Development and validation of a new reduced diesel- n -butanol blends mechanism for engine applications

Huang, Haozhong; Zhu, Jizhen; Zhu, Zhaojun; Wei, Hongling; Lv, Delin; Zhang, Peng; Sun, Han Zhou

doi:10.1016/j.enconman.2017.07.056

Cited by 33 publications

(45 citation statements)

References 40 publications

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“…As a result, there is no requirement for a co-solvent, which means that the production and storage of ethanol-gasoline blended fuel is very convenient and low cost. Compared with ethanol, n-butanol is one of four isomers of butanol, which has a straight-chain structure with the OH at the terminal carbon [5,6]. N-butanol has higher energy density, lower vapor pressure, better compatibility, and lower corrosion to the engine system than that of ethanol [7][8][9].…”

Section: Introductionmentioning

confidence: 99%

Investigation on Blending Effects of Gasoline Fuel with N-Butanol, DMF, and Ethanol on the Fuel Consumption and Harmful Emissions in a GDI Vehicle

et al. 2019

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The effects of three kinds of oxygenated fuel blends—i.e., ethanol-gasoline, n-butanol-gasoline, and 2,5-dimethylfuran (DMF)-gasoline-on fuel consumption, emissions, and acceleration performance were investigated in a passenger car with a chassis dynamometer. The engine mounted in the vehicle was a four-cylinder, four-stroke, turbocharging gasoline direct injection (GDI) engine with a displacement of 1.395 L. The test fuels include ethanol-gasoline, n-butanol-gasoline, and DMF-gasoline with four blending ratios of 20%, 50%, 75%, and 100%, and pure gasoline was also tested for comparison. The original contribution of this article is to systemically study the steady-state, transient-state, cold-start, and acceleration performance of the tested fuels under a wide range of blending ratios, especially at high blending ratios. It provides new insight and knowledge of the emission alleviation technique in terms of tailoring the biofuels in GDI turbocharged engines. The results of our works showed that operation with ethanol–gasoline, n-butanol–gasoline, and DMF–gasoline at high blending ratios could be realized in the GDI vehicle without any modification to its engine and the control system at the steady state. At steady-state operation, as compared with pure gasoline, the results indicated that blending n-butanol could reduce CO2, CO, total hydrocarbon (THC), and NOX emissions, which were also decreased by employing a higher blending ratio of n-butanol. However, a high fraction of n-butanol increased the volumetric fuel consumption, and so did the DMF–gasoline and ethanol–gasoline blends. A large fraction of DMF reduced THC emissions, but increased CO2 and NOX emissions. Blending n-butanol can improve the equivalent fuel consumption. Moreover, the particle number (PN) emissions were significantly decreased when using the high blending ratios of the three kinds of oxygenated fuels. According to the results of the New European Drive Cycle (NEDC) cycle, blending 20% of n-butanol with gasoline decreased CO2 emissions by 5.7% compared with pure gasoline and simultaneously reduced CO, THC, NOX emissions, while blending ethanol only reduced NOX emissions. PN and particulate matter (PM) emissions decreased significantly in all stages of the NEDC cycle with the oxygenated fuel blends; the highest reduction ratio in PN was 72.87% upon blending 20% ethanol at the NEDC cycle. The high proportion of n-butanol and DMF improved the acceleration performance of the vehicle.

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Section: Introductionmentioning

confidence: 99%

Investigation on Blending Effects of Gasoline Fuel with N-Butanol, DMF, and Ethanol on the Fuel Consumption and Harmful Emissions in a GDI Vehicle

et al. 2019

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“…Since the piston motion in an engine leads to temporal variations in the in‐cylinder pressure and temperature, it is necessary to further validate the reduced mechanism under varying temperature and pressure conditions 65 . As such, the 0D single zone HCCI model in CHEMKIN‐PRO 44 is used to benchmark the performance of the reduced mechanism in predicting the in‐cylinder temperature, pressure, and species profiles of n‐butanol combustion under HCCI conditions, at equivalence ratios of 0.5, 1.0, and 2.0.…”

Section: Validation Of N‐butanol Reduced Mechanismmentioning

confidence: 99%

Development and validation of a n‐butanol reduced chemical kinetic mechanism under engine relevant conditions

