The inevitability of engine-out NOx emissions from spark-ignited and diesel engines

Flynn, P. F.; Hunter, Gary L.; Farrel, L.; Durrett, Russell; Akinyemi, Omowoleola C.; Loye, A. O. zur; Westbrook, Charles K.; Pitz, William J.

doi:10.1016/s0082-0784(00)80332-x

Cited by 34 publications

(25 citation statements)

References 9 publications

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“…This work [8] showed that these high pressures modify the rates of specific elementary chemical reactions that are important for flame propagation, especially reactions between atomic hydrogen and molecular oxygen: (1) and…”

Section: Resultsmentioning

confidence: 99%

Energy Efficiency and Renewable Energy:

Sovacool¹

2011

Contesting the Future of Nuclear Power

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Section: Resultsmentioning

confidence: 99%

Energy Efficiency and Renewable Energy:

Sovacool¹

2011

Contesting the Future of Nuclear Power

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“…However, successful transition typically requires advanced engines equipped with variable compression ratio (VCR) or variable valve timing (VVT), which may be expensive or difficult to implement for heavy duty engines. In practice operation in SI mode requires equivalence ratio of 0.6 0.65 or greater (Flynn et al 2000), which is high enough to damage the engine if thermal auto ignition or knock occurs during the transition.…”

Section: Starting Systemmentioning

confidence: 99%

Low Cost, High Efficiency, Ultra Low Nox Arice Solution Using Hcci Combustion

Flowers¹

2012

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LOW COST, HIGH EFFICIENCY, ULTRA LOW NOX ARICE SOLUTION USING HCCI COMBUSTION " P u b l i c I n t e r e s t E n e r g y R e s e a r c h ( P I E R ) P r o g r a m F I N A L P R O J E C T R E P O R T LOW COST, HIGH EFFICIENCY, ULTRA LOW NOX ARICE SOLUTION USING HCCI COMBUSTIONAPRILContract Number: 500-02-003Prepared for: California Energy CommissionAvtar Bining, Ph.D. Project ManagerMike Gravely Office Manager Energy Systems Research OfficeLaurie ten Hope Deputy Director RESEARCH AND DEVELOPMENT DIVISION Robert P. Oglesby Executive Director DISCLAIMERThis report was prepared as the result of work sponsored by the California Energy Commission. It does not necessarily represent the views of the Energy Commission, its employees or the State of California. The Energy Commission, the State of California, its employees, contractors and subcontractors make no warrant, express or implied, and assume no legal liability for the information in this report; nor does any party represent that the uses of this information will not infringe upon privately owned rights. This report has not been approved or disapproved by the California Energy Commission nor has the California Energy Commission passed upon the accuracy or adequacy of the information in this report. Legal Notice List of Figures List of Tables AbstractThis report documents the development of a Homogeneous Charge Compression Ignition engine for the Advanced Reciprocating Internal Combustion Engine Program of the California Energy Commission. The goal of this research project was to develop and demonstrate a homogeneous charge compression ignition internal combustion engine for stationary power generation applications meeting the advanced reciprocating internal combustion engine program efficiency and emissions goals, primarily the development of a 200 kilowatt engine operating at 45 percent efficiency with 0.015 grams/brake horse power hour nitrogen oxide emissions. While this project did not attain this goal, innovative solutions were developed to many of the technical barriers that prevent homogeneous charge compression ignition from being a practical combustion system for the stationary power generation marketplace. The project focused on converting a Caterpillar 6 cylinder engine model 3406 natural gas generator set to operate in natural gas homogeneous charge compression ignition mode. A key challenge of homogeneous charge compression ignition is control of combustion. A novel system for control of the engine was developed based on thermal management, where recovered heat from the engine exhaust was used to control intake air temperature. Controlling intake air temperature allows control of the timing of the homogeneous charge compression ignition combustion process, and a specially designed dual intake manifold system allowed for control of the engine on a cylinder by cylinder basis. Control of fuel air ratio is another significant technical issue in homogeneous charge compression ignition combustion, and is especially difficult with natural gas fuelled eng...

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“…where _ m m d-ij is the diesel reaction rate (g/rad) in packet (I, J), the pre-exponential factor A pd is assumed to be 2.5610 10 (mol/cm 3 )…”

Section: Packet Combustion Modelmentioning

confidence: 99%

“…In equation (10), the proportionality constant K Af (set to 0.9) and the burned mass fraction exponent C b (set to 0.4) are model parameters. The number of ignited packets at any CA is n pign , the packet burned mass fraction is y pb , and the packet volume is V p .…”

Section: Flame Zonementioning

confidence: 99%

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Multi-zone modelling of partially premixed low-temperature combustion in pilot-ignited natural-gas engines

Krishnan

Srinivasan

2010

Proceedings of the Institution of Mechanical Engineers, Part D:

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Detailed results from a multi-zone phenomenological simulation of partially premixed advanced-injection low-pilot-ignited natural-gas low-temperature combustion are presented with a focus on early injection timings (the beginning of (pilot) injection (BOI)) and very small diesel quantities (2-3 per cent of total fuel energy). Combining several aspects of diesel and spark ignition engine combustion models, the closed-cycle simulation accounted for diesel autoignition, diesel spray combustion, and natural-gas combustion by premixed turbulent flame propagation. The cylinder contents were divided into an unburned zone, several pilot fuel zones (or 'packets') that modelled diesel evaporation and ignition, a flame zone for natural-gas combustion, and a burned zone. The simulation predicted the onset of ignition, cylinder pressures, and heat release rate profiles satisfactorily over a wide range of BOIs (20-60u before top dead centre (before TDC)) but especially well at early BOIs. Strong coupling was observed between pilot spray combustion in the packets and premixed turbulent combustion in the flame zone and, therefore, the number of ignition centres (packets) profoundly affected flame combustion. The highest local peak temperatures (greater than 2000 K) were observed in the packets, while the flame zone was much cooler (about 1650 K), indicating that pilot diesel spray combustion is probably the dominant source of engine-out emissions of nitrogen oxide (NO x ). Further, the 60u before TDC BOI yielded the lowest average peak packet temperatures (about 1720 K) compared with the 20u before TDC BOI (about 2480 K) and 40u before TDC BOI (about 2700 K). These trends support experimental NO x trends, which showed the lowest NO x emissions for the 60u, 20u, and 40u before TDC BOIs in that order. Parametric studies showed that increasing the intake charge temperature, pilot quantity, and natural-gas equivalence ratio all led to higher peak heat release rates and hotter packets but the pilot quantity and intake temperature affected the potential for NO x formation to a greater extent.

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The inevitability of engine-out NOx emissions from spark-ignited and diesel engines

Cited by 34 publications

References 9 publications

Energy Efficiency and Renewable Energy:

Energy Efficiency and Renewable Energy:

Low Cost, High Efficiency, Ultra Low Nox Arice Solution Using Hcci Combustion

Multi-zone modelling of partially premixed low-temperature combustion in pilot-ignited natural-gas engines

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