Performance, emission, and combustion characteristics of twin-cylinder common rail diesel engine fuelled with butanol-diesel blends

Lamani, Venkatesh T.; Yadav, Ajay Kumar; Gottekere, Kumar Narayanappa

doi:10.1007/s11356-017-9956-7

Cited by 21 publications

(4 citation statements)

References 28 publications

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“…It was witnessed that with the addition of 1‐hexanol in RCCI mode using B20 as the primary fuel, the gradual improvement in the in‐cylinder pressure was observed up to 30% 1‐hexanol share. This is due to the occurrence of additional oxygen in 1‐hexanol, as well as the fact that it has sufficient time for better mixing, ensuing in improved mixture homogeneity and enhanced combustion 21,31 . Beyond 30% 1‐hexanol, the decline in peak pressure was noticed due to the reduction in the quantity of pilot fuel in the main injection as the alcohol concentration rises in the intake manifold, affecting the ignition quality during combustion 28 .…”

Section: Resultsmentioning

confidence: 99%

“…This is due to the occurrence of additional oxygen in 1-hexanol, as well as the fact that it has sufficient time for better mixing, ensuing in improved mixture homogeneity and enhanced combustion. 21,31 Beyond 30% 1-hexanol, the decline in peak pressure was noticed due to the reduction in the quantity of pilot fuel in the main injection as the alcohol concentration rises in the intake manifold, affecting the ignition quality during combustion. 28 In addition, an increased cooling effect due to the higher latent heat of vaporization of 1-hexanol resulted in a reducing-cylinder pressure and heat release rate (HRR).…”

Section: In-cylinder Pressurementioning

confidence: 99%

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Effect of manifold injection of 1‐hexanol on a reactivity controlled compression ignition engine fuelled with neem oil methyl ester blend

Vinodkumar

Karthikeyan

2022

Env Prog and Sustain Energy

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The novelty of this research aims to attain low-temperature combustion with the help of reactivity controlled compression ignition (RCCI) in a single cylinder, fourstroke diesel engine by premixing the low reactivity fuel (LRF) such as 1-hexanol with air in the intake manifold along with high reactivity fuel (HRF) such as neem oil methyl ester in the volumetric ratio of 80:20 (B20) as a primary fuel. HRF has been utilized as a primary fuel through the main injector along with the manifold injection of LRF fuel through a secondary injector at various energy shares, such as 10%, 20%, 30%, and 40%, and the fuel combinations were designated as B20HI10, B20HI20, B20HI30, and B20HI40. The readings were noted from no load to full load and the experiment showed that the brake thermal efficiency (BTE) was increased in RCCI mode up to 30% 1-hexanol share compared with B20 due to its better combustion, which was evident by higher heat release rate (HRR); beyond 30%, there was a drop in BTE due to the reduction in pilot fuel quantity. Oxides of nitrogen and smoke were significantly reduced for all combinations in RCCI mode, whereas hydrocarbon and carbon monoxide emissions were increased substantially. A substantial increase in peak pressure and HRR was noticed in RCCI mode compared with conventional mode due to its better homogeneity and prolonged ignition delay. From the findings, this research suggests that B20-1-hexanol combinations in RCCI mode can be an attractive replacement for diesel fuel.

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Section: Resultsmentioning

confidence: 99%

Section: In-cylinder Pressurementioning

confidence: 99%

Effect of manifold injection of 1‐hexanol on a reactivity controlled compression ignition engine fuelled with neem oil methyl ester blend

Vinodkumar

Karthikeyan

2022

Env Prog and Sustain Energy

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“…Errors and uncertainties may arise due to various parameters such as calibration, environmental conditions, observation, reading, equipment selection and test planning [27,49]. Uncertainty analysis measures the accuracy of the experiments performed [50]. In this thesis study, the uncertainty analysis was performed by taking into account the uncertainties of the devices used in the experiments in order to increase the accuracy of the results observed [51].…”

Section: Test Methodologymentioning

confidence: 99%

Understanding the performance, emissions, and combustion behaviors of a DI diesel engine using alcohol/hemp seed oil biodiesel/diesel fuel ternary blends: Influence of long-chain alcohol type and concentration

