A numerical study on RCCI engine fueled by biodiesel/methanol

Zhou, Dezhi; Yang, Wenming; An, Hongyu; Xu, Xiaolong; Chen, Shu

doi:10.1016/j.enconman.2014.10.054

Cited by 111 publications

(34 citation statements)

References 38 publications

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“…The variation of these engine settings provides the required in-cylinder equivalence ratio and reactivity (i.e. octane number) stratification [20] [21]. Several studies confirm that in order to achieve high efficiency while reducing NOx and soot emissions, the higher portion of the energy should come from the low reactivity fuel [22] [23].…”

Section: Experimental and Numerical Studies Demonstrated That Reactivmentioning

confidence: 98%

Effects of direct injection timing and blending ratio on RCCI combustion with different low reactivity fuels

Benajes

Molina

García

et al. 2015

Energy Conversion and Management

154

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ElsevierBenajes Calvo, JV.; García Martínez, A.; Monsalve Serrano, J. (2015). Effects of direct injection timing and blending ratio on RCCI combustion with different low reactivity fuels. Energy Conversion and Management. 99:193-209. doi:10.1016/j.enconman.2015.04.046. Effects of Direct injection timing and Blending Ratio on RCCI combustion with different Low Reactivity FuelsEnergy Conversion and Management, Volume 99, 2015, Pages 193-209. http://dx.doi.org/10.1016/j.enconman.2015 AbstractThis work investigates the effects of the direct injection timing and blending ratio on RCCI performance and engine-out emissions at different engine loads using four low reactivity fuels: E10-95, E10-98, E20-95 and E85 (port fuel injected) and keeping constant the same high reactivity fuel: diesel B7 (direct injected). The experiments were conducted using a heavy-duty single-cylinder research diesel engine adapted for dual-fuel operation. All the tests were carried out at 1200 rpm. To assess the blending ratio effect, the total energy delivered to the cylinder coming from the low reactivity fuel was kept constant for the different fuel blends investigated by adjusting the low reactivity fuel mass as required in each case. In addition, a detailed analysis of the air/fuel mixing process has been developed by means of a 1-D in-house developed spray model.Results suggest that notable higher diesel amount is required to achieve a stable combustion using E85. This fact leads to higher NOx levels and unacceptable ringing intensity. By contrast, EURO VI NOx and soot levels are fulfilled with E20-95, E10-98 and E10-95. Finally, the higher reactivity of E10-95 results in a significant reduction in CO and HC emissions, mainly at low load.

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Section: Experimental and Numerical Studies Demonstrated That Reactivmentioning

confidence: 98%

Effects of direct injection timing and blending ratio on RCCI combustion with different low reactivity fuels

Benajes

Molina

García

et al. 2015

Energy Conversion and Management

154

View full text Add to dashboard Cite

show abstract

“…Moreover, an effective conversion of CO and HC emissions from RCCI at exhaust temperatures greater than 300 °C was proved with several diesel oxidation catalysts (DOC) [33]. Another strategy widely studied is the use of renewable oxygenated fuels, such as ethanol [34][35][36][37]. In all cases, E85 fuel increased CO and HC emissions while NOx and soot emission decreased simultaneously in most of the cases.…”

Section: Homogeneous Charge Compression Ignition (Hcci) a Widely Invmentioning

confidence: 99%

An experimental investigation on the influence of piston bowl geometry on RCCI performance and emissions in a heavy-duty engine

Benajes

Pastor

García

et al. 2015

Energy Conversion and Management

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This experimental work investigates the effects of piston bowl geometry on RCCI performance and emissions at low, medium and high engine loads. For this purpose three different piston bowl geometries with compression ratio 14.4:1 have been evaluated using single and double injection strategies. The experiments were conducted in a heavy-duty single-cylinder engine adapted for dual fuel operation. All the tests were carried out at 1200 rev/min.Results suggest that piston geometry has great impact on combustion development at low load conditions, more so when single injection strategies are used. It terms of emissions, it was proved that the three geometries enables ultra-low NOx and soot emissions at low and medium load when using double injection strategies. By contrast, unacceptable emissions were measured at high load taking into account EURO VI limitations. Finally, the application of a mathematical function considering certain selfimposed constraints suggested that the more suitable piston geometry for RCCI operation is the stepped one, which has a modified transition from the center to the squish region and reduced piston surface area than the stock geometry.

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“…In normal combustion cases, soot emissions show an obvious drop with increased premixed fuel equivalence ratio. With more premixed fuel being introduced, dual-fuel pilot diesel ignition combustion can occur under more homogeneous conditions, thereby reducing soot emissions [43]. Hydrogen combustion produces only water and it does not form any soot emissions [44].…”

Section: Effect Of Premixed Fuel Type On Engine Performancementioning

confidence: 99%

Performance and emissions of a dual-fuel pilot diesel ignition engine operating on various premixed fuels

Yousefi

Birouk

Lawler

et al. 2015

Energy Conversion and Management

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A numerical study on RCCI engine fueled by biodiesel/methanol

Cited by 111 publications

References 38 publications

Effects of direct injection timing and blending ratio on RCCI combustion with different low reactivity fuels

Effects of direct injection timing and blending ratio on RCCI combustion with different low reactivity fuels

An experimental investigation on the influence of piston bowl geometry on RCCI performance and emissions in a heavy-duty engine

Performance and emissions of a dual-fuel pilot diesel ignition engine operating on various premixed fuels

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