Energy and exergy characteristics of an ethanol-fueled heavy-duty SI engine at high-load operation using lean-burn combustion

Hong, Beichuan; Lius, Andreas; Mahendar, Senthil Krishnan; Mihăescu, Mihai; Cronhjort, Andreas

doi:10.1016/j.applthermaleng.2023.120063

Cited by 14 publications

(3 citation statements)

References 39 publications

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“…The engine's thermal efficiency and combustion phasing are evaluated for knock-limited operation; entropy generated through combustion is discussed to identify the relationship between exergy destruction. The exergy destruction by the in-cylinder process can decrease the exhaust exergy [55]. According to these papers, there is a research gap to correlate octane, exergy, and entropy for fuels in SI engines.…”

Section: Methodology To Estimate Exergy Of Liquid and Gaseous Fuels I...mentioning

confidence: 99%

Methodology to estimate fuel`s exergy in SI engines using Otto cycles principles limited by the knock.

Montoya¹,

Arrieta²

2023

Proceedings of the 21th LACCEI International Multi-Conference for Engineering, Education and Technology (LACCEI 2023): “Leaders

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A novel methodology is proposed to estimate the exergy of liquid and gaseous fuels for spark ignition (SI) engines, based on the thermodynamics laws and two scientific methodologies, one for measurements of fuels methane number (MN), and other for estimation of gaseous fuels energy quality. Two engines were used 1) A CFR engine to measure fuel's critical compression ratio (CCR) and MN. 2) A hybrid diesel engine with a high compression ratio (CR) converted to SI using custom pistons for high turbulence intensity designed by CFD simulations, for biogas SI (BSI) combustion. In both engines, fuels with MNs ranging from 37 to 140 were used, biogases, methane, propane, and blends of biogas with methane/propane and hydrogen. The BSI engine combines diesel engines characteristics (high airflow inlet, and high combustion pressures) with SI engines characteristics (premixed combustion using SI for combustion phasing at the knocking threshold (KT)). The BSI engine was used to measure the fuel´s maximum electrical energy generation and thermal efficiency at the KT. Correlations between MN and research octane number (RON) were used to develop the methodology. Fuel´s exergy efficiency is estimated with fuel´s γ, hydrogen/carbon (H/C) ratio, and limited by fuel´s MN/RON. The methodology proposed correlates fuel´s exergy, fuel´s entropy, adiabatic flame temperature (Tad), and fuel´s exergy efficiency forOtto cycles limited by the knocking.

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Section: Methodology To Estimate Exergy Of Liquid and Gaseous Fuels I...mentioning

confidence: 99%

Methodology to estimate fuel`s exergy in SI engines using Otto cycles principles limited by the knock.

Montoya¹,

Arrieta²

2023

Proceedings of the 21th LACCEI International Multi-Conference for Engineering, Education and Technology (LACCEI 2023): “Leaders

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“…In previous studies, when hydrogen was injected at 100 CAD BTDC, the engine exhibited the best efficiency and the highest power output, so the direct injection timings in this study were set at 100 CAD BTDC (both for syngas and gasoline) [35]. As low-temperature combustion achieved via lean-burn has been proven to be beneficial for increasing engine efficiency and decreasing emissions [36,37], and syngas can extend the lean-burn limit, the experiments were conducted under lean-burn conditions. The λ was fixed at 1.1, and the definition of λ is shown as follows:…”

Section: Methodsmentioning

confidence: 99%

Effect of Hydrogen-Rich Syngas Direct Injection on Combustion and Emissions in a Combined Fuel Injection—Spark-Ignition Engine