Yılbaşı

Yeşilyurt

Arslan

et al. 2023

Sci. Tech. Energ. Transition

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In this study, it was aimed to examine the influences of biodiesel–diesel-higher alcohol (1-pentanol, 1-hexanol, and 1-heptanol) blends on the performance, emission and combustion behaviors of a single-cylinder diesel engine. The tests were performed at a fixed speed of 1500 rpm and variable loads (25%, 50%, 75%, and 100%). For the tests, 80% diesel and 20% hemp seed oil biodiesel were blended and called as B20. Biodiesel fuel was produced by transesterification from hemp seed oil in the presence of methanol and potassium hydroxide for the preparation of B20 binary test fuel and other ternary fuels. Furthermore, nine ternary blend fuels [20% HSOB + 70%, 60% and 50% diesel, respectively + 10%, 20% and 30% higher alcohol (pentanol, hexanol and heptanol) respectively] were prepared. The calculations made with the experimental data revealed that the minimum brake specific energy consumption values were 12,48 MJ/kW h, 13,06 MJ/kW h, 13,27 MJ/kW h, 13,35 MJ/kW h, 13,47 MJ/kW h, and 13,59 MJ/kW h, respectively, for diesel fuel at full load, for fuels B20, B20Hx10, B20Hp10, B20Hx20 and B20Pe10, the maximum brake thermal efficiency values were obtained as 28.85%, 27.56%, 27.14%, 26.97%, 26.73% and 26.49%, respectively, for the same fuels at the same load. The increment in higher alcohol concentration in the blend delayed start of combustion and therefore the ignition delay period was prolonged. In the fuel line pressure data, changes were observed depending on the amount, viscosity and density of the fuel. Furthermore, B20Hx10 and B20Hp10 fuels gave the maximum in-cylinder pressure, heat release rate, average gas temperature and pressure rise rate values after diesel and biodiesel. The addition of biodiesel and higher alcohol to diesel fuel resulted in a decrease in NOX, CO and unburned HC and smoke emissions and an increase in CO2. NOX, CO and unburned HC values of higher alcohol blended fuels at full load showed lower results, between 3.04–22.24%, 22.85–56.35% and 5.44–22.83%, respectively, compared to diesel fuel. It can be concluded that the use of hemp seed oil biodiesel and higher alcohol in the diesel engine will make a significant contribution to the reduction of NOX emissions.

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“…It was found that 20% of butanol blend resulted in decreased NO x and soot emissions without much penalty on the engine performance. Venkatesh et al studied the effect of butanol/diesel blends (0% to 30% of butanol volume) on a twin‐cylinder common rail direct injection (CRDI) diesel engine by the varying injection timing (9°, 12°, 15°, and 18° bTDC). It was reported that the BTE increased and, NO x , soot and CO emissions decreased with the increase of butanol fraction in the blend.…”

Section: Introductionmentioning

confidence: 99%

Parametric optimization of a direct injection ‐ compression ignition engine fuelled with butanol/diesel blend using response surface methodology

Kattela

Rao

Raju

2019

Env Prog and Sustain Energy

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This paper presents results of a simulation study on the performance and emission characteristics of a direct injection compression ignition engine, fuelled with butanol/diesel blend (20% of butanol-by volume, called as Bu20). The aim of this study is identify optimum values of the engine operating parameters for this Bu20 fuel, which give the best performance with minimum emissions. CONVERGE CFD software was used to carryout the simulation studies. Simulation studies were carried out by varying four operating parameters of the engine, viz., compression ratio (CR) (16.5, 17.5, and 18.5), fuel injection pressure (FIP) (200, 220, and 240 bar), start of injection (SOI) (21, 23, and 25 CA bTDC) and exhaust gas recirculation (EGR) (0, 10, and 20%). The engine performance was evaluated in terms of indicated specific fuel consumption (ISFC), soot and oxides of nitrogen (NO x ). Response surface methodology was employed for developing response models for the three output parameters considered, that is, ISFC, NO x , and soot. From the analysis of variance, it was observed that all the developed response models were statistically significant. Desirability approach was used to find the optimum combination of the input parameters with an objective of minimizing the three output responses that is, ISFC, NO x , and soot. The analysis showed that engine operation with optimum values of the operating parameters, that is, CR of 17.5, FIP of 240 bar, SOI of 25 CA bTDC and EGR rate of 10% would give better performance with minimum emissions for Bu20 fuel, compared to the engine performance with baseline configuration. K E Y W O R D Sbiofuel, butanol/diesel blend, CI engine, converge, RSM

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Performance, emission, and combustion characteristics of twin-cylinder common rail diesel engine fuelled with butanol-diesel blends

Cited by 21 publications

References 28 publications

Effect of manifold injection of 1‐hexanol on a reactivity controlled compression ignition engine fuelled with neem oil methyl ester blend

Effect of manifold injection of 1‐hexanol on a reactivity controlled compression ignition engine fuelled with neem oil methyl ester blend

Understanding the performance, emissions, and combustion behaviors of a DI diesel engine using alcohol/hemp seed oil biodiesel/diesel fuel ternary blends: Influence of long-chain alcohol type and concentration

Parametric optimization of a direct injection ‐ compression ignition engine fuelled with butanol/diesel blend using response surface methodology

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