Air/Fuel Ratio Control in Diesel-Dual-Fuel Engine by Varying Throttle, EGR Valve, and Total Fuel

Chatlatanagulchai, Withit; Rhienprayoon, Shinapat; Yaovaja, Kittipong; Wannatong, Krisada

doi:10.4271/2010-01-2200

Cited by 11 publications

(4 citation statements)

References 22 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Much previous works on the functioning of DEs focused on engine performance and emissions. ,,,− ,,,,− Because of the uniqueness of the combustion process and certain technical limitations related to the measurement technique, the previous studies usually assessed combustion effects, which, as is commonly known, are determined by the fuel injection process and combustion chamber conditions. Because the course of the combustion process depends largely on the injection timing, ,− including the fuel injection pressure, ,,− the air–fuel ratio (AFR) (i.e., in the DE from its load), ,− and the gas temperature during injection, ,,,, it is very important to determine how these parameters affect the self-ignition properties of the 1-butanol–DF blend (1-BDB).…”

Section: Introductionmentioning

confidence: 99%

Effect of Injection Pressure and Air–Fuel Ratio on the Self-Ignition Properties of 1-Butanol–Diesel Fuel Blends: Study Using a Constant-Volume Combustion Chamber

Kuszewski

2019

Energy Fuels

View full text Add to dashboard Cite

One of the ways to reduce the negative impact of diesel engines on the natural environment is to reduce the smoke opacity and emissions of nitrogen oxides. For this purpose, suitably programmed fuel injection strategies and exhaust after-treatment systems can be used. Another way to reduce the toxicity of diesel exhaust is to use oxygenated fuels. This approach is particularly important, as it also allows a reduction of the use of fuels processed from crude oil. As a potential oxygen additive, 1-butanol can be used. Because of the work cycle of a diesel engine, it is particularly important to determine the self-ignition properties of diesel fuels with such alcohol additives. In this study, the self-ignition properties of 1-butanol−diesel fuel blends were investigated, with the 1-butanol percentage up to 25% by volume. The experiments were conducted in a constant-volume combustion chamber, enabling the determination of the impact of the fuel injection pressure (ranging from 80 to 140 MPa) and the air−fuel ratio (ranging from 35 to 95) on the ignition and combustion delay periods for the fuel samples. The maximum and average combustion chamber pressure rise rates were studied, and investigations of self-ignition properties were conducted at an ambient gas temperature of 650 °C. It was observed that with the increasing 1-butanol volume percentage, ignition and combustion delay increased linearly, and an increase in the fuel injection pressure and air−fuel ratio affected the length of these periods to different degrees. Regardless of the volume percentage of 1-butanol, the fuel injection pressure, unlike the air−fuel ratio, had only a slight effect on the maximum and average combustion chamber pressure rise rates.

show abstract

Section: Introductionmentioning

confidence: 99%

Effect of Injection Pressure and Air–Fuel Ratio on the Self-Ignition Properties of 1-Butanol–Diesel Fuel Blends: Study Using a Constant-Volume Combustion Chamber

Kuszewski

2019

Energy Fuels

View full text Add to dashboard Cite

show abstract

“…Other studies proposed that injecting the natural gas using controlled injectors can achieve better fuel consumption and higher efficiency [8,9]. The performance of this type of converted engines which covers many aspects such as efficiency, knock, injection timing and ignition delay has attracted many researchers.…”

Section: Introductionmentioning

confidence: 99%

An experimental investigation on performance and emissions of a single cylinder dual fuel Diesel-CNG engine combined with EGR

Attia

Abdel‐Rehim

Badr

et al. 2014

IJAET

View full text Add to dashboard Cite

Natural gas plays an important role as an alternative fuel for gasoline and diesel engines. It has a promising future especially with the world crisis in fuel and the lower prices of natural gas compared to the prices of gasoline and diesel fuels. It can be used as a sole fuel in spark ignition engines because it has nearly similar properties as gasoline, but in diesel engines it is used as a main fuel while the diesel fuel is injected to the combustion chamber as a pilot fuel to be an ignition source. This paper investigates the performance of a small dual fuel engine where a single cylinder, four stroke water cooled diesel engine is converted to run on a dual fuel of diesel and compressed natural gas (CNG). An exhaust gas recycling system is used to introduce two ratios of EGR (Exhaust gas recirculation) to the engine. Effects of percentage of natural gas content and EGR ratio on engine performance and emissions are investigated for different engine loads. Based on the obtained experimental results, it can be concluded that the total reduction in engine thermal efficiency increases as the ratio of the used natural gas increases. A maximum reduction of about 5 % in engine efficiency is recorded when 80% of diesel fuel is replaced by natural gas to deliver the same engine power. Also, NOx emissions are decreased while CO is increased with utilization of EGR.

show abstract

“…Ref. [23] is a follow-up work by adding the effect on adjusting the total fuel amount. Like a CI engine, MAF and MAP are controlled.…”

Section: Introductionmentioning

confidence: 99%

Sliding Mode Control of Air Path in Diesel-Dual-Fuel Engine

Chatlatanagulchai¹,

Moonmangmee²,

Rhienprayoon³

et al. 2011

SAE Technical Paper Series

Self Cite

View full text Add to dashboard Cite

In diesel-dual-fuel engine, CNG is injected at the intake ports and diesel fuel is injected at the cylinders. As a result of using CNG as main fuel, smaller amount of diesel is used mainly for ignition, resulting in lower fuel cost. However, stricter air path control is required because the engine now operates partly as a port fuel injection engine and partly as a diesel engine. As is evident from engine calibration, desired MAP and MAF have more abrupt change with wider range than those of diesel engine. In typical commercial truck, MAP and MAF are controlled separately using traditional controller such as PID with marginal control performance. Recently, more researchers have combined the control of MAP and MAF together as multivariable problem because both quantities reflect the behavior of the air path. In this paper, multivariable sliding mode control (SMC) is implemented in two-approaches, a model-reference-based and an integrator-augmented based. The diesel-dual-fuel engine was converted from a diesel engine and used in the engine test bed. Throttle and EGR valve were actuated to regulate MAP and MAF at their respective set points. Experimental results at an engine speed of 2000 rpm and 20% pedal showed that the two proposed algorithms delivered good tracking performance with fast action. The MAP and MAF responses were able to track their desired values with 2.5 seconds settling time and less than 10% overshoot. The integrator-augmented SMC had more response accuracy than the model-reference SMC but with more chattering.

show abstract

Air/Fuel Ratio Control in Diesel-Dual-Fuel Engine by Varying Throttle, EGR Valve, and Total Fuel

Cited by 11 publications

References 22 publications

Effect of Injection Pressure and Air–Fuel Ratio on the Self-Ignition Properties of 1-Butanol–Diesel Fuel Blends: Study Using a Constant-Volume Combustion Chamber

Effect of Injection Pressure and Air–Fuel Ratio on the Self-Ignition Properties of 1-Butanol–Diesel Fuel Blends: Study Using a Constant-Volume Combustion Chamber

An experimental investigation on performance and emissions of a single cylinder dual fuel Diesel-CNG engine combined with EGR

Sliding Mode Control of Air Path in Diesel-Dual-Fuel Engine

Contact Info

Product

Resources

About