Performance of Biodiesel Blends of Different FAME Distributions in HCCI Combustion

Bunting, Bruce G.; Eaton, Scott J.; Crawford, Robert W.; Xu, Yi; Wolf, Les; Kumar, Shankar; Stanton, Don C.; Fang, Howard L.

doi:10.4271/2009-01-1342

Cited by 18 publications

(9 citation statements)

References 3 publications

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“…The engine was coupled to a hydraulic dynamometer. The engine was converted to a PCCI system by introducing an injector [12] 2.32 mm^/s 42.6MJ/kg [12] 233g(EPA) [12] NA 100°Cmin [12] -16.1 °C [12] 53 0.87 g/cm' [11] 5.2 mm^/s 36MJ/kg -292 g [11] 93 [ into the intake manifold, of which fiow rate was controlled using an Electronic Control Unit, with a mass fiow rate measured using the AVL KMA 4000 fueling station. The engine parameters are given in Table 3, and were used in the thermodynamics calculations presented throughout this paper; the experimental setup is presented in Fig.…”

Section: Methodsmentioning

confidence: 99%

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Investigation of Low Temperature Combustion Regimes of Biodiesel With N-Butanol Injected in the Intake Manifold of a Compression Ignition Engine

Soloiu¹,

Duggan²,

Ochieng³

et al. 2013

Journal of Energy Resources Technology

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In this study, the in-cylinder soot and NOx trade off was investigated in a compression engine by implementing premixed charge compression ignition (PCCI) coupled with low temperature combustion (LTC) for selected regimes of 1-3 bars IMEP. In order to achieve that, an omnivorous (multifuel) single cylinder diesel engine was developed by injecting n-butanol in the intake port while being fueled with biodiesel by direct injection in the combustion chamber. By applying this methodology, the in-cylinder pressure decreased by 25% and peak pressure was delayed in the power stroke by about 8 CAD for the cycles in which the n-butanol was injected in the intake manifold at the engine speed of 800 rpm and low engine loads, corresponding to 1-3 bars IMEP. Compared with the baseline taken with ultra-low sulfur diesel no. 2 (USLD#2), the heat release presented a more complex shape, t 1-2 bars ¡MEP, the premixed charge stage of the combustion totally disappeared and a prolonged diffusion stage was found instead. At 3 bars IMEP, an early low temperature heat release was present that started 6deg (1.25 ms) earlier than the diesel reference heat release with a peak at 350 CAD corresponding to 1200 K. Heat losses from radiation of burned gas in the combustion chamber decreased by 10-50% while the soot emissions showed a signiftcant decrease of about 98%, concomitantly with a 98% NOx reduction at 1 IMEP, and 77% at 3 IMEP, by controlling the combustion phases. Gaseous emissions were measured using an AVL SESAM FTIR and showed that there were high increases in CO, HC and NMHC emissions as a result ofPCCIILTC strategy; nevertheless, the technology is still under development. The results of this work indicate that n-butanol an be a very promising fuel alternative including for LTC regimes.

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Section: Methodsmentioning

confidence: 99%

“…Biodiesel is of tremendous interest because it is simple to produce and there is abundant biomass waste for production [12]. The biodiesel (BlOO) used in this experiment was derived from peanuts.…”

Section: Thermophysical Properties Of Selected Fuelsmentioning

confidence: 99%

Investigation of Low Temperature Combustion Regimes of Biodiesel With N-Butanol Injected in the Intake Manifold of a Compression Ignition Engine

Soloiu¹,

Duggan²,

Ochieng³

et al. 2013

Journal of Energy Resources Technology

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Section: Introductionmentioning

confidence: 99%

“…Similar to the biodiesel LTC tests, the effects of using biodiesel for more premixed LTC strategies, such as homogeneous charge compression ignition (HCCI) combustion, do not exhibit any consistent trends. [11][12][13] Ethanol is a high octane number biofuel that has been extensively tested in spark ignition (SI) engines and also in LTC engines. [14][15][16][17] Studies have found that ethanol can have a significant impact on the combustion event.…”

Section: Introductionmentioning

confidence: 99%

Effects of biofuel blends on transient reactivity-controlled compression ignition engine combustion

