Effect of CNG and CBG as low reactivity fuels along with diesel and TPME as high reactivity fuels in RCCI mode of combustion by varying different loads

Harari, P.A.; Yaliwal, V.S.; Banapurmath, N.R.

doi:10.1016/j.matpr.2021.04.557

Cited by 13 publications

(7 citation statements)

References 10 publications

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“…But at upper loads, the gaseous fuels performed better in the utilization of gaseous fuels, improved combustion with greater CO pollutants than typical diesel operation [23][24][25][26]. Among numerous combustion concepts explored on diesel engines in modern years the Reactivity Controlled Compression Ignition (RCCI) operation provides ultra-low smoke and NOx pollutants [27][28][29][30][31][32].…”

Section: Introductionmentioning

confidence: 99%

Effect of Injection Timing on the Dual Fuel Engine Performance Operated with Hydrogen and Nano-Biodiesel Blends

Muralidhara Doddadasenahalli Munivenkaeshappa,

Udaya Ravi Mannar,

Nagaraj Ramalingayya Banapurmath

et al. 2024

ARFMTS

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In the current work, effect of nano-biodiesel blends and injection timing on the performance of hydrogen fueled dual fuel (DF) engine is presented. Hydrogen flow rate is maintained constant with a flow rate of 0.15 kg/h. For this B20 and nano-blends of Nigella sativa oil methyl ester (NLSTVAOME) and Jack fruit seed oil methyl ester (JKFSOME) fuel combinations are used. Nano-blends of respective B20 biodiesels are prepared using graphene amine (GA) nanoparticles with varied proportions ranging from 60 to 100 ppm using probe sonication method. Stabilization of the nano-blends are ensured with reference to quantity of nanoparticle, surfactant SDS (Sodium Dodecyl Sulfate) used and sonication time. Addition of the nanoparticles in the B20 biodiesel blends till 80 ppm showed considerable improvements on the performance of diesel engine with single fuel operation due to improved combustion compared to B20 biodiesel blends. Beyond 80 ppm the performance deteriorated due to non-homogeneous mixtures of nano-biodiesel blends. Injection timing (IT) for the modified DF engine IT is varied from 19 to 31oBTDC in steps of 4oBTDC. Further advancing the IT from 19 to 27oBTDC showed improved dual fuel engine performance with B20+GA80 blends of both biodiesels along with hydrogen induction when compared to B20 operation. Further mixing of air-hydrogen in the inlet manifold of dual fuel engine is studied using CFD analysis for varied hydrogen flow rates ranging from 0.10 to 0.2 kg/h in steps of 0.05 kg/h.

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Section: Introductionmentioning

confidence: 99%

Effect of Injection Timing on the Dual Fuel Engine Performance Operated with Hydrogen and Nano-Biodiesel Blends

Muralidhara Doddadasenahalli Munivenkaeshappa,

Udaya Ravi Mannar,

Nagaraj Ramalingayya Banapurmath

et al. 2024

ARFMTS

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“…Higher caloric value, high combustion speed, short carbon chain length, etc., are some salient features that endorse acetylene to be used as a potential supplementary fuel in a dual-fuel CI engine. [46][47][48] However, backring and knocking-related issues need to be taken care of in the case of dual fuel operations. 49 Research endeavours summarised in Table 2 show that the usage of acetylene in CI engines, along with diesel fuel improves performance and emission qualities in most cases.…”

Section: Introductionmentioning

confidence: 99%

“…, are some salient features that endorse acetylene to be used as a potential supplementary fuel in a dual-fuel CI engine. 46–48 However, backfiring and knocking-related issues need to be taken care of in the case of dual fuel operations. 49…”

Section: Introductionmentioning

confidence: 99%

Effect of acetylene as a low reactivity fuel on performance, combustion, exergy and emissions of an acetylene/diesel RCCI engine with variable premix ratios

