Combustion and emissions of isomeric butanol/gasoline surrogates blends on an optical GDI engine

Han, Dong; Fan, Yunchu; Sun, Zhe; Nour, Mohamed; Li, Xuesong

doi:10.1016/j.fuel.2020.117690

Cited by 42 publications

(20 citation statements)

References 32 publications

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“…This can be seen in Figure , which shows the mean heat release rate and bulk gas temperature profiles for blends of 5-C, iB05, and iB10, calculated from experimental pressure traces, as described in the Methodology section. The addition of even small amounts of iso-butanol has an apparent effect on both the evolution of the gas temperature and the peak temperature, which is contrary to the heat release analysis performed for a blend of 10% iso-butanol with gasoline by Jesu Godwin et al, but is in agreement with the trends observed by Han et al A mean peak temperature of 2400 K was achieved with the 5-C, whereas the addition of iso-butanol limited this peak temperature to 2320 and 2260 K for the iB05 and iB10, respectively. This is indicative that some charge cooling is happening during testing, as if the initial temperature and pressure conditions were the same throughout testing, the higher burning velocity of the iso-butanol relative to the fuel components would be expected to increase the burning rate, and therefore, the resultant maximum temperature would be greater than that of the 5-C (as combustion occurs within a smaller cylinder volume).…”

Section: Resultssupporting

confidence: 77%

Influence of Iso-Butanol Blending with a Reference Gasoline and Its Surrogate on Spark-Ignition Engine Performance

Michelbach

Tomlin

2021

Energy Fuels

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This study investigated the ability of a five-component gasoline surrogate (iso-octane, toluene, n-heptane, 1-hexene, and ethanol) to replicate the combustion and knocking behavior of a reference gasoline (PR5801 – RON 95.4, MON 86.6), under pressure boosted spark-ignition engine conditions at various levels of blending with iso-butanol. The ability of the neat surrogate was first evaluated for stoichiometric air/fuel mixtures, at an intake temperature and pressure of 320 K and 1.6 bar, respectively, and an end of compression pressure of 30 bar, over a range of spark discharge timings. Throughout this regime, the surrogate was found to produce a good representation of the gasoline, particularly in terms of mean engine cycle properties, knock onsets, and knock intensities. This high degree of similarity between the surrogate and gasoline has also seen previous rapid compression machine work, at comparable end-gas temperatures (Int. J. Chem. Kinet.202153787808). However, significant differences were observed between the cyclic variability of surrogate and gasoline results, which was attributed to compositional differences between the two fuels. This study also investigated the impact of iso-butanol blending (at ratios of 5–70% iso-butanol by volume) on the performance of the gasoline at knocking and nonknocking conditions, as well as the ability of the surrogate to replicate the observed blending behavior, at the same experimental conditions. In general, increasing the iso-butanol volume was shown to decrease the knocking propensity of the fuel, except for a nonlinear crossover behavior witnessed for 5% and 10% iso-butanol blends, wherein the 5% blend became less reactive than the 10% blend due to the heavy suppression of NTC behavior in the 10% blend. Even at such low concentrations, iso-butanol appears to act as a strong radical sink, as identified by brute-force sensitivity analysis of predicted knock onsets. This is consistent with the findings of the aforementioned rapid compression machine study. Blends of 20–50% iso-butanol were found to be optimal for use in SI engines, providing considerable antiknock benefits and comparable indicated power to gasoline, with blends of 20–30% being the most viable due to the lower quantities of biofuel required. Under blending with iso-butanol, the surrogate continued to perform well, but blends were observably less reactive than the corresponding gasoline blends at spark advance timings <8 °CA before top dead center. The consistency found between trends within the literature sourced rapid compression machine measurements, and engine data presented in this study highlight the proficiency of fundamental measurements in predicting combustion behavior within an engine at similar thermodynamic conditions.

