Autoignition of blends of  n -butanol and ethanol with diesel or biodiesel fuels in a constant-volume combustion chamber

Lapuerta, Magı́n; Hernández, Juan José Marín; Fernández-Rodríguez, David; Cova-Bonillo, Alexis

doi:10.1016/j.energy.2016.10.090

Cited by 101 publications

(50 citation statements)

References 30 publications

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“…Tests were carried out in a constant-volume combustion chamber (Cetane ID510 by PAC-Herzog). This equipment, used in previous works, [37][38][39] consists of a 0.473 L combustion vessel and a common-rail diesel injector (operating at 1000 bar injection pressure), similar to those used in commercial engines, with six nozzles and diameter of 0.17 mm. The device, which is schematically shown in Figure 1, has three pressure sensors (a dynamic pressure sensor to correct the temperature offset of the dynamic sensor, an injection pressure sensor, and an inlet air pressure sensor) and two temperature sensors (two thermocouples type K for the chamber inner wall and the cooling jacket).…”

Section: Experimental Setup and Fuelsmentioning

confidence: 99%

Autoignition of diesel-like fuels under dual operation with H₂

Hernández

Salvador

Cova-Bonillo

2019

Advances in Mechanical Engineering

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The partial replacement of diesel fuel with gaseous fuels in diesel engines allows for reducing soot, increasing the renewable fraction of the fuel and decreasing CO 2 emissions. Hydrogen is a promising alternative; since it is a non-carbon compound, it can be produced from renewable sources and it has suitable combustion properties. However, the use of hydrogen in diesel engines could require some modifications on the engine calibration. Among the different phenomena involved in diesel combustion, autoignition significantly affects the engine efficiency. This work analyzes the autoignition behavior of diesel and biodiesel fuels under a H 2-rich ambient. Two different liquid fuel replacements (10% and 20% by energy) have been tested in a constant-volume combustion chamber. Three different chamber temperatures (535°C, 602°C, and 650°C) and equivalence ratios (0.4, 0.6, and 0.8) have been checked. Results show that, in the case of diesel fuel, hydrogen delays autoignition and reduces the combustion rate, the latter caused by a higher fuel dilution with air. The influence of H 2 in the autoignition of biodiesel is less significant. A reduction in the OH radicals pool appears as the main reason for retarding ignition. The lower pressure peaks with hydrogen suggest unburnt hydrogen to be relevant.

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Section: Experimental Setup and Fuelsmentioning

confidence: 99%

Autoignition of diesel-like fuels under dual operation with H₂

Hernández

Salvador

Cova-Bonillo

2019

Advances in Mechanical Engineering

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“…Lapuerta et al [10] observed that for ethanol-diesel mixture, the pressure rise postponement, and its cycle-to-cycle varieties decline by expanding both the air temperature and pressure and increment by expanding the ethanol percentage in the mixture. Das et al [11] found that biodiesel is not significantly different from existing combustion characteristics, even when it is mixed with pure diesel.…”

Section: Introductionmentioning

confidence: 99%

Effect of Cylinder Air Pressure and Hot Surface Temperature on Ignition Delay of Diesel Spray in a Constant Volume Combustion Chamber

Salman

Kim

2019

Energies

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Present-day direct injection (DI) diesel engines with a high power density of displacement are not just promoting an expansion in the utilization of high-temperature resistant alloys in pistons yet, in addition, the expanded cylinder air pressures. When the temperature of the diesel engines piston exceeds a certain limit, it assumes a critical role at the start of sprays. The target of the present investigation was to look at the effects of cylinder air pressures (CAP) (10–25 bar) and high hot surface temperatures (HST) (350–450 °C). The ignition delay (ID) of pure diesel and that of diesel with Iftex clean system D (a cetane enhancer) are investigated experimentally. The experiments are performed by using a constant volume combustion chamber (CVCC) with a single hole pintle-type nozzle mounted on its head. A strong dependence of ID on the CAPs and HSTs was observed. A CAP of 25 bar is much inferior to the precombustion pressure of DI diesel engines; however, it is the case that combustion typical features are the same in spite of an inferior CAP, HST, and injection pressure. The ID tends to decrease to very small values with an increase in either of the two parameters. At a CAP of 25 bar, the measured ID of diesel with fuel additive is 45.8% lower than the pure diesel. Further, the ID of diesel with fuel additive at a 300 bar injection pressure and 25 bar CAP decreases at a rate of close to 0.2 ms/bar.

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“…Hydrocarbon (HC), carbon monoxide (CO), and particulate matter emissions decreased, while nitrogen oxides (NO x ) emissions and fuel consumption increased [25]. Lapuerta et al [14] demonstrated that the increase of alcohol content in diesel or biodiesel, led to an increase in autoignition times. Such increase was not a linear but sharper for high alcohol contents, and was higher with ethanol than with butanol.…”

Section: Introductionmentioning

confidence: 99%

The Effect of Oxygenated Diesel-N-Butanol Fuel Blends on Combustion, Performance, and Exhaust Emissions of a Turbocharged CRDI Diesel Engine

Labeckas

Slavinskas

Rudnicki

et al. 2018

Polish Maritime Research

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The article deals with the effects made by using various n-butanol-diesel fuel blends on the combustion history, engine performance and exhaust emissions of a turbocharged four-stroke, four-cylinder, CRDI 1154HP (85 kW) diesel engine. At first, load characteristics were taken when running an engine with normal diesel fuel (DF) to have ‘baseline’ parameters at the two ranges of speed of 1800 and 2500 rpm. Four a fossil diesel (class 1) and normal butanol (n-butanol) fuel blends possessing 1 wt%, 2 wt%, 3 wt%, and 4 wt% (by mass) of n-butanol-bound oxygen fractions were prepared by pouring 4.65 wt% (BD1), 9.30 wt% (BD2), 13.95 wt% (BD3), and 18.65 wt% (BD4) n-butanol to diesel fuel. Then, load characteristics were taken when an engine with n-butanol-oxygenated fuel blends at the same speeds. Analysis of the changes occurred in the autoignition delay, combustion history, the cycle-to-cycle variation, engine efficiency, smoke, and exhaust emissions NOx, CO, THC obtained with purposely designed fuel blends was performed on comparative bases with the corresponding values measured with ‘baseline’ diesel fuel to reveal the potential developing trends.

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Autoignition of blends of n -butanol and ethanol with diesel or biodiesel fuels in a constant-volume combustion chamber

Cited by 101 publications

References 30 publications

Autoignition of diesel-like fuels under dual operation with H₂

Autoignition of diesel-like fuels under dual operation with H₂

Effect of Cylinder Air Pressure and Hot Surface Temperature on Ignition Delay of Diesel Spray in a Constant Volume Combustion Chamber

The Effect of Oxygenated Diesel-N-Butanol Fuel Blends on Combustion, Performance, and Exhaust Emissions of a Turbocharged CRDI Diesel Engine

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Autoignition of blends of n -butanol and ethanol with diesel or biodiesel fuels in a constant-volume combustion chamber

Cited by 101 publications

References 30 publications

Autoignition of diesel-like fuels under dual operation with H2

Autoignition of diesel-like fuels under dual operation with H2

Effect of Cylinder Air Pressure and Hot Surface Temperature on Ignition Delay of Diesel Spray in a Constant Volume Combustion Chamber

The Effect of Oxygenated Diesel-N-Butanol Fuel Blends on Combustion, Performance, and Exhaust Emissions of a Turbocharged CRDI Diesel Engine

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Autoignition of diesel-like fuels under dual operation with H₂

Autoignition of diesel-like fuels under dual operation with H₂