Deb

Paul

2023

Sustainable Energy Fuels

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“…Since 2011, several studies in the RCCI combustion field fueled with different fuels like Gasoline/Diesel fuel, 6,7 Ethanol/Diesel fuel, 8 NG/Diesel fuel, 9–11 CNG/Diesel fuel, 12 CNG/Biodiesel fuel, 13 N-butanol/Diesel fuel, 14 Isobutanol/Isobutanol with Di-Tert Butyl Peroxide addition, 15 Methanol/Diesel fuel, 16 Polyoxymethylene dimethyl ethers/Methanol, 17,18 Biogas/Diesel fuel, 19 Alochol/Diesel and biodiesel fuel, 20,21 and Renewable fuel/Diesel fuel 22 and also the use of EGR and different optimization methods were conducted. 23–26…”

Section: Introductionmentioning

confidence: 99%

“…6 In a RCCI engine, the control of the combustion phasing can easily be done through the use of two fuels with different reactivity, low reactivity and high reactivity, and also with two fuels ratio. 6 Since 2011, several studies in the RCCI combustion field fueled with different fuels like Gasoline/Diesel fuel, 6,7 Ethanol/Diesel fuel, 8 NG/Diesel fuel, [9][10][11] CNG/Diesel fuel, 12 CNG/Biodiesel fuel, 13 N-butanol/Diesel fuel, 14 Isobutanol/Isobutanol with Di-Tert Butyl Peroxide addition, 15 Methanol/Diesel fuel, 16 Polyoxymethylene dimethyl ethers/Methanol, 17,18 Biogas/Diesel fuel, 19 Alochol/Diesel and biodiesel fuel, 20,21 and Renewable fuel/Diesel fuel 22 and also the use of EGR and different optimization methods were conducted. [23][24][25][26] Although, crude oil resources are limited, but in contrast, the resources of natural gas known as a cleanest hydrocarbon fuel are abundant all over the world as depicted in Figure 1.…”

Section: Introductionmentioning

confidence: 99%

Maximum reduction in greenhouse gas emissions by complete replacement of natural gas with pure hydrogen as a sole low reactive fuel in a RCCI engine

Sattarzadeh

Ebrahimi

Jazayeri

2022

International Journal of Engine Research

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In order to maximum reduction in hydrocarbon fuels consumption as the largest source of greenhouse gas emissions, the aim of this study is to evaluate a RCCI engine performance fueled with diesel fuel and pure hydrogen as sole low reactive fuel. For this purpose, a single-cylinder heavy-duty diesel engine with bathtub piston bowl profile and compression ratio of 14.88:1 is assessed that operates at its mid-load range from 9.4 to 13.5 bar gross IMEPs. In order to overcome the NOx challenge resulted from using pure hydrogen, the use of suitable amount of EGR and nitrogen addition as air-hydrogen diluents along with the advanced SOI timing were employed. The simulation results show that in a hydrogen-fueled RCCI engine, while reducing the diesel fuel energy share as the only supplier of air-hydrogen mixture ignition energy to about 13%, the HES percentage can be enhanced up to 87%. Although, the SOC will occur with a long delay and the CA50 will take place about 15°CA after the TDC compared to the experimental data, however, the maximum loss of the engine load is less than 6% with the GIE of more than 48% without any exposure to diesel knock. Moreover, not only the EURO VI level of the CO and UHC emissions and the EPA level of Formaldehyde emission can be met, but also, the EURO VI level of NOx emission as the most important challenge of a hydrogen-fueled engine is achievable.

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Effect of CNG and CBG as low reactivity fuels along with diesel and TPME as high reactivity fuels in RCCI mode of combustion by varying different loads

Cited by 13 publications

References 10 publications

Effect of Injection Timing on the Dual Fuel Engine Performance Operated with Hydrogen and Nano-Biodiesel Blends

Effect of Injection Timing on the Dual Fuel Engine Performance Operated with Hydrogen and Nano-Biodiesel Blends

Effect of acetylene as a low reactivity fuel on performance, combustion, exergy and emissions of an acetylene/diesel RCCI engine with variable premix ratios

Maximum reduction in greenhouse gas emissions by complete replacement of natural gas with pure hydrogen as a sole low reactive fuel in a RCCI engine

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