Choo

Cheng

Scribano

et al. 2021

Int J of Chemical Kinetics

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A n‐butanol reduced mechanism (60 species and 306 reactions) was developed using the direct relation graph with error propagation and isomer lumping methods. Sensitivity analysis (SA) was then performed to identify reactions that were sensitive to the ignition delay (ID) for the adjustments of the pre‐exponential factor to replicate the experimental ID times. As compared with the experimental measurements at initial temperatures of 343–1350 K, initial pressures of 0.02–80 bar, and equivalence ratios of 0.5–2.0, the maximum deviation for the predictions by the n‐butanol reduced mechanism was at 37.75% for the ID times, 8 cm/s for the laminar flame speed, and a factor of three for both the species concentration profiles under jet‐stirred reactor and premixed laminar flame. Furthermore, a maximum deviation of 2.5 crank angle degrees in combustion phasing was obtained when the reduced mechanism was benchmarked against the detailed mechanism under homogeneous charge compression ignition (HCCI) conditions at initial temperature of 413 K, initial pressure of 1 bar, and equivalence ratios of 0.5–2.0. Despite these deviations, the low temperature IDs and the laminar flame speed predicted by the present reduced mechanism were in better agreement to the experimental measurements than the existing n‐butanol reduced mechanisms of comparable sizes. Hence, this collectively indicates that improvements were made to the present reduced mechanism, particularly for the low‐temperature reactions. The n‐butanol reduced mechanism was also compared with gasoline and diesel surrogates under 0D HCCI simulations. The results indicate that the combustion characteristics of n‐butanol is closer to gasoline than to diesel. This suggests that n‐butanol could safely replace gasoline fuel in neat form while it is more suitable to be blended with diesel fuel to maintain engine performance and prevent any adverse effects on the engine.

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“…The internal combustion engine continues to play a vital role in the eld of transportation because of its advantages such as an excellent reliability, wide applicability, and high work e ciency (Huang et al, 2017). Because of the imbalance of the supply and demand for petroleum resources and increasingly strict emission regulations, the development of biofuels as replacements of traditional fuels, such as gasoline and diesel, and solutions to mitigate pollution arising from traditional fuel emissions have become key areas of research worldwide.…”

Section: Introductionmentioning

confidence: 99%

“…Third, in addition to the above-mentioned two methods, a dual-fuel approach can also be employed. Both spark-and compression-ignition engines can use dual fuels to increase the thermal e ciency and reduce emissions (Cheng et al, 2008;Hagos et al, 2017;Huang et al, 2017;Bharathiraja et al, 2019). Fourth, novel in-cylinder combustion modes can be established, such as exhaust gas recirculation (EGR), optimized injection strategies, and improved incylinder turbulence or vortex intensities.…”

Section: Introductionmentioning

confidence: 99%

Performance and Emissions of a Premixed Combustion Engine Fueled by Methanol–Gasoline Blends

Wang¹,

Zhang²,

Zhang³

et al. 2020

Preprint

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Background: Methanol is abundant, safe, and environmentally friendly and has physicochemical properties similar to those of gasoline. It is a promising alternative fuel in China because it can be directly used in both spark- and compression-ignition internal combustion engines. The current development of spark-ignition engines focuses on the reduction of the fuel volume and increase in the compression ratio (CR), which would benefit the engine’s thermal efficiency. However, increasing the CR may deteriorate particulate matter (PM) due to the high temperature.Methods: Herein, an experimental study was conducted on methanol–gasoline blends in a spark-ignition engine. We examined the performance and formaldehyde emissions of methanol–gasoline blends by using three volume fractions (M0, M15, and M100). In addition, the effects of the CR on PM emissions were investigated.Results: The following relationships were observed: (1) When methanol was blended with gasoline, the formaldehyde emissions increased significantly. The formaldehyde emissions of 100% methanol were higher than those of the methanol–gasoline blend with a methanol volume fraction of 15%; both of these emissions were higher than those of pure gasoline; (2) Increasing the CR resulted in increased PM emissions; (3) For a given blending ratio, the PM emissions were positively correlated with the CR; and (4) The PM emissions were negatively correlated with the methanol volume fraction.Conclusions: Methanol reduces the heat loss at the wall surface. As the ratio of methanol in gasoline increases, the PM emissions decrease. On the other hand, the PM emissions are positively correlated with the CR. The addition of lower alcohols dilutes the concentrations of soot precursors, thereby reducing the soot emissions.

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Development and validation of a new reduced diesel- n -butanol blends mechanism for engine applications

Cited by 33 publications

References 40 publications

Investigation on Blending Effects of Gasoline Fuel with N-Butanol, DMF, and Ethanol on the Fuel Consumption and Harmful Emissions in a GDI Vehicle

Investigation on Blending Effects of Gasoline Fuel with N-Butanol, DMF, and Ethanol on the Fuel Consumption and Harmful Emissions in a GDI Vehicle

Development and validation of a n‐butanol reduced chemical kinetic mechanism under engine relevant conditions

Performance and Emissions of a Premixed Combustion Engine Fueled by Methanol–Gasoline Blends

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