Combustion Characteristics of PRF and TSF Ethanol Blends with RON 98 in an Instrumented CFR Engine

Hoth, Alexander; Kolodziej, Christopher P.; Rockstroh, Toby; Wallner, Thomas

doi:10.4271/2018-01-1672

Cited by 22 publications

(13 citation statements)

References 26 publications

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“…For example, PRF98 (RON 98 by definition) showed an effective RON 101 at stoichiometric operation. 14,15 The lambda values for peak knock were taken from previous researchers. 15,47 Because of the higher computational cost, this methodology was limited to RON90 fuels, which are similar to market gasolines.…”

Section: ■ Methodologymentioning

confidence: 99%

“…14,15 The lambda values for peak knock were taken from previous researchers. 15,47 Because of the higher computational cost, this methodology was limited to RON90 fuels, which are similar to market gasolines. Initially a PRF mixture was tested under RON-like boundary conditions, and it was found that the mixture autoignited (knock occurred) at 5.25 CAD aTDC.…”

Section: ■ Methodologymentioning

confidence: 99%

“…Studies with PRF blended in ethanol showed increasing peak knock lambda values as the ethanol content increased at RON conditions, while the peak knock lambda remained constant for other base fuels, at around 0.93. 15 Sjoberg et al 16 showed that the knocking tendency varied with the equivalence ratio in a complex manner, in which alkylate fuel with low sensitivity showed little sensitivity to changes in the equivalence ratio, while high OS fuels, E40 (40% v/v ethanol in gasoline) and aromatic blends, showed conventional tapering off of the knocking tendency during rich and lean operations. This was attributed to operation in NTC region where alkylate fuels are insensitive to temperature changes from changing the equivalence ratio (via latent heat of additional fuel).…”

Section: ■ Introductionmentioning

confidence: 99%

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The Role of Intermediate-Temperature Heat Release in Octane Sensitivity of Fuels with Matching Research Octane Number

Singh

2021

Energy Fuels

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Improving the efficiency of internal combustion engines is important for reducing global greenhouse gas emissions; the efficiency of spark ignition (SI) engines is limited by the knock phenomenon. As opposed to naturally aspirated engines, turbocharged engines operate at beyond research octane number (RON) conditions, and fuel octane sensitivity (OS = RON − motor octane number (MON)) becomes important under such conditions. Previous work by this group [

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Section: ■ Methodologymentioning

confidence: 99%

Section: ■ Methodologymentioning

confidence: 99%

Section: ■ Introductionmentioning

confidence: 99%

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The Role of Intermediate-Temperature Heat Release in Octane Sensitivity of Fuels with Matching Research Octane Number

Singh

2021

Energy Fuels

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“…These results are consistent with the increased RON and MON with ethanol addition to gasoline, 39 despite the fact that the end-gas is much leaner than the rich conditions of the RON and MON tests. 46 Figure 11 also shows that the estimated end-gas compressed temperature for E85 is lower than that for gasoline. It is noted that the mixture temperature of E85 is lower than that of gasoline in the compression stroke, because of the higher charge cooling effect of E85 due to its higher latent heat of vaporization.…”

Section: Resultsmentioning

confidence: 94%

The use of partial fuel stratification to enable stable ultra-lean deflagration-based Spark-Ignition engine operation with controlled end-gas autoignition of gasoline and E85

Zhang

Sjöberg

et al. 2019

International Journal of Engine Research

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Lean operation of Spark-Ignition engines can provide higher thermal efficiency compared to standard stoichiometric operation. However, for a homogeneous lean mixture, the associated reduction of flame speeds becomes an important issue from the perspective of robust ignition and fast flame spread throughout the charge. This study is focused on the use of a lean partial fuel stratification strategy that can stabilize the deflagration, while sufficiently fast combustion is ensured via the use of end-gas autoignition. The engine has a spray-guided Direct-Injection Spark-Ignition combustion system and was fueled with either a high-octane certification gasoline or E85. Partial fuel stratification was achieved using several fuel injections during the intake stroke in combination with a small pilot-injection concurrent with the Spark-Ignition. The results reveal that partial fuel stratification enables very stable combustion, offering higher thermal efficiency for parts of the load range in comparison to well-mixed lean and stoichiometric combustion. The heat release and flame imaging demonstrate that the combustion often has three distinct stages. The combustion of the pilot-injected fuel, ignited by the normal spark, acts as a “super igniter,” ensuring a very repeatable initiation of combustion, and flame incandescence reveals locally rich conditions. The second stage is mainly composed of blue flame propagation in a well-mixed lean mixture. The third stage is the compression autoignition of a well-mixed and typically very lean end-gas. The end-gas autoignition is critical for achieving high combustion efficiency, high thermal efficiency, and stable combustion. Partial fuel stratification enables very effective combustion-phasing control, which is critical for controlling the occurrence and intensity of end-gas autoignition. Comparing the gasoline and E85 fuels, it is noted that achieving end-gas autoignition for the higher octane E85 requires a more aggressive compression of the end-gas via the use of a more advanced combustion phasing or higher intake-air temperature.

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“…This method is suitable for fuels with a similar chemical composition and physical state. At the same time research mainly focuses on the influence of different proportions of fuels in the mixture on the increase of combustion efficiency [10,13,32], engine knock reduction [3,28,40] and the emission of harmful compounds in exhaust gases [1,17,24].…”

Section: The History Of Dual-fuel Systemsmentioning

confidence: 99%

Effects of mixture formation strategies on combustion in dual-fuel engines – a review

Pielecha¹,

Sidorowicz²

2021

Combustion Engines

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The article presents an overview of technical solutions for dual fuel systems used in internal combustion engines. It covers the historical and contemporary genesis of using two fuels simultaneously in the combustion process. The authors pay attention to the value of the excess air coefficient in the cylinder, as the ignitability of the fuel dose near the spark plug is a critical factor. The mixture formation of compression ignition based systems are also analyzed. The results of research on indirect and direct injection systems (and their combinations) have been presented. Research sections were separated based to the use of gasoline with other fuels or diesel oil with other fuels. It was found that the use of two fuels in different configurations of the fuel supply systems extends the conditions for the use of modern combustion systems (jet controlled compression ignition, reactivity controlled compression ignition, intelligent charge compression ignition, premixed charge compression ignition), which will enable further improvement of combustion efficiency.

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Combustion Characteristics of PRF and TSF Ethanol Blends with RON 98 in an Instrumented CFR Engine

Cited by 22 publications

References 26 publications

The Role of Intermediate-Temperature Heat Release in Octane Sensitivity of Fuels with Matching Research Octane Number

The Role of Intermediate-Temperature Heat Release in Octane Sensitivity of Fuels with Matching Research Octane Number

The use of partial fuel stratification to enable stable ultra-lean deflagration-based Spark-Ignition engine operation with controlled end-gas autoignition of gasoline and E85

Effects of mixture formation strategies on combustion in dual-fuel engines – a review

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