NOx emission reduction reaction of ammonia-hydrogen with self-sustained pulsating oscillations

Ni, Siliang; Zhao, Dan; Wu, Weiwei; Guan, Yiheng

doi:10.1016/j.tsep.2020.100615

Cited by 23 publications

(5 citation statements)

References 53 publications

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“…Using catalyst convertors, EGR addition to the Engine, and ammonia enrichments in the fuel blend are some novel methods for reducing the oxides of nitrogen amount. 52,53 Figure 8 illustrates the variation of NO x emission with different fuel mixtures, excess air ratio and ignition timing. As shown, the lowest amount of this specific emission produces at stoichiometric condition with l = 1 and 23°bTDC of ignition timing.…”

Section: No X Emissionmentioning

confidence: 99%

The effects of variable excess air ratio and ignition timing on the performance and exhaust emissions in a direct injection Hydrogen-CNG fueled engine

Zareei

Ghadamkheir

2022

International Journal of Engine Research

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This study investigates a direct injection (DI) engine fueled with compressed natural gas (CNG) enrichment with hydrogen blend (HCNG) in counter from the conversion of the port injection gasoline engine. The intention of the investigation was to examine the performance and exhaust gases from the effect of excess air ratio and timing angle changes in consequence of hydrogen increment to natural gas in comparison to gasoline engine performance and exhaust gases as a single fuel. The compression ratio was set at 14:1 with varying load at 3000 rpm, and the ignition timing was applied at −17, −19, −21, and −34°bTDC at WOT, and the amount of hydrogen enrichment to natural gas was applied at 10%, 20%, 30%, and 40%. The conditions on torque, power, heat release rate, brake specific fuel consumption, CO, and NOx were studied. Results showed that the power and torque increased by 8% with increasing the hydrogen content to 40% in fuel composition and advancing ignition timing and heat release rate as well as decreasing λ from 1.4 to 1.2 relative to the stoichiometric state. Also, the specific fuel consumption decreased by 18.5% in the optimal condition.

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Section: No X Emissionmentioning

confidence: 99%

The effects of variable excess air ratio and ignition timing on the performance and exhaust emissions in a direct injection Hydrogen-CNG fueled engine

Zareei

Ghadamkheir

2022

International Journal of Engine Research

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“…The 2D numerical model is governed by linearized NS equations, since we consider low Mach number incompressible viscous flow (Ma<0.2). Thus, the mass conservation relationship [30][31][32][33][34] holds as…”

Section: Description Of the Structure-modified Helmholtz Resonator An...mentioning

confidence: 99%

Numerical optimizing noise damping performances of Helmholtz resonators with a rigid baffle implemented at neck in presence of a grazing flow

Guan

2022

Journal of Low Frequency Noise, Vibration and Active Control

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As an applicable noise attenuator, Helmholtz resonator is mainly used to dampen acoustic noise at low- and medium-frequency ranges. It is typically implemented in combustion-engines and gas turbines to dampen thermoacoustic instabilities. However, it has a narrow effective frequency range and does not work effectively at off-design conditions. In this work, we consider a modified structured Helmholtz resonator (HR) at its neck by applying a rigid baffle in order to maximize its’ noise damping effect and to broaden its frequency bands. The resonator is attached to a cylindrical duct/pipe in presence of a mean flow (grazing flow), aiming to simulate the practical engines flow configuration. For this, a two-dimensional frequency domain numerical model is developed by using COMSOL V5.3. The numerical simulations are carried out by solving the linearized Navier–Stokes equation in frequency domain with low computational cost and time. In order to obtain an optimum design in terms of the maximum noise damping performances, 10 new different configurations/designs are proposed. The effects of 1) the single baffle attached to the upstream or downstream sidewall of the neck ends, that is, Design A, B, C, and D or double baffles, that is, Design E, F, G, and H), 2) the baffle implementation location, 3) the length of the rigid baffle, and 4) the grazing flow low Mach number are evaluated and compared. It is found that Design C is associated with improved TL by 50% and decreased resonant frequency by 20% comparing with the conventional HR. The present preliminary study shows that Design C is the better design. Further experimental and optimization researches are needed to sheds light on the optimum design of a Helmholtz resonator with neck structure being modified, as there is a low Mach number grazing flow.

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“…The study of aerodynamics in close-range travel between multiple vehicles has received increasing attention. When driving at close range, the tail vehicle is able to save fuel consumption and reduce exhaust emissions with reduced drag (Ni et al , 2020; Veldhuizen et al , 2019; Ye et al , 2019; Zhang et al , 2022). The vehicles are organized into a relatively small spaced group, which is called a platoon (Li, 2017; Gao et al , 2019; Rahman et al , 2021).…”

Section: Introductionmentioning

confidence: 99%

Aerodynamic optimization of mixed platoon Ahmed body vehicles based on response surface method

Luo,

Tie,

et al. 2023

HFF

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Purpose The purpose of this paper is to investigate the optimal average drag coefficient of the Ahmed body for mixed platoon driving under crosswind and no crosswind conditions using the response surface optimization method. This study has extraordinary implications for the planning of future intelligent transportation. Design/methodology/approach First, the single vehicle and vehicle platoon models are validated. Second, the configuration with the lowest average drag coefficient under the two conditions is obtained by response surface optimization. At the same time, the aerodynamic characteristics of the mixed platoon driving under different conditions are also analyzed. Findings The configuration with the lowest average drag coefficient under no crosswind conditions is 0.3 L for longitudinal spacing and 0.8 W for lateral spacing, with an average drag coefficient of 0.1931. The configuration with the lowest average drag coefficient under crosswind conditions is 10° for yaw angle, 0.25 L for longitudinal spacing, and 0.8 W for lateral spacing, with an average drag coefficient of 0.2251. Compared to the single vehicle, the average drag coefficients for the two conditions are reduced by 25.1% and 41.3%, respectively. Originality/value This paper investigates the lowest average drag coefficient for mixed platoon driving under no crosswind and crosswind conditions using a response surface optimization method. The computational fluid dynamics (CFD) results of single vehicle and vehicle platoon are compared and verified with the experimental results to ensure the reliability of this study. The research results provide theoretical reference and guidance for the planning of intelligent transportation.

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NOx emission reduction reaction of ammonia-hydrogen with self-sustained pulsating oscillations

Cited by 23 publications

References 53 publications

The effects of variable excess air ratio and ignition timing on the performance and exhaust emissions in a direct injection Hydrogen-CNG fueled engine

The effects of variable excess air ratio and ignition timing on the performance and exhaust emissions in a direct injection Hydrogen-CNG fueled engine

Numerical optimizing noise damping performances of Helmholtz resonators with a rigid baffle implemented at neck in presence of a grazing flow

Aerodynamic optimization of mixed platoon Ahmed body vehicles based on response surface method

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