an increase in the rate of heat release and an increase in pressure rise rate. The most stable operation, similar to a conventional engine, was characterized by a diesel co-combustion engine with 30% and 45% shares of CNG gas. Increasing the CNG share from 0% to 90% increases the nitric oxide emissions of a dual-fuel engine. Compared to diesel fuel supply, co-combustion of this fuel with 30% and 45% CNG energy shares contributes to the reduction of hydrocarbon (HC) emissions, which increases after exceeding these values. Increasing the share of CNG gas co-combusted with diesel fuel, compared to the combustion of diesel fuel, reduces carbon dioxide emissions, and almost completely reduces carbon monoxide in the exhaust gas of a dual-fuel engine.

Preliminary Study on Tribological Performance of Straw Based Bio-Fuel

2007 ◽  
Author(s):  
Yufu Xu ◽  
Qiongjie Wang ◽  
Xianguo Hu ◽  
Jinsi Chen
Keyword(s):  
Internal Combustion Engine ◽  
Alternative Fuels ◽  
Combustion Engine ◽  
Frictional Coefficient ◽  
Internal Combustion ◽  
Alternative Fuel ◽  
Diesel Oil ◽  
Chemical Compositions ◽  
Extreme Pressure ◽  
Ball Surface

More and more attention has been paid to alternative fuel in internal combustion engine. One of alternative fuels is to convert straw biomass to biomass fuel. Various methods and apparatuses used for converting straw biomass to bio-fuel were invented and developed. However, alternative fuel from biomass can not be used well in internal combustion engine. The reason is complicated and relative with the separation technology of bio-fuel and corrosion, wear, lubrication and combustion chemical reaction between bio-fuel and the surface of combustion room. It is necessary to study the tribological properties of bio-fuel in order to instead the current gasoline or diesel oil in internal combustion engine in the future. In the present study, the straw based bio-oil obtained by liquidizing process was chosen to evaluate its lubrication by MQ-800 fourball tribometer, in which extreme pressure and friction coefficient and wear resistance were measured respectively. The experimental results showed that the extreme pressure of the bio-fuel was up to 392 N, and the extreme pressure of diesel oil was 333 N. The frictional coefficient of bio-fuel varies between 0.08 and 0.11. The wear scar diameter increased with load slowly in 30min. SEM images indicate that lots of thin and dense belt-like ploughs were presented on the rubbed ball surface. The chemical compositions of the worn zone on the ball surface were analyzed by XPS, the thermal property and variation of chemical compositions of bio-fuel before and after friction and wear tests were studied by TGA and GC-MS, respectively. It was shown that the rubbing surface film was composed of FeS, FeSO4 and organic compounds with C-C, −COH and −COOH groups.

Modeling and control of fuel distribution in a dual-fuel internal combustion engine leveraging late intake valve closings

2016 ◽  
Vol 18 (8) ◽  
pp. 797-809 ◽  
Author(s):  
Mateos Kassa ◽  
Carrie Hall ◽  
Andrew Ickes ◽  
Thomas Wallner
Keyword(s):  
Internal Combustion Engine ◽  
Combustion Engine ◽  
Combustion Process ◽  
Exhaust Gas Recirculation ◽  
Internal Combustion ◽  
Dual Fuel ◽  
Exhaust Gas ◽  
Intake Valve ◽  
Fuel Distribution ◽  
Gas Recirculation

In internal combustion engines, cycle-to-cycle and cylinder-to-cylinder variations of the combustion process have been shown to negatively impact the fuel efficiency of the engine and lead to higher exhaust emissions. The combustion variations are generally tied to differences in the composition and condition of the trapped mass throughout each cycle and across individual cylinders. Thus, advanced engines featuring exhaust gas recirculation, flexible valve actuation systems, advanced fueling strategies, and turbocharging systems are prone to exhibit higher variations in the combustion process. In this study, the cylinder-to-cylinder variations of the combustion process in a dual-fuel internal combustion engine leveraging late intake valve closing are investigated and a model to predict and address one of the root causes for these variations across cylinders is developed. The study is conducted on an inline six-cylinder heavy-duty dual-fuel engine equipped with exhaust gas recirculation, a variable geometry turbocharger, and a fully flexible variable intake valve actuation system. The engine is operated with late intake valve closure timings in a dual-fuel combustion mode in which a high reactivity fuel is directly injected into the cylinders and a low reactivity fuel is port injected into the cylinders. The cylinder-to-cylinder variations observed in the study have been associated with the maldistribution of the port-injected fuel, which is exacerbated at late intake valve timings. The resulting difference in indicated mean effective pressure between the cylinders ranges from 9% at an intake valve closing of 570° after top dead center to 38% at an intake valve closing of 620° after top dead center and indicates an increasingly uneven fuel distribution. The study leverages both experimental and simulation studies to investigate the distribution of the port-injected fuel and its impact on cylinder-to-cylinder variation. The effects of intake valve closing as well as the impact of intake runner length on fuel distribution were quantitatively analyzed, and a model was developed that can be used to accurately predict the fuel distribution of the port-injected fuel at different operating conditions with an average estimation error of 1.5% in cylinder-specific fuel flow. A model-based control strategy is implemented to adjust the fueling at each port and shown to significantly reduce the cylinder-to-cylinder variations in fuel distribution.

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