Impacts of diesel injection timing and syngas fuel composition in a heavy-duty RCCI engine

Jafari, Bahram; Seddiq, Mahdi; Mirsalim, S.M.

doi:10.1016/j.enconman.2021.114759

Cited by 22 publications

(11 citation statements)

References 65 publications

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“…The main part of the current research is devoted to analyzing the impacts of mentioned parameters on energy distribution and exergy of the combustion system (engine). In connection with analyzing the energy distribution of internal combustion diesel engines, equation ( 7) 39 can be used:…”

Section: Model Verificationmentioning

confidence: 99%

“…Detailed descriptions of the models used for the diesel/syngas RCCI combustion process like turbulence, spray breakup, and wall heat transfer models have been presented in previously published paper. 39 However, only a summary of the adopted models is tabulated in Table 3.…”

Section: Engine Specificationsmentioning

confidence: 99%

“…combustion temperature compared to baseline CDC operating conditions, as confirmed by other investigation. 39 This can be related to the participation of hydrogen gas in the combustion process with higher heating value and higher flame velocity than heavy diesel fuel, results in a more homogeneous mixture and shorter combustion duration that significantly shortened the HRR period and elevated premixed flame temperature. Also, increasing the syngas energy ratio up to 60% simultaneous with the main SOI timing as −20 CA ATDC led to a significant increment of max.…”

Section: Numerical Achievementsmentioning

confidence: 99%

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A numerical study of piston bowl geometry and diesel injection timing in a heavy-duty diesel/syngas RCCI engine

Seddiq

Delprete

Brusa

et al. 2023

International Journal of Engine Research

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The current numerical study aims to examine the single and combined effects of various piston bowl geometries, diesel main Start of Injection (SOI) timing, and syngas energy ratio on the combustion characteristics, specific emissions (g/kW·h), energy distribution, and exergy of a heavy-duty off-road Reactivity-Controlled Compression Ignition (RCCI) diesel engine. The examined geometries include the stock chamber (baseline combustion chamber), wide-shallow chamber, dual-swirl chamber, stepped-lip chamber. The main SOI timing was varied from −20 to −5 Crank Angle (CA) After Top Dead Center (ATDC) with 5 CA steps. Also, syngas energy ratio including 0% Conventional Diesel Combustion (CDC) mode, 20%, 40%, and 60% of total fuel energy per cycle. To accomplish this goal, the SAGE combustion model coupled with a reduced chemical kinetic mechanism consists of 360 reactions, and 72 species was applied to conduct this investigation. The numerical findings showed that the use of the wide-shallow chamber extended the engine operable range under diesel-syngas combustion operating conditions. In comparison to the baseline CDC case, the application of the dual-swirl chamber under CDC conditions, and main SOI timing of −15 CA ATDC led to reduction of Carbon Monoxide ([Formula: see text]), Hydro-Carbon ([Formula: see text]), Particle Matter ([Formula: see text]), Carbon Dioxide ([Formula: see text]), Indicated Specific Energy Consumption (ISEC), Gross Indicated Efficiency (GIE), and exergy efficiency but with a Nitrogen Oxides ([Formula: see text]) penalty rate. In general, an increase in the bore to bowl diameter ratio caused a shorter ignition delay period and combustion duration. The utilization of the stepped-lip chamber at both CDC and diesel-syngas combustion operating modes resulted in a shorter ignition delay period, but a longer combustion duration. Nonetheless, the stepped-lip combustion chamber reduced the diffusive flame temperature. Also, it is noteworthy that the utilization of the stock chamber along with the main SOI timing at −5 CA ATDC under diesel-syngas 60% combustion mode is a suitable technique to pass EURO-VI [Formula: see text] and [Formula: see text] emissions regulations.

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Section: Model Verificationmentioning

confidence: 99%

Section: Engine Specificationsmentioning

confidence: 99%

Section: Numerical Achievementsmentioning

confidence: 99%

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A numerical study of piston bowl geometry and diesel injection timing in a heavy-duty diesel/syngas RCCI engine

Seddiq

Delprete

Brusa

et al. 2023

International Journal of Engine Research

Self Cite

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“…the mixture of hydrogen and CO) as an additive to gaseous hydrocarbon fuels such as natural gas, CNG, biogas, and landfill gas has been followed up in heavy-duty diesel engines under RCCI combustion. [37][38][39][40][41][42][43][44][45] However, due to global warming concern, the maximum reduction in hydrocarbon fuels consumption as the largest source of greenhouse gas emissions has also been followed up by researchers. Hence, some limited studies related to the use of pure hydrogen as a sole low reactive fuel in diesel engines under dual-fuel mode of combustion and more recently under RCCI combustion has been conducted.…”

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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“…The researchers selected gasoline 11 , natural gas 12 , methanol 13 , ethanol 14 , n -butanol 14 – 16 , hydrogen 17 as low-reactivity fuels for port injection. The most often utilized highly active fuels for direct injection into the cylinder were diesel 18 , 19 and biodiesel 20 – 24 . According to the research findings, as compared to traditional compression ignition, the RCCI combustion mode significantly reduced soot emissions while increasing CO and HC emissions, and the NOx emissions change trend was related to engine load and port injection ratio.…”

Section: Introductionmentioning

confidence: 99%

Experimental investigation on n-butanol/methyl oleate dual fuel RCCI combustion in a single cylinder engine at high-load condition

Wang

Zhang

Liu

et al. 2021

Sci Rep

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Reactivity controlled compression ignition (RCCI) engines have a high thermal efficiency as well as low emissions of soot and nitrogen oxides (NOx). However, there is a conflict between combustion stability and harmful emissions at high engine load. Therefore, this work presented a novel approach for regulating n-butanol/methyl oleate dual fuel RCCI at high engine load in attaining lower pollutant emissions while maintaining stable combustion and avoiding excessive in-cylinder pressure. The tests were conducted on a single cylinder engine under rated speed and 90% full load. In this study, n-butanol was selected as a low-reactivity fuel for port injection, and n-butanol/methyl oleate blended fuel was used for in-cylinder direct injection. Combustion and emission characteristics of the engine were first investigated with varied ratios of n-butanol port injection (PFI) and direct injection (DI). Results showed that as the ratio of n-butanol PFI and DI rose, the peak cylinder pressure and heat release rate increased, while NOx and soot emissions reduced, and carbon monoxide (CO) and hydrocarbon (HC) emissions increased under most test conditions. When RNBPI = 40% and RNBDI = 20%, the soot and NOx emissions of the engine were near the lowest values of all test conditions, yet the peak in-cylinder pressure and fuel consumption could not increase significantly. Therefore, the possibility of optimizing the combustion process and lowering emissions by adjusting the pilot injection strategy was investigated utilizing these fuel injection ratios. The results revealed that with an appropriate pilot injection ratio and interval, the peak in-cylinder pressure and NOx emission were definitely reduced, while soot, CO, and HC emissions did not significantly increase.

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Impacts of diesel injection timing and syngas fuel composition in a heavy-duty RCCI engine

Cited by 22 publications

References 65 publications

A numerical study of piston bowl geometry and diesel injection timing in a heavy-duty diesel/syngas RCCI engine

A numerical study of piston bowl geometry and diesel injection timing in a heavy-duty diesel/syngas RCCI engine

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

Experimental investigation on n-butanol/methyl oleate dual fuel RCCI combustion in a single cylinder engine at high-load condition

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