Combustion and Exhaust Gas Speciation Analysis of Diesel and Butanol Post Injection

Jeftić, Marko; Tjong, Jimi; Reader, Graham T.; Wang, Meiping; Zheng, Ming

doi:10.4271/2015-01-0803

Cited by 10 publications

(6 citation statements)

References 14 publications

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“…Figure 7 shows in plots (a) and (b) how the increase of the fuel mass in the post-injection leads to an increase of the BSFC for both operating points and over the complete range of the study. As described by Jeftić et al [25] for high load and no-EGR conditions, point #A shows higher sensitivity to the post-injection timing on BSFC. This happens because of the increase of the engine torque, which is especially relevant when the post-injection delay with respect to the main injection is small [27], as observed in Figure 7c and to a lesser extent in Figure 7d, in which the iso-torque lines evidence a lower slope.…”

Section: Engine and Doc Responsesupporting

confidence: 52%

“…Another important aspect to define the regeneration strategy is related to the properties of the fuel, which determine the specific composition of the HC [25] and, consequently, the DOC response [26]. Chen et al [27] concluded that the regeneration was slower when using biodiesel fuel due to the lower temperature reached in the DOC compared to a regular diesel fuel.…”

Section: Introductionmentioning

confidence: 99%

“…Chen et al [27] concluded that the regeneration was slower when using biodiesel fuel due to the lower temperature reached in the DOC compared to a regular diesel fuel. In this sense, the research done by Jeftić et al [25] analysed the HC, CO and soot emissions produced by the post-injection of n-butanol and diesel fuel, highlighting the change in the composition of HC due to the different fuels and the lower soot emissions characteristic of the operation with n-butanol.…”

Section: Introductionmentioning

confidence: 99%

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Late Fuel Post-Injection Influence on the Dynamics and Efficiency of Wall-Flow Particulate Filters Regeneration

et al. 2019

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Late fuel post-injections are the most usual strategy to reach high exhaust temperature for the active regeneration of diesel particulate filters. However, it is important to optimise these strategies in order to mitigate their negative effect on the engine fuel consumption. This work aims at understanding the influence of the post-injection parameters, such as its start of injection and its fuel quantity, on the duration of the regeneration event and the fuel consumption along it. For this purpose, a set of computational models are employed to figure out in a holistic way the involved phenomena in the interaction between the engine and the exhaust gas aftertreatment system. Firstly, an engine model is implemented to evaluate the effect of the late fuel post-injection pattern on the gas properties at the exhaust aftertreatment system inlet in different steady-state operating conditions. These are selected to provide representative boundary conditions of the exhaust gas flow concerning dwell time, exhaust temperature and O 2 concentration. In this way, the results are later applied to the analysis of the diesel oxidation catalyst and wall-flow particulate filter responses. The dependence of the diesel particulate filter (DPF) inlet temperature is discussed based on the efficiency of each post-injection strategy to increase the exhaust gas temperature. Next, the influence on the dynamics of the regeneration of the post-injection parameters through the change in gas temperature and O 2 concentration is finally studied distinguishing the pre-heating, maximum reactivity and late soot oxidation stages as well as the required fuel consumption to complete the regeneration process.

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Section: Engine and Doc Responsesupporting

confidence: 52%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Late Fuel Post-Injection Influence on the Dynamics and Efficiency of Wall-Flow Particulate Filters Regeneration

et al. 2019

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“…30 It was observed that only early post-injections were suitable since late post-injections failed to ignite and did not produce a meaningful power output. 30,31 Thus, a post-injection timing sweep was carried out only for early post-injections, ranging from 10° CA ATDC to 30° CA ATDC. The post-injection timing sweep was carried out in smaller increments than in the previous tests.…”

Section: Post-injection Timing Sweepmentioning

confidence: 99%

“…The post-injection timing sweep was carried out in smaller increments than in the previous tests. 30,31 The post-injection duration was constant throughout the post-injection timing sweep. The timing of the main injection was fixed while the duration of the main injection was adjusted to maintain a constant IMEP of 6 bar.…”

Section: Post-injection Timing Sweepmentioning

confidence: 99%

Fuel efficiency analysis and peak pressure rise rate improvement for neat n-butanol injection strategies

Jeftić

Yang

Reader

et al. 2016

Proceedings of the Institution of Mechanical Engineers, Part D:

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Engine tests were conducted to investigate the efficiency and the peak pressure rise rate performance of different fuel injection strategies for the direct injection of neat n-butanol in a compression ignition engine. Three different strategies were tested: a single-shot injection; a pilot injection; a post-injection. A single-shot injection timing sweep revealed that early injections had the highest indicated efficiency while late injections reduced the peak pressure rise rate at the cost of a slightly reduced thermal efficiency. Delayed single-shot injections also had increased emissions of nitrogen oxides, total hydrocarbon and carbon monoxide. Addition of a pilot injection had a negative effect on the peak pressure rise rate. Because of the low cetane number of butanol and the relatively lean and well-premixed air–fuel mixture, the pilot injection failed to autoignite and instead ignited simultaneously with the main injection. This resulted in slightly increased peak pressure rise rates and significantly increased unburned butanol hydrocarbon emissions. Conversely, the use of an early post-injection produced a noticeable engine power output and allowed the main injection to be shortened and the peak pressure rise rate to be substantially reduced. However, relatively early post-injections slightly reduced the indicated efficiency and increased the nitrogen oxide emissions and the carbon monoxide emissions compared with the single-shot injection strategy. These results recommended the use of a single-shot injection for low loads and medium loads owing to a superior thermal efficiency and suggested that the application of a post-injection may be more suited to high-load conditions because of the substantially reduced peak pressure rise rates.

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Performance of a direct-injection natural gas engine with multiple injection strategies

Liu

et al. 2019

Energy

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Combustion and Exhaust Gas Speciation Analysis of Diesel and Butanol Post Injection

Cited by 10 publications

References 14 publications

Late Fuel Post-Injection Influence on the Dynamics and Efficiency of Wall-Flow Particulate Filters Regeneration

Late Fuel Post-Injection Influence on the Dynamics and Efficiency of Wall-Flow Particulate Filters Regeneration

Fuel efficiency analysis and peak pressure rise rate improvement for neat n-butanol injection strategies

Performance of a direct-injection natural gas engine with multiple injection strategies

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