Combustion performance of dual-injection using n-butanol direct-injection and gasoline port fuel-injection in a SI engine

Feng, Dengquan; Wei, Haiqiao; Pan, Mingzhang; Zhou, Lei; Hua, Jianxiong

doi:10.1016/j.energy.2018.07.042

Cited by 55 publications

(13 citation statements)

References 24 publications

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“…It is shown in the previous studies that the knocking frequencies are mostly within 4-20 kHz range for SI engine. 34 In this work, the sampling interval of in-cylinder interval was 0.1°CA, equal to 90 kHz sampling frequency at 1500 r/min engine speed. Based on the Nyquist sampling theorem, the highest frequency component that can be analyzed is half of the sampling frequency.…”

Section: Methodsmentioning

confidence: 99%

Effects of the injection timing on knock and combustion characteristics in dual-fuel dual-injection engines

Liu

Kang

et al. 2020

Proceedings of the Institution of Mechanical Engineers, Part D:

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To utilize ethanol fuel in spark ignition engines more efficiently and flexibly, a new ethanol/gasoline dual-direct injection concept in gasoline engine is proposed. Therefore, based on the dual-fuel dual-direct injection system, the effects of different injection timings and two injector positions on the characteristics of combustion were studied comprehensively, and the effects of different octane numbers and temperature stratifications on knock and combustion were explored. The results show that as for Position A (ethanol injecting toward spark plug), with the delay of injection timing, knock tendency and its intensity increase initially and then decrease due to the comprehensive effect of ethanol evaporation and fuel stratification; on the contrary, for Position B (ethanol injecting toward end-gas region), retarding the injection timing of ethanol can effectively reduce the knock propensity. As for the engine performance, a dual-direct injection performs best, especially the retarded injection timing of ethanol for Position A. It can be found that with the delay of the fuel injection timing, the torque first increases and then decreases. The brake-specific fuel consumption decreases initially and then increases at maximum brake torque spark timing.

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Section: Methodsmentioning

confidence: 99%

Effects of the injection timing on knock and combustion characteristics in dual-fuel dual-injection engines

Liu

Kang

et al. 2020

Proceedings of the Institution of Mechanical Engineers, Part D:

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“…They found that dual injection effectively reduced knock by increasing the ethanol DI ratio, and permitted a more advanced spark timing and higher intake air pressure when compared with gasoline PFI or DI. However, experiments on a gasoline PFI plus n-butanol DI engine showed that dual injection of 20% and 50% n-butanol had a higher knock propensity and intensity than gasoline PFI, although dual injection demonstrated a higher indicated mean effective pressure (IMEP) [123]. A comparison between the results in [123] and [120][121][122] clearly demonstrates that biofuels (e.g.…”

Section: Knock Mitigationmentioning

confidence: 99%

“…However, experiments on a gasoline PFI plus n-butanol DI engine showed that dual injection of 20% and 50% n-butanol had a higher knock propensity and intensity than gasoline PFI, although dual injection demonstrated a higher indicated mean effective pressure (IMEP) [123]. A comparison between the results in [123] and [120][121][122] clearly demonstrates that biofuels (e.g. ethanol and methanol) with higher enthalpies of vaporisation and larger RON will have greater anti-knock ability.…”

Section: Knock Mitigationmentioning

confidence: 99%

“…Therefore, n-butanol is a less effective anti-knock agent when compared with methanol and ethanol. Experiments on a GPI plus n-butanol DI engine showed that dual injection could achieve up to 7% lower energy consumption than GPI [123]. He et al [172] and Wang et al [173] examined the performance of different n-butanol-gasoline dual injection configurations.…”

Section: Other Renewable Fuel-gasoline Dual Injection Enginesmentioning

confidence: 99%

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Dual injection: An effective and efficient technology to use renewable fuels in spark ignition engines

