High efficiency ethanol-diesel dual-fuel combustion: A comparison against conventional diesel combustion from low to full engine load

Pedrozo, Vinícius B.; May, Ian; Guan, Wei; Zhao, Hua

doi:10.1016/j.fuel.2018.05.034

Cited by 95 publications

(36 citation statements)

References 39 publications

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“…It showed that the COV IMEP of the dual-fuel combustion mode remains under 2.1% among all the tests. Experimental investigations [31] of the engine with the ethanol-diesel dual-fuel combustion mode showed that, in the dual-fuel mode, more premixed combustion yielded higher levels of COV IMEP than the conventional diesel combustion mode case for higher engine loads. The increase in COV IMEP was proportional to the ethanol energy fraction.…”

Section: Cycle-to-cycle Variation Of the Enginementioning

confidence: 98%

“…One of the most popular criteria for the evaluation of the correct operation of combustion engines is non-repeatability of the work cycles. The coefficient of non-repeatability of maximum pressure COV pp , expressed in percentages and calculated as a ratio of standard deviation of the maximal pressure to its mean value from multiple engine operation cycles, was adopted as a measure of non-repeatability [4,31].…”

Section: Cycle-to-cycle Variability Determinationmentioning

confidence: 99%

“…It showed that the COVIMEP of the dual-fuel combustion mode remains under 2.1% among all the tests. Experimental investigations [31] of the engine with the The indicator diagrams can be used to determine characteristic values that are representative for many individual engine operation cycles, such as maximum combustion pressure or indicated mean effective pressure. Changes in these values can be computed using statistical analysis methods and presented in the form of the coefficient of variation of peak pressure (COV pp ) or of the coefficient of variation of the indicated mean effective pressure (COV IMEP ).…”

Section: Cycle-to-cycle Variation Of the Enginementioning

confidence: 99%

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Comparative Analysis of the Combustion Stability of Diesel-Methanol and Diesel-Ethanol in a Dual Fuel Engine

et al. 2019

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The co-combustion of diesel with alcohol fuels in a compression ignition dual fuel engine is one of the ways of using alternative fuels to power combustion engines. Scientific explorations in this respect should not only concern the combustion process in one engine cycle, which is most often not representative for a longer engine life, but should also include an analysis of multiple cycles, which would allow for indicating reliable parameters of engine operation and its stability. This paper presents experimental examinations of a CI engine with a dual fuel system, in which co-combustion was performed for diesel and two alcohol fuels (methanol and ethanol) with energy contents of 20%, 30%, 40% and 50%. The research included the analysis of the combustion process and the analysis of cycle-by-cycle variation of the 200 subsequent engine operation cycles. It was shown that the presence and increase in the share of methanol and ethanol used for co-combustion with diesel fuel causes an increase in ignition delay and increases the heat release rate and maximum combustion pressure values. A larger ignition delay is observed for co-combustion with methanol. Based on changes in the coefficient of variation of the indicated mean effective pressure (COVIMEP) and the function of probability density of the indicated mean effective pressure (f(IMEP)), prepared for a series of engine operation cycles, it can be stated that the increase in the percentage of alcohol fuel used for co-combustion with diesel fuel does not impair combustion stability. For the highest percentage of alcohol fuel (50%), the co-combustion of diesel with methanol shows a better stability.

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Section: Cycle-to-cycle Variation Of the Enginementioning

confidence: 98%

Section: Cycle-to-cycle Variability Determinationmentioning

confidence: 99%

Section: Cycle-to-cycle Variation Of the Enginementioning

confidence: 99%

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Comparative Analysis of the Combustion Stability of Diesel-Methanol and Diesel-Ethanol in a Dual Fuel Engine

et al. 2019

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“…According to [40,42], the required aqueous urea solution to meet the Euro VI NOx limit of 0.4 g/kWh can be estimated as 1% of the diesel equivalent fuel flow per g/kWh of NOx reduction.…”

Section: Estimation Of the Total Fluid Consumptionmentioning

confidence: 99%

Variable valve actuation–based combustion control strategies for efficiency improvement and emissions control in a heavy-duty diesel engine

