Operation strategy of a Dual Fuel HCCI Engine with VGT

Wilhelmsson, Carl; Tunestål, Per; Johansson, Bengt

doi:10.4271/2007-01-1855

Cited by 21 publications

(13 citation statements)

References 9 publications

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“…Combustion was stable and repeatable. Wilhelmsson et al [6] presented work that was based on the diesel engine with supercharging using the mixture of natural gas and n-heptane. Although they stated that natural gas appeared to be an ill-suited fuel for pure diesel engine operation, they were able to adopt an operating strategy to minimize emissions while attaining a relatively high efficiency.…”

Section: Quasi-dimensional Three-zone Combustion Model Of the Diesel mentioning

confidence: 99%

A quasi-dimensional three-zone combustion model of the Diesel engine to calculate performances and emission using the Diesel-ethanol dual fuel

Juntarakod¹,

Soontornchainacksaeng²

2014

ces

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In the present study, develop the multi zone thermodynamic model for the simulation of a small diesel engine operating on the mixture of diesel and ethanol and comparing results with an experiment. This paper discussed analytically and provides data of nitrogen oxide and performance parameters such as power, speci-20 Paramust Juntarakod and Thanakom Soontornchainacksaeng fic fuel consumption and thermal efficiency, indicated mean effective pressure. For this purpose, quasi-dimensional phenomenological three zone combustion process (unburned, adiabatic core region and boundary layer gas) has been modeled based on equilibrium constants method with MATLAB program to calculate the mole fractions of 11 combustion products when the new equilibrium constants function developed by Gill which are lowly-highly temperature dependent. To compute diesel engine cycles, zero-dimensional compression and expansion model have given by Ferguson and developed with new assumptions. These results involve various combination sequence effects of compression ratio (23-25), equivalence ratio (0.8-0.9), burn duration angle (60-70 CA) and engine speed (1000-1500 rpm) which volume fraction of fuel compositions (10-30% ethanol) (Diesel-Ethanol blend). The results of the study as the power was calculated by this method are the error range within around 5% or 0.5 kW from the maximum experiment results. The specific fuel consumption was less than 5% or 15-20 g (Fuel)/kW-hr from experiment results. The resulted show that nitrogen oxide has changed very little, corresponding results of various sequence effects. The performance parameters were changed with varying engine computing conditions. Maximum performance parameters be raised by increases the engine speed and equivalence ratio, its can increase the thermal efficiency are approximately value 15-20%.

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Section: Quasi-dimensional Three-zone Combustion Model Of the Diesel mentioning

confidence: 99%

A quasi-dimensional three-zone combustion model of the Diesel engine to calculate performances and emission using the Diesel-ethanol dual fuel

Juntarakod¹,

Soontornchainacksaeng²

2014

ces

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“…In an expanded study of HCCI control in 2007, Wilhelmsson et al used dual fuels, NG and n-heptane, and a variable geometry turbocharger to develop an operational scheme in a NG engine by adding the lowest possible boost pressure to reduce pumping losses and minimize NO emissions [86].…”

Section: Modulating Two or More Fuelsmentioning

confidence: 99%

Homogeneous Charge Compression Ignition Combustion: Challenges and Proposed Solutions

Najafabadi

Aziz

2013

Journal of Combustion

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Engine and car manufacturers are experiencing the demand concerning fuel efficiency and low emissions from both consumers and governments. Homogeneous charge compression ignition (HCCI) is an alternative combustion technology that is cleaner and more efficient than the other types of combustion. Although the thermal efficiency andNOxemission of HCCI engine are greater in comparison with traditional engines, HCCI combustion has several main difficulties such as controlling of ignition timing, limited power output, and weak cold-start capability. In this study a literature review on HCCI engine has been performed and HCCI challenges and proposed solutions have been investigated from the point view ofIgnition Timingthat is the main problem of this engine. HCCI challenges are investigated by many IC engine researchers during the last decade, but practical solutions have not been presented for a fully HCCI engine. Some of the solutions are slow response time and some of them are technically difficult to implement. So it seems that fully HCCI engine needs more investigation to meet its mass-production and the future research and application should be considered as part of an effort to achieve low-temperature combustion in a wide range of operating conditions in an IC engine.

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“…By adopting two independent fuel supply systems, the realtime control of dual-fuel injection was achieved to control ignition timing and combustion phasing of HCCI [25,26]. Wilhelmsson et al [27] investigated an n-heptane/natural gas dual-fuel HCCI engine equipped with a variable geometry turbo charger. Intake pressure and combustion phasing were adopted as the major operational parameters to optimize emissions, combustion noise and efficiency.…”

Section: Introductionmentioning

confidence: 99%

Active fuel design—A way to manage the right fuel for HCCI engines

Huang

Zhang

et al. 2016

Front. Energy

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Homogenous charge compression ignition (HCCI) engines feature high thermal efficiency and ultralow emissions compared to gasoline engines. However, unlike SI engines, HCCI combustion does not have a direct way to trigger the in-cylinder combustion. Therefore, gasoline HCCI combustion is facing challenges in the control of ignition and, combustion, and operational range extension. In this paper, an active fuel design concept was proposed to explore a potential pathway to optimize the HCCI engine combustion and broaden its operational range. The active fuel design concept was realized by real time control of dual-fuel (gasoline and n-heptane) port injection, with exhaust gas recirculation (EGR) rate and intake temperature adjusted. It was found that the cylinderto-cylinder variation in HCCI combustion could be effectively reduced by the optimization in fuel injection proportion, and that the rapid transition process from SI to HCCI could be realized. The active fuel design technology could significantly increase the adaptability of HCCI combustion to increased EGR rate and reduced intake temperature. Active fuel design was shown to broaden the operational HCCI load to 9.3 bar indicated mean effective pressure (IMEP). HCCI operation was used by up to 70% of the SI mode load while reducing fuel consumption and nitrogen oxides emissions. Therefore, the active fuel design technology could manage the right fuel for clean engine combustion, and provide a potential pathway for engine fuel diversification and future engine concept.

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Operation strategy of a Dual Fuel HCCI Engine with VGT

Cited by 21 publications

References 9 publications

A quasi-dimensional three-zone combustion model of the Diesel engine to calculate performances and emission using the Diesel-ethanol dual fuel

A quasi-dimensional three-zone combustion model of the Diesel engine to calculate performances and emission using the Diesel-ethanol dual fuel

Homogeneous Charge Compression Ignition Combustion: Challenges and Proposed Solutions

Active fuel design—A way to manage the right fuel for HCCI engines

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