Hanson

Reitz

2016

International Journal of Engine Research

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Reactivity-controlled compression ignition is a low-temperature engine combustion strategy that utilizes in-cylinder blending of fuels with different autoignition characteristics to produce low NOx (oxides of nitrogen) and particulate matter emissions while maintaining high thermal efficiency. This study investigates reactivity-controlled compression ignition combustion in a light-duty, multi-cylinder, compression ignition engine over steady-state and transient operating conditions with both petroleum and bio-derived fuels. The engine experiments consisted of in-cylinder fuel blending with port fuel injection of gasoline or E20 and early-cycle, direct injection of ultra-low sulfur diesel or B20. Performance and emissions results were compared at steady-state and over an up-load change between 1 and 4 bar brake mean effective pressure at 1500 r/min. The results under steady-state operation showed that E20 offered reduced hydrocarbon emissions from the lower port fuel injection mass fraction. Port fuel injection mass fraction is defined as the mass fraction of the port fuel injection injected fuel compared to the total fuel injected, as calculated by P F I f r a c t i o n = ( true M . P F I ) / ( true M . P F I + true M . D I ) . E20 also was shown to offer higher peak load capability and thermal efficiency than gasoline. Conversely, B20 was found to require a higher port fuel injection mass fraction with resulting higher hydrocarbon emissions. Peak load and efficiency were not affected by the use of B20. Steady-state NO and particulate matter emissions were unaffected by either of the biofuels. During the transient tests, E20 reduced hydrocarbon emissions while B20 increased hydrocarbon emissions. Both biofuels offered faster transient response to recover the CA50 to the steady-state CA50 value than gasoline or ultra-low sulfur diesel.

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“…As concerns over energy efficiency, pollution, and petroleum fuel use continue to escalate, there is increased interest in advanced, alternatively fueled combustion strategies, including biodiesel-fueled premixed charge compression ignition (PCCI). [1][2][3][4][5][6][7] Conventional diesel combustion is mixing controlled and is typically accompanied by high emissions of nitrogen oxides (NO x ) and particulate matter (PM). However, PCCI enabled via early injection, high amounts of exhaust gas recirculation, and variable valve actuation has been demonstrated to be capable of producing very low NO x and PM emissions while maintaining high efficiencies.…”

Section: Introductionmentioning

confidence: 99%

Closed-loop combustion control of biodiesel–diesel blends in premixed operating conditions enabled via high exhaust gas recirculation rates

Hall

Alstine

Kocher

et al. 2013

Proceedings of the Institution of Mechanical Engineers, Part D:

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Stringent emissions and fuel economy regulations motivate the investigation of advanced combustion strategies such as premixed charge compression ignition. However, controlling premixed charge compression ignition is challenging as there is no direct trigger for the combustion event. In addition, fuel-flexible applications must account for the impact of variable fuel properties on the premixed combustion proces. This paper identifies the control challenges in fuel-flexible premixed charge compression ignition and presents a control strategy for mitigating the differences in combustion phasing, the increases in nitrogen oxide emissions, and the decreases in power output typically encountered when operating with biodiesel in premixed operating conditions. When biodiesel is used in premixed operating conditions with the engine operating with the stock calibration for diesel fuel, the timing of the start of combustion and the peak heat release can shift by over 2° crank angle and 4° crank angle respectively, the nitrogen oxide emissions can increase by over 100%, and the torque output can drop by over 30% with respect to the engine performance with diesel. The control techniques presented in this paper use a biodiesel estimation method in conjunction with a physics-based accommodation strategy based on accounting for the differences between the fuel energy densities and the oxygen contents of diesel and biodiesel. This control method dictates fueling quantities on an energy basis instead of the traditional mass basis and maintains a nearly constant in-cylinder oxygen fraction for both diesel and biodiesel. At the premixed operating points considered in this study, this strategy is demonstrated to eliminate increases in the biodiesel nitrogen oxide emissions, decreases in the torque, and shifts in the combustion timing. The results demonstrate, first, that combustion timing control and nitrogen oxide emissions control can also be achieved through control of the in-cylinder oxygen fraction alone and, second, that energy-based fueling provides consistent in-cylinder oxygen fractions for diesel and biodiesel while also matching the torque outputs for the two fuels when considered at the same premixed operating point (the same speed, intake manifold temperature, charge flow, effective compression ratio, and combustion timing).

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Performance of Biodiesel Blends of Different FAME Distributions in HCCI Combustion

Cited by 18 publications

References 3 publications

Investigation of Low Temperature Combustion Regimes of Biodiesel With N-Butanol Injected in the Intake Manifold of a Compression Ignition Engine

Investigation of Low Temperature Combustion Regimes of Biodiesel With N-Butanol Injected in the Intake Manifold of a Compression Ignition Engine

Effects of biofuel blends on transient reactivity-controlled compression ignition engine combustion

Closed-loop combustion control of biodiesel–diesel blends in premixed operating conditions enabled via high exhaust gas recirculation rates

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