Guan

Pedrozo

Zhao

et al. 2019

International Journal of Engine Research

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High nitrogen oxide levels of the conventional diesel engine combustion often requires the introduction of exhaust gas recirculation at high engine loads. This can adversely affect the smoke emissions and fuel conversion efficiency associated with a reduction of the in-cylinder air-fuel ratio (lambda). In addition, low exhaust gas temperatures at low engine loads reduce the effectiveness of aftertreatment systems necessary to meet stringent emissions regulations. These are some of the main issues encountered by current heady-duty diesel engines. In this work, variable valve actuation–based advanced combustion control strategies have been researched as means of improving upon the engine exhaust temperature, emissions, and efficiency. Experimental analysis was carried out on a single-cylinder heady-duty diesel engine equipped with a high-pressure common-rail fuel injection system, a high-pressure loop cooled exhaust gas recirculation, and a variable valve actuation system. The variable valve actuation system enables a late intake valve closing and a second intake valve opening during the exhaust stroke. The results showed that Miller cycle was an effective technology for exhaust temperature management of low engine load operations, increasing the exhaust gas temperature by 40 °C and 75 °C when running engine at 2.2 and 6 bar net indicated mean effective pressure, respectively. However, Miller cycle adversely effected carbon monoxide and unburned hydrocarbon emissions at a light load of 2.2 bar indicated mean effective pressure. This could be overcome when combining Miller cycle with a second intake valve opening strategy due to the formation of a relatively hotter in-cylinder charge induced by the presence of internal exhaust gas recirculation. This strategy also led to a significant reduction in soot emissions by 82% when compared with the baseline engine operation. Alternatively, the use of external exhaust gas recirculation and post injection on a Miller cycle operation decreased high nitrogen oxide emissions by 67% at a part load of 6 bar indicated mean effective pressure. This contributed to a reduction of 2.2% in the total fluid consumption, which takes into account the urea consumption in aftertreatment system. At a high engine load of 17 bar indicated mean effective pressure, a highly boosted Miller cycle strategy with exhaust gas recirculation increased the fuel conversion efficiency by 1.5% while reducing the total fluid consumption by 5.4%. The overall results demonstrated that advanced variable valve actuation–based combustion control strategies can control the exhaust gas temperature and engine-out emissions at low engine loads as well as improve upon the fuel conversion efficiency and total fluid consumption at high engine loads, potentially reducing the engine operational costs.

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“…Carbon dioxide (CO 2 ) is one of the greenhouse gas components emitted by engines. Its concentration depends on fuel composition (carbon/hydrogen ratio-C/H ratio), fuel consumption, and combustion process in the engine [31,40,41]. The O 2 concentration in the exhaust engine gases allows assessing the fuel/air ratio of fuel mixtures, which affects fuel combustion (oxidation) and the emissions of harmful emitted components [31,42,43].…”

mentioning

confidence: 99%

Internal Combustion Engine Analysis of Energy Ecological Parameters by Neutrosophic MULTIMOORA and SWARA Methods

et al. 2019

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The investigation for new innovative solutions to reduce transport pollution is a priority for the European Union (EU). This study includes energy and a sustainable environment, as well as transport, logistics, and information and communication technologies. Energy ecological parameters of internal combustion depend on many factors: fuel, the fuel injection time, engine torque, etc. The engine’s energy ecological parameters were studied by changing engine torques, using different fuels, and changing the start of the fuel injection time. The selection of the optimum parameters is a complex problem. Multicriteria decision-making methods (MCDM) present powerful and flexible techniques for the solution of many sustainability problems. The article presents a new way of tackling transport pollution. The analysis of the energy ecological parameters of the experimental internal combustion engine is performed using the neutrosophic multi-objective optimization by a ratio analysis plus the full multiplicative form (MULTIMOORA) and step-wise weight assessment ratio analysis (SWARA) methods. The application of MCDM methods provides us with the opportunity to establish the best alternatives which reflect the best energy ecological parameters of the internal combustion engine.

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High efficiency ethanol-diesel dual-fuel combustion: A comparison against conventional diesel combustion from low to full engine load

Cited by 95 publications

References 39 publications

Comparative Analysis of the Combustion Stability of Diesel-Methanol and Diesel-Ethanol in a Dual Fuel Engine

Comparative Analysis of the Combustion Stability of Diesel-Methanol and Diesel-Ethanol in a Dual Fuel Engine

Variable valve actuation–based combustion control strategies for efficiency improvement and emissions control in a heavy-duty diesel engine

Internal Combustion Engine Analysis of Energy Ecological Parameters by Neutrosophic MULTIMOORA and SWARA Methods

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