Huang

Surawski

Zhuang

et al. 2021

Renewable and Sustainable Energy Reviews

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Modern spark ignition engines mostly use one injection system to deliver gasoline into the combustion chamber, using either direct injection or port fuel injection. Both technologies have their respective advantages. To integrate their advantages and to promote the use of renewable fuels, dual injection engines are in development in recent years. Dual injection represents an advanced combustion system and is a novel technology to address the urgent issues of sustainability and environmental protection. This study reviews the state-of-the-art research on dual injection spark ignition engines with a focus on renewable fuels, their advantages and engine performance. The main advantages of dual injection include greater control flexibility, enhanced cooling effect, knock mitigation, engine downsizing, extended lean-burn limits, higher thermal efficiency and reductions of several emission species. The most promising renewable fuels for dual injection are ethanol, methanol and hydrogen. Each renewable fuel is aimed at different advantages of dual injection.Alcohol-gasoline dual injection provides great anti-knock ability by taking advantage of alcohols' large enthalpies of vaporisation and high octane numbers, while hydrogen-gasoline dual injection provides extended lean-burn limits by taking advantage of hydrogen's low ignition energy, wide flammability limit and high flame speed. Direct injection of renewable fuels is the optimal injection strategy because it effectively utilises the strong cooling effect of alcohols or avoids the volumetric efficiency reduction and preignition of hydrogen. Dual injection generally demonstrates higher thermal efficiency than single injection.In addition, dual injection effectively reduces particulate emissions while there are usually trade-offs among gaseous emissions.

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“…Feng et al [18] evaluated the combustion performance of a dual injection SI engine by using an n-butanol direct injection and gasoline port fuel injection in a single-cylinder SI engine. Their results indicated that the dual injection strategy with n-butanol had benefits in improving various engine outputs including fuel efficiency compared with gasoline PFI.…”

Section: Introductionmentioning

confidence: 99%

Effects of Compression Ratio of Bio-Fueled SI Engines on the Thermal Balance and Waste Heat Recovery Potential

et al. 2021

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In internal combustion engines, a significant share of the fuel energy is wasted via the heat losses. This study aims to understand the heat losses and analyze the potential of the waste heat recovery when biofuels are used in SI engines. A numerical model is developed for a single-cylinder, four-stroke and air-cooled SI engine to carry out the waste heat recovery analysis. To verify the numerical solution, experiments are first conducted for the gasoline engine. Biofuels including pure ethanol (E100), E15 (15% ethanol) and E85 (85% ethanol) are then studied using the validated numerical model. Furthermore, the exhaust power to heat loss ratio (Q˙ex/Q˙ht) is investigated for different compression ratios, ethanol fuel content and engine speed to understand the exhaust losses potential in terms of the heat recovery. The results indicate that heat loss to brake power ratio (Q˙ht/W˙b) increases by the increment in the compression ratio. In addition, increasing the compression ratio leads to decreasing the Q˙ex/Q˙ht ratio for all studied fuels. According to the results, there is a direct relationship between the ethanol in fuel content and Q˙ex/Q˙ht ratio. As the percentage of ethanol in fuel increases, the Q˙ex/Q˙ht ratio rises. Thus, the more the ethanol in the fuel and the less the compression ratio, the more the potential for the waste heat recovery of the IC engine. Considering both power and waste heat recovery, the most efficient fuel is E100 due to the highest brake thermal efficiency and Q˙ex/Q˙ht ratio and E85, E15 and E00 (pure gasoline) come next in the consecutive orders. At the engine speeds and compression ratios examined in this study (3000 to 5000 rpm and a CR of 8 to 11), the maximum efficiency is about 35% at 5000 rpm and the compression ratio of 11 for E100. The minimum percentage of heat loss is 21.62 happening at 5000 rpm and the compression ratio of 8 by E100. The minimum percentage of exhaust loss is 35.8% happening at 3000 rpm and the compression ratio of 11 for E00. The most Q˙ex/Q˙ht is 2.13 which is related to E100 at the minimum compression ratio of 8.

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Combustion performance of dual-injection using n-butanol direct-injection and gasoline port fuel-injection in a SI engine

Cited by 55 publications

References 24 publications

Effects of the injection timing on knock and combustion characteristics in dual-fuel dual-injection engines

Effects of the injection timing on knock and combustion characteristics in dual-fuel dual-injection engines

Dual injection: An effective and efficient technology to use renewable fuels in spark ignition engines

Effects of Compression Ratio of Bio-Fueled SI Engines on the Thermal Balance and Waste Heat Recovery Potential

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