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Section: Resultssupporting

confidence: 77%

Influence of Iso-Butanol Blending with a Reference Gasoline and Its Surrogate on Spark-Ignition Engine Performance

Michelbach

Tomlin

2021

Energy Fuels

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“…Increase in the CR from 10:1 to 12:1 results in decrease of TKE by 70%; decrease of TR by 49%; increase of IMEP by 4%; increase of NOx emissions by 50% and the HC emissions are deeply reduced [1]. Deep contraction in PM and PN concentrations with FIPs up to 172 bar; further increase in FIP, the PN concentration was boosted up due to a nominal increment of nucleated fuel particles [2][3][4]. With the increase of combustion rate due to better spray atomization, the thermal efficiency of an engine increases [5].…”

Section: Introductionmentioning

confidence: 99%

Combustion chamber geometry and fuel supply system variations on fuel economy and exhaust emissions of GDI engine with EGR

Nagareddy¹,

Govindasamy²

2022

THERM SCI

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In this study, the combustion chamber geometry for spray-guided, wall-guided, and air-guided combustion strategies were fabricated. The piston crown shape and the cylinder head in each combustion chamber geometry was machined by fixing the fuel injector and spark plug at proper positions to obtain swirl, turbulence, and squish effects for better mixing of fuel with air and superior combustion of the mixture. Conducted tests on all the three modified gasoline direct injection engines with optimized exhaust gas recirculation and electronic control towards fuel injection timing, the fuel injection pressure, and the ignition timing for better the performance and emissions control. It is clear from the results that NOx emissions from all three combustion modes were reduced by 4.9% upto 50% of loads and it increase for higher loads due to increase of in-cylinder pressure. The fuel consumption and emissions showed better at 150 bar Fuel Injection Pressure for wall-guided combustion chamber geometry. Reduced HC emissions by 3.7% and 4.7%, reduced CO emissions by 2% and 3.3%, reduced Soot emissions by 6.12% and 10.6%. Reduces specific fuel consumption by about 10.3% and 13.3% in wall-guided combustion strategy compare with spray-guided and air-guided combustion modes respectively.

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“…Also, for GDI engines under partial load conditions, stratified combustion can be achieved through a reasonable injection strategy (Wang and Shen, 2021b;Yu et al, 2022), while under full load conditions, a homogeneous mixture of premixed combustion can be achieved through earlier injection (Yu et al, 2017;Liu et al, 2020). Considering the significant improvement in thermal efficiency and reducing fuel cost, the GDI engine has become a hot research topic (Leduc et al, 2003;Han et al, 2020).…”

Section: Introductionmentioning

confidence: 99%

Numerical Investigations of Injection Timing Effects on a GDI Engine Performance: Part B, In-Cylinder Emission Formation and Oxidation Process

et al. 2022

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The emphasis on environmental protection and energy security has promoted automobile engine technology toward low emission and economy. While the traditional port fuel injection engine can hardly meet the latest regulations and requirements, the gasoline direct injection (GDI) engine becomes a hot research topic because of its potential to reduce fuel consumption and emissions. Since injection timing has a determining effect on overall engine performance, this paper aimed to investigate the injection timing effects on mixture formation and emissions. A validated three-dimensional numerical simulation model of a 4-stroke GDI engine combustion chamber was adopted. In a previous work (Part A), the in-cylinder combustion process has been discussed. In this study, the simulation results demonstrate that with the injection timing advancing, the fuel–gas mixture was more uniformly distributed and combusted more completely; the CO, UHC, and soot had decreased sharply by 80.6, 99.2, and 97.5%; the NOx emission increased by 151.7%. The optimized injection timing for this case was 300 CA BTDC. Moreover, this paper studied the in-cylinder views of injection timing effects on mixture formation and emission, providing reference to optimize injection of GDI engine.

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Combustion and emissions of isomeric butanol/gasoline surrogates blends on an optical GDI engine

Cited by 42 publications

References 32 publications

Influence of Iso-Butanol Blending with a Reference Gasoline and Its Surrogate on Spark-Ignition Engine Performance

Influence of Iso-Butanol Blending with a Reference Gasoline and Its Surrogate on Spark-Ignition Engine Performance

Combustion chamber geometry and fuel supply system variations on fuel economy and exhaust emissions of GDI engine with EGR

Numerical Investigations of Injection Timing Effects on a GDI Engine Performance: Part B, In-Cylinder Emission Formation and Oxidation Process

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