Combustion, performance and emission caracteristics of a HCCI engine fuelled with n-butanol/n-heptane blends

Aydoğan, Bilal; Calam, Alper

doi:10.18245/ijaet.593811

Cited by 9 publications

(2 citation statements)

References 47 publications

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“…The reason for this is that the octane number slows down the combustion and causes the combustion process to be delayed. Also, the latent heat of vaporization of isopropanol is higher than n-heptane, causing an additional delay of combustion [19,32]. Under these conditions where the engine speed is 1200 rpm and the excess air ratio is 2.8, approximately 8% COVIMEP value was obtained with IP40 fuel and approximately 4.40% with IP20 fuel.…”

Section: Maximum Pressure Rise Rate (Mprr)mentioning

confidence: 99%

Experimental investigation and optimization of HCCI engine fueled by isopropanol and heptane mixture

Ardebili¹,

Nacak²,

Kocakulak³

et al. 2021

eng.pers

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Nowadays optimization is increasing in experiments on the engine tests studies. In this study, the test fuel obtained by mixing isopropanol with n-heptane fuel under various engine conditions in HCCI mode was examined combustion, performance and emissions. The study was carried out both experimentally and statistically. Set as engine parameters, different engine speed, test fuel with isopropanol (IP20-IP40) and excess air ratio for experimental study. Engine speed is 800 rpm -1200 rpm, excess air ratio is 1.6 and 2.8, and isopropanol ratio in test fuel of 20% and 40%. From the experiment, investigations were made on effective torque, indicated mean effective pressure, indicated thermal efficiency, maximum pressure increase rate, start of combustion (SOC), combustion duration, COVIMEP, HC, CO and NOx. Before the experiments, experimental series were determined with Response Surface Method, Central Compound Design matrix. Experiments were carried out with the experimental series obtained and the data were analysed. Counter charts, ANOVA results and quartic models were obtained by entering the combustion, performance and output of the HCCI engine into the RSM interface. Then, the targeted response parameters were entered and optimization was made to determine the optimum input parameter. Response parameters under optimum operating conditions Effective Torque 11.438 Nm, IMEP 4.366 bar, MPRR 2.747 bar/°CA, COVIMEP 4.364%, CA10 2.315 °CA, CA50 7 °CA, CA10-CA90 36.245 °CA, UHCs 324.562 ppm, CO 0.0118% and NOx 2.549 ppm were determined.

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Section: Maximum Pressure Rise Rate (Mprr)mentioning

confidence: 99%

Experimental investigation and optimization of HCCI engine fueled by isopropanol and heptane mixture

Ardebili¹,

Nacak²,

Kocakulak³

et al. 2021

eng.pers

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“…Homojen dolgulu sıkıştırma ile ateşlemeli (HCCI) motorlar yüksek termik verime sahip yeni bir yanma modeline sahip motorlardır [24,25]. HCCI motorlarda karışım hazırlama süreci SI motorlarda olduğu gibi emme ve sıkıştırma zamanına yayılırken, yanma; CI motorlarda olduğu gibi sıkıştırma zamanı sonu basınç ve sıcaklığın etkisi ile kendiliğinden gerçekleşmektedir [26][27][28]. Bununla birlikte HCCI yanmasında alev cephesi yoktur.…”

Section: Gi̇ri̇ş (Introduction)unclassified

Investigation of the Effects of Intake Manifold Pressure on Performance and Combustion Characteristics in an HCCI Engine

Solmaz

Calam

Halis

et al. 2022

Gazi Üniversitesi Mühendislik Mimarlık Fakültesi Dergisi

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The effect of octane number on combustion processes in HCCI engine •Effect of intake manifold pressure on HCCI combustion •Determination of optimum HCCI combustion performance conditions for RON0, RON20 and RON40 fuels Homogeneous charge compression ignition (HCCI) engines have significant advantages over spark ignition (SI) and compression ignition (CI) engines due to their high thermal efficiency and low NOx emissions. However, it is difficult to control the start of combustion. In this study, the effects of the intake manifold pressure on HCCI combustion were investigated experimentally at 373 K intake temperature in a four cylinders HCCI engine, which was transformed from the SI engine. It was observed that there was an advance in the start of combustion as the manifold pressure increased. It was also observed that the change in octane number had significant effects on the start of combustion. The highest thermal efficiency was recorded as 46.38% at 120 kPa manifold pressure using RON40 fuel. The increase in the volumetric efficiency that depends on the increase in manifold pressure provided an increase in maximum cylinder pressure and heat release. Figure A. In-cylinder pressure and heat release rate variations Purpose: This study aims to investigate the effects of the intake manifold pressure on HCCI combustion.Theory and Methods: A single cylinder, four stroke, port injection SI-HCCI engine was used in the experiments. Reference fuels which were RON0, RON20 and RON40 used in this study. Experimental study was performed at 1000 rpm engine speed, constant lambda 3 and constant 373 K inlet air temperature at different inlet air pressure of 100 kPa, 110 kPa, 120 kPa and 140 kPa in order to observe the controlling of HCCI combustion.Results: Since the increase in intake manifold pressure increases volumetic efficiency, maximum heat release and in-cylinder pressure also increase. Increasing the octane number delayed the combustion. Increasing the manifold pressure increased the rate of chemical reaction in the cylinder. Therefore, combustion starts at earlier crank angles. The highest indicated thermal efficiency was obtained as 46.38% with RON40 fuel at 120 kPa manifold pressure. At 140 kPa manifold pressure, most of the combustion occurs before TDC. This situation negatively affected the combustion efficiency. Under these conditions, increasing the octane number of the fuel made the combustion more controlled and slower. Conclusion:The manifold pressure directly affects the CA10. CA10 is advanced at the manifold pressure of 140 kPa and CA10 is delayed at 100 kPa and 110 kPa manifold pressure. In this study, it can be stated that the ideal manifold pressure is 120 kPa.

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Study on the combustion characteristics of acetone/n-heptane blend and RON50 reference fuels in an HCCI engine at different compression ratios

Calam

2020

Fuel

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Combustion, performance and emission caracteristics of a HCCI engine fuelled with n-butanol/n-heptane blends

Cited by 9 publications

References 47 publications

Experimental investigation and optimization of HCCI engine fueled by isopropanol and heptane mixture

Experimental investigation and optimization of HCCI engine fueled by isopropanol and heptane mixture

Investigation of the Effects of Intake Manifold Pressure on Performance and Combustion Characteristics in an HCCI Engine

Study on the combustion characteristics of acetone/n-heptane blend and RON50 reference fuels in an HCCI engine at different compression ratios

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