Screening Method for Fuels in Homogeneous Charge Compression Ignition Engines: Application to Valeric Biofuels

Contino, Francesco; Dagaut, Philippe; Halter, Fabien; Masurier, Jean Baptiste; Dayma, Guillaume; Mounaïm‐Rousselle, Christine; Foucher, Fabrice

doi:10.1021/acs.energyfuels.6b02300

Cited by 21 publications

(8 citation statements)

References 44 publications

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“…A representation of the start of combustion in a temperature-pressure map was initiated by Truedsson et al [21], [22] and revealed that some fuels react with or without LTHR, depending on the operating conditions. Similar results were observed by Contino et al [23], but with a different representation. They proposed to describe the combustion process by mapping the CA50 as a function of pressure and temperature conditions at 25 crank angles before top dead center, and by using a linear regression on the same parameters.…”

Section: Introductionsupporting

confidence: 90%

Autoignition of Isooctane beyond RON and MON Conditions

Masurier

Waqas

Sarathy

et al. 2018

SAE Int. J. Fuels Lubr.

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CitationMasurier J-B, Waqas M, Sarathy M, Johansson B (2018) Autoignition of isooctane beyond RON and MON conditions. SAE Technical Paper Series. Available: http:// dx. AbstractThe present study experimentally examines the low temperature autoignition area of isooctane within the in-cylinder pressure -incylinder temperature map.Experiments were run with the help of a CFR engine. The boundaries of this engine were extended so that experiments could be performed outside the domain delimited by RON and MON traces. Since HCCI combustion is governed by kinetics, the rotation speed for all the experiments was set at 600 rpm to allow time for low temperature heat release (LTHR). All the other parameters (intake pressure, intake temperature, compression ratio and equivalence ratio), were scanned, such as the occurrence of isooctane combustion.The principal results showed that LTHR for isooctane occurs effortlessly under high intake pressure (1.3 bar) and low intake temperature (25 °C). Increasing the intake temperature leads to the loss of the LTHR, and therefore to a smaller domain on the pressuretemperature trace. In such a case, the LTHR domain is restricted from 20 to 50 bar in pressure and from 600 to 850 K in temperature. By slightly decreasing the intake pressure, the LTHR domain remains unchanged, but the LTHR tends to disappear, and finally, at 1.0 bar, the LTHR domain ceases to exist. When the equivalence ratio is moved from 0.3 to 0.4, the LTHR domain is delimited in the same range of pressure and temperature, but the start of combustion occurs slightly earlier for the same pressure-temperature trace. Similar conclusions were drawn regarding the variation of both intake pressure and temperature, except that few LTHR points were observed under 1.0 bar intake.

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Section: Introductionsupporting

confidence: 90%

Autoignition of Isooctane beyond RON and MON Conditions

Masurier

Waqas

Sarathy

et al. 2018

SAE Int. J. Fuels Lubr.

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“…A better indicator of the auto-ignition resistance can be obtained from the encountered temperature and pressure 15 CAD before the TDC, T −15 and P −15 (Contino et al, 2017). These indicators take further account of the mixture heat capacity, wall heat exchanges, gas dynamics, and other phenomena at play during the compression.…”

Section: Temperature-pressure Regionsmentioning

confidence: 99%

A 22:1 Compression Ratio Ammonia-Hydrogen HCCI Engine: Combustion, Load, and Emission Performances