Shang

Sun

et al. 2023

Sustainability

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To utilize the high efficiency of gasoline direct injection (GDI) and solve the high particulate number (PN) issue, hydrogen-rich syngas has been adopted as a favorable sustainable fuel. This paper compares and analyzes the effects of the injection configurations (GDI, gasoline port injection combined with GDI (PGDI), and gasoline port injection combined with hydrogen-rich syngas direct injection (PSDI)) and fuel properties on combustion and emissions in a spark-ignition engine. The operational points were fixed at 1800 rpm with a 15% throttle position, and the excess air ratio was 1.1. The conclusions show that PSDI gained the highest maximum brake thermal efficiency (BTE) at the MBT point, and the maximum BTE for GDI was only 94% of that for PSDI. PSDI’s CoVIMEP decreased by 22% compared with GDI’s CoVIMEP. CO and HC emissions were reduced by approximately 78% and 60% from GDI to PSDI among all the spark timings, respectively, while PSDI emitted the highest NOX emissions. As for particulate emissions, PSDI emitted the highest nucleation-mode PN, while GDI emitted the lowest. However, the accumulation-mode PN emitted from PSDI was approximately 52% of that from PGDI and 5% of that from GDI. This study demonstrates the benefits of PSDI for sustainability in vehicle engineering.

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“…The consumption of fuels manufactured from renewable sources was planned and described in "White paper 2011" and DIREC-TIVE (EU) 2018/2001 [15,16]. For decades, blends of fossil fuel with bioethanol have been utilized in spark ignition ICEs and with fatty acid methyl esters in compression ignition ICEs [14,[17][18][19][20][21][22]. Despite the fact that the raw material of biofuels (oil from rapeseed, soy, sunflower, palm, etc.)…”

Section: Introductionmentioning

confidence: 99%

Research on the Performance Parameters of a Compression-Ignition Engine Fueled by Blends of Diesel Fuel, Rapeseed Methyl Ester and Hydrotreated Vegetable Oil

Žaglinskis,

Rimkus

2023

Sustainability

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This research compares the air pollution (CO, CO2, HC, NOx, smoke), energy (brake-specific fuel consumption, thermal efficiency) and noise indicators of a compression ignition engine fueled by first-generation biodiesel (rapeseed methyl ester (RME)) and second-generation biodiesel (hydrogenated vegetable oils (HVO)), or conventional (fossil) diesel fuel blends. The concentration of first- and second-generation biodiesel in two-component blends with diesel fuel was up to 15% and 30% (RME15, RME30, HVO15, and HVO30); for comparison, the three-component blend of diesel fuel, HVO and RME (RME15–HVO15) was considered. The fuels’ physical and chemical properties were tested in a specialized laboratory, and the engine load conditions were ensured by the engine brake stand. Referring to ship power plants with constant-speed engines, detailed research was carried out in one speed mode (n = 2000 rpm). Studies have shown that two-component fuel blends with HVO are superior to conventional diesel fuel and two-component blends with RME in almost all cases. The HVO in fuel blends reduced fuel consumption up to 1.8%, while the thermal efficiency was close to that of fossil diesel fuel. In addition, a reduction in pollutants was observed: CO by ~12.5–25.0%; HC by ~5.0–12.0%; NOx by ~6.5%; smokiness by ~11–18% (two-component blend) and up to ~29% (three-component blend). The CO2 and noise characteristics were close to those of fossil diesel fuel; however, the trend of reduced smoke emission was clearly seen. A fundamental obstacle to the wide use of HVO can be seen, however, which is the price, which is 25–90% (depending on the EU country) higher than the price of conventional (fossil) diesel fuel.

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Energy and exergy characteristics of an ethanol-fueled heavy-duty SI engine at high-load operation using lean-burn combustion

Cited by 14 publications

References 39 publications

Methodology to estimate fuel`s exergy in SI engines using Otto cycles principles limited by the knock.

Methodology to estimate fuel`s exergy in SI engines using Otto cycles principles limited by the knock.

Effect of Hydrogen-Rich Syngas Direct Injection on Combustion and Emissions in a Combined Fuel Injection—Spark-Ignition Engine

Research on the Performance Parameters of a Compression-Ignition Engine Fueled by Blends of Diesel Fuel, Rapeseed Methyl Ester and Hydrotreated Vegetable Oil

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