Combustion and emissions behaviors of a stoichiometric GDI engine with simulated EGR (CO2) at low load and different spark timings

Gong, Changming; Si, Xiankai; Li, Fenghua

doi:10.1016/j.fuel.2021.120614

Cited by 28 publications

(3 citation statements)

References 60 publications

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“…This causes combustion in air substantially diluted in CO 2 and H 2 O, called "stale" air. The final effect can be analogous to that of MILD combustion for sufficiently high temperatures of the stale air [83]; the exhausted gases are recirculated (not with an internal recirculation of the combustor) in the reaction zone, and the consequent dilution reduces the local temperature peaks, slows down the formation of thermal NO x , and tends to dampen any thermoacoustic instabilities [118][119][120][121]. It is observed that the production of nitrogen oxides is also significantly reduced at partial loads; consequently, EGR can also be adopted as a control strategy for gas turbines to increase their operational flexibility (i.e., load-flexibility) by reducing the minimum technical environmental load and, consequently, the operating costs related to the parking load during flexible operation.…”

Section: Exhaust Gas Recirculationmentioning

confidence: 99%

Gas Turbine Combustion Technologies for Hydrogen Blends

Cecere,

Giacomazzi,

Di Nardo

et al. 2023

Energies

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The article reviews gas turbine combustion technologies focusing on their current ability to operate with hydrogen enriched natural gas up to 100% H2. The aim is to provide a picture of the most promising fuel-flexible and clean combustion technologies, the object of current research and development. The use of hydrogen in the gas turbine power generation sector is initially motivated, highlighting both its decarbonisation and electric grid stability objectives; moreover, the state-of-the-art of hydrogen-blend gas turbines and their 2024 and 2030 targets are reported in terms of some key performance indicators. Then, the changes in combustion characteristics due to the hydrogen enrichment of natural gas blends are briefly described, from their enhanced reactivity to their pollutant emissions. Finally, gas turbine combustion strategies, both already commercially available (mostly based on aerodynamic flame stabilisation, self-ignition, and staging) or still under development (like the micro-mixing and the exhaust gas recirculation concepts), are described.

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Section: Exhaust Gas Recirculationmentioning

confidence: 99%

Gas Turbine Combustion Technologies for Hydrogen Blends

Cecere,

Giacomazzi,

Di Nardo

et al. 2023

Energies

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“…The compression ratio is the ratio of the total cylinder volume to the importance of the compressed cylinder minimum [3]. In a broader sense, the compression ratio is the ratio of the magnitude of the combustion chamber when the piston is in the BDC position with the volume of the chamber fuel when the piston is in the TDC position [4]. Eui-Chang Kwon et al looked at the impact of compression ratio on the performance of small power engines under 5 kW.…”

Section: Introductionmentioning

confidence: 99%

Experimental Study Influences Changes In Compression Ratio To Performance Of Single Cylinder Otto Engine

Juwana

Rachmanto

Wiyono

et al. 2022

Mekanika: Majalah Ilmiah Mekanika

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<span class="fontstyle0">Increasing the compression ratio is an attempt to increase the efficiency and performance of the engine. The purpose of the study was to analyze the effect of changes in the compression ratio on engine performance. Tests using a single-cylinder Otto engine by comparing the performance of an enlarged compression ratio of 9.7:1 and 10.4:1 with a standard compression ratio of 9.0:1. The result of the research is that the compression ratio of 9.7:1 produces a peak torque of 7.51 Nm at 6000 rpm, a peak power of 5.30 kW at 8000 rpm, and the lowest BSFC is 0.146 kg/kW.h at 6000 rpm. Torque and power increased by 0.09 Nm and 0.28 kW, and BSFC decreased by 0.018 kg/kW.h compared to the standard compression ratio of 9.0:1. Using a compression ratio of 10.4:1 produces a peak torque of 7.69 Nm at 6000 rpm, a peak power of 5.38 kW at 8000 rpm, and the lowest BSFC is 0.116 kg/kW.h at 6000 rpm. Torque and power increased by 0.27 Nm and 0.36 kW, and BSFC decreased by 0.030 kg/kW.h compared to the standard compression ratio of 9.0:1.</span>

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“…A 10% efficiency improvement was achieved in total and the maximum deployment increased by 23% at 2000 rpm, improving the dynamic response and performance. Gong et al [19] compared the traditional EGR strategy with an only CO 2 EGR strategy. The results showed that only CO 2 EGR could reduce the variations on the IMEP (Indicated Mean Effective Pressure) compared to traditional EGR, as well as the CO, HC and soot emissions.…”

Section: Introductionmentioning

confidence: 99%