dual fuel combustion
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Fuel ◽  
2022 ◽  
Vol 315 ◽  
pp. 123077
Author(s):  
P.R. Jha ◽  
S. Wijeyakulasuriya ◽  
S.R. Krishnan ◽  
K.K. Srinivasan

Fuel ◽  
2022 ◽  
Vol 312 ◽  
pp. 122949
Author(s):  
Yanqing Cui ◽  
Haifeng Liu ◽  
Mingsheng Wen ◽  
Lei Feng ◽  
Can Wang ◽  
...  

Fuel ◽  
2021 ◽  
Vol 306 ◽  
pp. 121735
Author(s):  
Habib Gürbüz ◽  
Hüsameddin Akçay ◽  
Mustafa Aldemir ◽  
İsmail Hakkı Akçay ◽  
Ümit Topalcı

2021 ◽  
Vol 299 ◽  
pp. 117305
Author(s):  
Antonio García ◽  
Javier Monsalve-Serrano ◽  
Santiago Martinez-Boggio ◽  
Patrick Gaillard

2021 ◽  
Author(s):  
Simon Leblanc ◽  
Navjot Singh Sandhu ◽  
Xiao Yu ◽  
Ming Zheng ◽  
Jimi Tjong

2021 ◽  
pp. 146808742110419
Author(s):  
Prabhat R Jha ◽  
Kendyl R Partridge ◽  
Sundar R Krishnan ◽  
Kalyan K Srinivasan

In this study, cyclic variations in dual fuel combustion with diesel ignition of three different low reactivity fuels (methane, propane, and gasoline) are examined under identical operating conditions. Experiments were performed on a single cylinder research engine (SCRE) at a low load of 3.3 bar brake mean effective pressure (BMEP). The start of injection (SOI) of diesel was varied from 280 to 330 absolute crank angle degrees (CAD). Engine speed, rail pressure, and boost pressure were held constant at 1500 rpm, 500 bar, and 1.5 bar, respectively. The energy substituted by the low reactivity fuel was fixed at 80% of the total energy input. It was found that diesel-methane (DM) and diesel-propane (DP) combustion were affected by diesel mixing to a greater extent than diesel-gasoline (DG) combustion due to the higher reactivity of gasoline. The magnitude of low temperature heat release was greatest for DG combustion followed by DM and DP combustion for all SOIs. The ignition delay for DG combustion was the shortest, followed by DM and DP combustion. DM and DP combustion exhibited more cyclic variations than DG combustion. Cyclic variations decreased for DM and DP combustion when SOI was advanced; however, DG combustion cyclic variations remained essentially constant for all SOIs. Earlier SOIs (280, 290, 300, and 310 CAD) for DM and (280, 290, and 300 CAD) for DP combustion indicated some prior-cycle effects on the combustion and IMEP (i.e. some level of determinism).


Author(s):  
Augusto César Teixeira Malaquias ◽  
Roberto Berlini Rodrigues da Costa ◽  
Nilton Antonio Diniz Netto ◽  
Christian Jeremi Rodriguez Coronado ◽  
José Guilherme Coelho Baêta

Energies ◽  
2021 ◽  
Vol 14 (16) ◽  
pp. 5036
Author(s):  
Jens Frühhaber ◽  
Thomas Lauer

Dual fuel combustion depicts a possible alternative to reduce emissions from large engines and is characterized by injecting a small amount of diesel fuel into a lean natural gas–air mixture. Thereby, the presence of autoignition, diffusive and premixed combustion determine the high complexity of this process. In this work, an Extended Coherent Flame Model was adapted to consider the effect of natural gas on the ignition delay time. This model was afterward utilized to simulate 25 consecutive engine cycles employing LES. In this framework, the ensemble-average flow field was compared to a RANS solution to assess the advantages of LES in terms of the prediction of the in-cylinder flow field. A detailed investigation of the heat release characteristic showed that natural gas already highly contributes to the heat release at the beginning of combustion. Furthermore, a methodology to investigate the turbulent combustion regimes was utilized. It could be ascertained that the combustion mainly occurs in the regime of thin reaction zones. Possible triggers of cycle-to-cycle variations were determined in the velocity fluctuations in the cylinder axis direction and the flame formation in the gaps between the spray plume. The findings support the understanding of dual fuel combustion and serve as a basis for developing future combustion models.


Fuel ◽  
2021 ◽  
Vol 298 ◽  
pp. 120837
Author(s):  
Xiaochen Wang ◽  
Ying Wang ◽  
Yuanqi Bai ◽  
Funan Guo ◽  
Dongxing Wang

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