2020

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The interest in ammonia as a high-density hydrogen carrier for long-term electricity storage is growing. A clean and efficient Combined Heat and Power (CHP) system is envisioned for power production from stored ammonia, to which Homogeneous-Charge Compression-Ignition (HCCI) engines are promising. Although recent preliminary studies showed a high equivalence ratio potential for ammonia HCCI engines, its resistance to auto-ignition forces the use of high intake temperatures, which limits the (still unknown) ammonia-HCCI power density. Moreover, the feasibility of clean and highly efficient ammonia combustion has not been demonstrated. To give a first complete insight on these various aspects, an HCCI test bench has been modified to ammonia-hydrogen operation through the use of a 22:1 effective compression ratio. A cartography of the ammonia-hydrogen load range, related efficiencies and emissions is obtained following the impact of the ammonia fuel blending ratio (from 0 to 94%), equivalence ratio (from 0.1 to 0.6), intake temperature (from 50 to 240 • C) and Exhaust Gas Recirculation. Thanks to a reduced combustion intensity, ammonia allows a 50% IMEP increase compared to neat hydrogen, while maintaining equivalent combustion efficiencies. Neat hydrogen performances were not impacted from the high compression ratio. Fuel-NO X emissions have been observed, and linearly increasing with the ammonia flow rate up to 6,000 ppm, although the EGR led to a three-fold reduction of those. Still EGR negatively impacted NO 2 and unburned emissions. Below combustion temperatures of 1,400 K the production of N 2 O is suspected and 1,800 K are needed to ensure complete bulk ammonia combustion. Finally, the trade-off for the ideal ammonia-hydrogen blending ratio is discussed. As perspectives, extensive work is needed on fuel-NO X primary reduction measures and after-treatment ways. Regarding primary measures, this work suggests that boosted conditions with maximized stroke-to-bore ratios should be aimed at, to allow higher EGR rates at maintained combustion temperatures.

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“…Although these uncertainties are significant (around 5% of relative U 95 ), they are often used to study the formation of pollutants 2 or the fuel properties: the temperature at BDC and near TDC can be used as benchmarks to characterise a fuel. 26,27 Therefore, caution should be taken when using the in-cylinder temperature to characterise a fundamental phenomenon or property.…”

Section: Results: Uncertainties On the Physical Quantities Requiring mentioning

confidence: 99%

Uncertainty quantification from raw measurements to post-processed data: A general methodology and its application to a homogeneous-charge compression–ignition engine

Pochet

Jeanmart

Contino

2019

International Journal of Engine Research

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Internal combustion engines have been improved for many decades. Yet, complex phenomena are now resorted to, for which any optimum might be unstable: noise, low-temperature heat release timing, stratification, pollutant sweet spots, and so on. In order to make reliable statements on an improvement, one must specify the uncertainty related to it. Still, uncertainty quantification is generally missing in the piston engine experimental literature. Therefore, we detailed a mathematical methodology to obtain any engine parameter uncertainty and then used it to derive the uncertainty expressions of the physical quantities of the most generic homogeneous-charge compression–ignition research engine (mass-flow-induced mixture with [Formula: see text] fuel). We then applied those expressions on an existing hydrogen homogeneous-charge compression–ignition test bench. This includes the uncertainty propagation chain from sensor specifications, user calibrations, intake control, in-cylinder processes, and post-processing techniques. Directly measured physical quantities have uncertainties of around 1%, depending on the sensor quality (e.g. pressure, volume), but indirectly measured quantities relying on modelled parameters have uncertainties higher than 5% (e.g. wall heat losses, in-cylinder temperature, gross heat release, pressure rise rate). Other findings that such an analysis can bring relate, for example, to the physical quantities driving the uncertainty and to the ones that can be neglected. In the case of the homogeneous-charge compression–ignition engine considered, the effects of blow-by, bottle purity and air moisture content were found negligible; the post-processing for effective compression ratio, effective in-cylinder temperature, and top dead centre offset were found essential; and the pressure and volume uncertainties were found to be the main drivers to a large extent. The obtained numeric values serve the general purpose of alerting the experimenter on uncertainty order of magnitudes. The developed methodology shall be used and adapted by the experimenter willing to study the uncertainty propagation in their setup or willing to assess the adequacy of a sensor performance.

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Screening Method for Fuels in Homogeneous Charge Compression Ignition Engines: Application to Valeric Biofuels

Cited by 21 publications

References 44 publications

Autoignition of Isooctane beyond RON and MON Conditions

Autoignition of Isooctane beyond RON and MON Conditions

A 22:1 Compression Ratio Ammonia-Hydrogen HCCI Engine: Combustion, Load, and Emission Performances

Uncertainty quantification from raw measurements to post-processed data: A general methodology and its application to a homogeneous-charge compression–ignition engine

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