Energy efficiency of a direct-injection internal combustion engine with high-pressure methanol steam reforming

Poran, A.; Tartakovsky, Leonid

doi:10.1016/j.energy.2015.05.073

Cited by 80 publications

(20 citation statements)

References 33 publications

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“…They reported that 50% ethanol can maximize the BTE with an engine speed of 2000-2500 rpm. Poran and Tartakovsky [18] discussed the concept of a direct injection ICE with thermo chemical recuperation realized through steam reforming of methanol. Li et al [19] investigated the combustion characteristics and emission formations of a SI engine fuelled with methanol-ethanolbutanol-gasoline mixtures under various equivalence ratios, engine loads and alcohol ratios.…”

Section: Effect Of Water On Micro-emulsion Fuel and Work Done During mentioning

confidence: 99%

Experimental investigation on multi-cylinder SI engine fueled conventional gasoline, ethanol blends, and micro-emulsion as an alternative fuel

Qadiri¹,

Wani²

2019

MMEP

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In this contribution the two alternative fuels, firstly blended fuel of ethanol and gasoline (i.e. E15%+Gasoline 85%), and secondly, micro-emulsion (i.e. Gasoline 90%, E8% and H2O 2%) were compared with conventional 100% Gasoline fuel for checking the performance, combustion, and emission characteristics of 3-Cylinder SI engine experimentally. The blended fuel containing 15% ethanol with 85% gasoline and the micro-emulsion based fuel which contains H2O molecule in addition to simple blending were prepared in the lab, and both the fuels were tested experimentally on a 3-cylinder SI engine based test rig in order to find out which alternative fuel is more efficient in terms of performance and emission characteristics. The results depicted that although both the micro-emulsion based fuel and the blended fuel showed reduction in power as compared to conventional 100% Gasoline fuel, but the emissions were least for the micro-emulsion based fuel followed by the blended fuel. The CO, HC, and NOx emission decreased for both ethanol blended gasoline fuel and the micro-emulsion based fuel as compared to the 100% Gasoline. The injected water in the micro-emulsion fuel reduces the temperature inside the combustion chamber which is responsible for this decrease in NOx emission. For combustion analysis, pressure v/s the crank-angle showed slight decrease for the blended fuel (i.e. 15% ethanol with 85% Gasoline) and the micro-emulsion based fuel (i.e. Gasoline 90%, E8% and H2O 2%) as compared to the conventional 100% gasoline fuel. This can again be attributed to the fact that the micro-emulsion based fuel has a lower combustion chamber temperature compared to the conventional 100% Gasoline.

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Section: Effect Of Water On Micro-emulsion Fuel and Work Done During mentioning

confidence: 99%

Experimental investigation on multi-cylinder SI engine fueled conventional gasoline, ethanol blends, and micro-emulsion as an alternative fuel

Qadiri¹,

Wani²

2019

MMEP

View full text Add to dashboard Cite

show abstract

“…Existing researches also consider methanol-hydrogen blends as a feasible option for future spark-ignition engines [11][12][13]. Instead of burning methanol directly, Tartakovsky et al, who deftly designed a thermochemical recuperation system comprising a direct-injection, leanburn, throttle-less engine and a high-pressure reforming reactor using methanol as primary fuel, suggested to burn methanol reforming products to promote engine efficiency and prohibit abnormal combustion behaviors of reformates [14,15].…”

Section: Introductionmentioning

confidence: 97%

Effects of engine misfire on regulated, unregulated emissions from a methanol-fueled vehicle and its ozone forming potential

Wang

Zhang

et al. 2016

Applied Energy

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“…Strong evidence shows the connection between emissions from diesel vehicles and smog, which is believed to contribute to severe respiratory diseases, particularly in urban environments . Stringent emission regulations were put in action and became the main drive for advanced engine technologies, such as partially premixed compression ignition (PPCI), partially premixed combustion (PPC), high pressure fuel injection, split injection, advanced control, diesel oxidation catalysts (DOCs), diesel particulate filters (DPFs), selective catalyst reduction (SCR), nonthermal plasma (NTP) systems, and adoption of biodiesel . Nevertheless, the challenge of high exhaust emissions during engine cold start and warm‐up still remains, which is caused by the low cylinder and exhaust temperatures, resulting in poor catalyst efficiency .…”

Section: Introductionmentioning

confidence: 99%

On the emission reduction through the application of an electrically heated catalyst to a diesel vehicle

Gao

Tian

Sorniotti

2019

Energy Science & Engineering

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Exhaust emissions from diesel engine powered vehicles are considerably high during cold start and warm‐up, because of the poor catalyst performance due to the insufficient catalyst temperature. The controlled heat injection allowed by electrically heated catalysts can effectively reduce the catalyst light‐off time with relatively moderate fuel penalty. This paper compares the exhaust temperature and emissions of a case study diesel vehicle in cold and warm start conditions, and proposes two electrically heated catalyst control strategies, which are evaluated in terms of emission reduction and energy consumption with different target temperature settings. In addition, a new performance indicator, that is, the specific emission reduction, is used to evaluate the after‐treatment system and associated thermal management. For the worldwide harmonized light vehicle test cycle, the results without electrically heated catalyst show that from both cold and warm start conditions a large amount of operating points of the engine is located in the region of partial catalyst light off. Moreover, emissions, especially in terms of carbon monoxide and hydrocarbon, significantly decrease with the electrically heated catalyst implementation, for example, by at least 50% from cold start; however, they still tend to be rather substantial when the fuel is re‐injected after the engine cutoff phases. The exhaust temperature is lower than the target values in the sections of the driving cycle in which the electrically heated catalyst power is saturated according to the maximum level allowed by the device. The carbon dioxide penalty brought by the electrically heated catalyst ranges from 3.93% to 6.65% and from 6.49% to 9.35% for warm and cold start conditions, respectively.

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Energy efficiency of a direct-injection internal combustion engine with high-pressure methanol steam reforming

Cited by 80 publications

References 33 publications

Experimental investigation on multi-cylinder SI engine fueled conventional gasoline, ethanol blends, and micro-emulsion as an alternative fuel

Experimental investigation on multi-cylinder SI engine fueled conventional gasoline, ethanol blends, and micro-emulsion as an alternative fuel

Effects of engine misfire on regulated, unregulated emissions from a methanol-fueled vehicle and its ozone forming potential

On the emission reduction through the application of an electrically heated catalyst to a diesel vehicle

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