Effects of intake air temperature on homogenous charge compression ignition combustion and emissions with gasoline and n-heptane

Zhang, Jianyong; Li, Zhongzhao; Zhang, Kaiqiang; Lv, Xingcai; Huang, Zhen

doi:10.2298/tsci140524174z

Cited by 7 publications

(4 citation statements)

References 14 publications

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“…This causes the combustion process to expand toward the power stroke which causes incomplete combustion, and consequently emitting high amounts of HC and CO [15]. Moreover, the existence of high amounts of low reactivity fuel across the cylinder and especially at cold regions (gasoline near the wall and the crevices, where it is difficult for the fuel to burn) has a stronger effect than the oxidation processes enhancement [25].…”

Section: Resultsmentioning

confidence: 99%

Reducing Diesel Engine Emission Using Reactivity Controlled Approach

Ghazal

2018

J. Ecol. Eng.

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Several automobile manufacturers are interested in investigating of dual fuel internal combustion engines, due to high efficiency and low emissions. Many alternative fuels have been used in dual fuel mode for IC engine, such as methane, hydrogen, and natural gas. In the present study, a reactivity controlled compression ignition (RCCI) engine using gasoline/diesel (G/D) dual fuel has been investigated. The effect of mixing gasoline with diesel fuel on combustion characteristic, engine performance and emissions has been studied. The gasoline was injected in the engine intake port, to produce a homogeneous mixture with air. The diesel fuel was injected directly to the combustion chamber during compression stroke to initiate the combustion process. A direct injection compression ignition engine has been built and simulated using ANSYS Forte professional code. The gasoline amount in the simulation varied from (50%-80%) by volume. The diesel fuel was injected to the cylinder in two stages. The model has been validated and calibrated for neat diesel fuel using available data from the literature. The results show that the heat release rate and the cylinder pressure increased when the amount of added gasoline is between 50%-60% volume of the total injected fuels, compared to the neat diesel fuel. Further addition of gasoline will have a contrary effect. In addition, the combustion duration is extended drastically when the gasoline ratio is higher than 60% which results in an incomplete combustion. The NO emission decreased drastically as the gasoline ratio increased. Moreover, addition of gasoline to the mixture increased the engine power, thermal efficiency and combustion efficiency compared to neat diesel fuel.

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Section: Resultsmentioning

confidence: 99%

Reducing Diesel Engine Emission Using Reactivity Controlled Approach

Ghazal

2018

J. Ecol. Eng.

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“…The values of constants present in the previous equation for methane, referred to in the literature, depending on the calculation algorithm adopted amount to: -variant I: 9 , E a = 48.4 kcal/mol, a = -0.3, b = 1.3 [30] -variant II: 6 , E a = 30.0 kcal/mol, a = -0.3, b = 1.3 [30] THERMAL SCIENCE, Year 2017, Vol. 21, No.…”

Section: The 0-dimensional Dual-fuel Engine Modelmentioning

confidence: 99%

“…In a number of research works on dual-fuel engines it was demonstrated that the operating parameters of a dual-fuel compression ignition engine depend significantly on the pilot dose size [1][2][3], pilot dose injection timing [1,4], amount and quality of gas supplied to the engine [5][6][7], and on the quantity and temperature of air aspired by the engine [8,9]. To ensure optimum use of the engine capabilities all those parameters have to be adjusted relative to the rotational speed and load.…”

Section: Introductionmentioning

confidence: 99%

Validation of a zero-dimensional and 2-phase combustion model for dual-fuel compression ignition engine simulation

Mikulski

Wierzbicki

2017

Therm sci

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Increasing demands for the reduction of exhaust emissions and the pursuit to reduce the use of fossil fuels require the search for new fuelling technologies in combustion engines. One of the most promising technologies is the multi-fuel compression ignition engine concept, in which a small dose of liquid fuel injected directly into the cylinder acts as the ignition inhibitor of the gaseous fuel. Achieving the optimum combustion process in such an engine requires the application of advanced control algorithms which require mathematical modelling support. In response to the growing demand for new simulation tools, a 0-D model of a dual-fuel engine was proposed and validated. The validation was performed in a broad range of engine operating points, including various speeds and load condition, as well as different natural gas/diesel blend ratios. It was demonstrated that the average model calculation error within the entire cycle did not exceed 6.2%, and was comparable to the measurement results cycle to cycle variations. The maximum model calculation error in a single point of a cycle was 15% for one of the complex (multipoint injection) cases. In other cases, it did not exceed 11%.

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“…To improve the thermal efficiency of gasoline engines, new combustion modes, such as lean burn, 1 homogeneous charge compression ignition (HCCI) combustion 2,3 and spark-assisted compression ignition combustion (SACI), 4,5 have emerged in traditional spark ignition (SI) engines. HCCI combustion has received more attention from researchers because of its high thermal efficiency and low emissions.…”

Section: Introductionmentioning

confidence: 99%

A comparative study of PODE/gasoline and n-heptane/gasoline in a spark-assisted homogeneous charge compression ignition engine with dual-injection strategies and EGR

Zhao

Xia

Fang

et al. 2022

International Journal of Engine Research

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Homogeneous charge compression ignition (HCCI) has potential to improve thermal efficiency for gasoline engine due to the similar formation of mixture between HCCI and traditional spark ignition mode. High reactivity fuel combined with gasoline is used to achieve HCCI combustion with a relative low compression ratio. Polyoxymethylene dimethyl ethers (PODE) is a kind of low-carbon fuels with unique molecule structure, which is beneficial for carbon neutral. The intermediate products of PODE are different from those of long-chain alkane such as n-heptane and diesel. In this paper, the difference in spark-assisted HCCI (SA-HCCI) combustion combined with spark ignition and EGR between PODE/gasoline and n-heptane/gasoline under different operating conditions were investigated. The results illustrated that PODE/gasoline was more suitable for SA-HCCI combustion due to the positive relation between thermal efficiency and gasoline percentage, which can significantly improve the thermal efficiency while suppressing knock. Although the cetane number of PODE is greater than the n-heptane, the SA-HCCI combustion was more violent fueled with n-heptane/gasoline than that of PODE/gasoline. Low NOx and PM emissions are achieved for SA-HCCI combustion especially for PODE/gasoline. The advancing spark timing reduced the incomplete combustion and shortened the combustion duration, thus reducing the THC and CO emissions, especially fueled with PODE/gasoline. Although a low EGR rate can slightly improve the THC and CO emissions, violent combustion can be significantly improved. In general, high efficiency and low emissions could be achieved by PODE/gasoline and spark ignition combined with EGR. The brake thermal efficiency for SA-HCCI combustion fueled with PODE/gasoline increased by 30% compared with DISI mode under the same loads.

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Effects of intake air temperature on homogenous charge compression ignition combustion and emissions with gasoline and n-heptane

Cited by 7 publications

References 14 publications

Reducing Diesel Engine Emission Using Reactivity Controlled Approach

Reducing Diesel Engine Emission Using Reactivity Controlled Approach

Validation of a zero-dimensional and 2-phase combustion model for dual-fuel compression ignition engine simulation

A comparative study of PODE/gasoline and n-heptane/gasoline in a spark-assisted homogeneous charge compression ignition engine with dual-injection strategies and EGR

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