Dependence of Ultra-High EGR Low Temperature Diesel Combustion on Fuel Properties

Li, Tie; Okabe, Yukihiro; Izumi, Hiroyuki; Shudo, Toshio; Ogawa, Hideyuki

doi:10.4271/2006-01-3387

Cited by 49 publications

(24 citation statements)

References 6 publications

Supporting

Mentioning

Contrasting

Unclassified

Order By: Relevance

“…EGR ratios) can be effective to enable LTC for simultaneous reduction of NO x and particulate emissions, as reported in [22][23][24][25][26][27][28][29][30][31][32]. In terms of fuel properties, empirical results suggested that less ignitable fuels could assist to extend the LTC operation to higher engine loads, while the impact of fuel volatility was relatively minor [33][34][35][36]. In comparison to the majority of diesel fuels, n-butanol has a lower Cetane number ($25) and an oxygen content of 22% by weight.…”

Section: Introductionmentioning

confidence: 87%

Direct injection of neat n-butanol for enabling clean low temperature combustion in a modern diesel engine

Zheng

Han

2015

Fuel

Self Cite

View full text Add to dashboard Cite

Section: Introductionmentioning

confidence: 87%

Direct injection of neat n-butanol for enabling clean low temperature combustion in a modern diesel engine

Zheng

Han

2015

Fuel

Self Cite

View full text Add to dashboard Cite

“…Thus larger injector hole diameters and lower injection pressures might be better for gasoline fuels. The resistance to autoignition of a fuel is far more important than its volatility in this type of combustion [7][8][9][10][11][12]. The volatility of fuels for this type of combustion might be determined by manufacturing considerations rather than by engine requirements.…”

Section: Introductionmentioning

confidence: 99%

Sufficiently premixed compression ignition of a gasoline-like fuel using three different nozzles in a diesel engine

Won

Peters

Tait

et al. 2011

Proceedings of the Institution of Mechanical Engineers, Part D:

View full text Add to dashboard Cite

Fuels that are more resistant to autoignition allow more time for mixing before combustion occurs and help to reduce nitrogen oxides (NO x) and smoke in a diesel engine. However, hydrocarbon (HC) and carbon monoxide (CO) emissions are high at low loads because combustion is more likely to take place in lean mixture packets with better mixing caused by longer ignition delays. These problems can be significantly alleviated by managing the mixture strength by changing the injection pressure and the nozzle geometries. A singlecylinder diesel engine is run on a mixture of gasoline and diesel with a research octane number of 91, at different speeds, loads, and exhaust gas recirculation levels using three different nozzles. It is much easier to obtain low NO x and low smoke emissions with this fuel than with a European diesel fuel using the standard nozzle. Larger injector holes and lower injection pressures help to reduce the HC and CO emissions at low loads and also enable the gasolinelike fuel to run at a higher speed of 4000 r/min at a reasonably high load (indicated mean effective pressure) of 10 bar.

show abstract

“…Particularly, at PCN > 50, though the maximum rate of pressure rise is lower than 1.0 MPa/°CA, the shortened ignition delay results in insufficient fuel-air mixing, causing smoke emissions to be a limitation of the load expansion. With decreasing the intake oxygen concentration to 10%, the high load limit can be significantly extended, for a wide range of fuel ig-nitability, but this would be at the expenses of significant increases in the UHC and CO emissions [19][20][21][22][23][24][25][26]. One may note again that at PCN > 50, the maximum rates of pressure rise are lower than 1.0 MPa/°CA at 10% intake oxygen, suggesting potentials for further expansion of the high load limit.…”

Section: Smooth Operating Load Range Of Premixed Low-temperature Combmentioning

confidence: 99%

“…Experiments were conducted on a single cylinder, naturally-aspirated, four-stroke, one liter, common-rail direct-injection diesel engine with a rated power of 11.8 kW at 2200 rpm. Several experiments on LTC in previous reports have also been conducted with this engine [19][20][21][22][23][24][25][26]. The injection pressure, P inj was set at 60 MPa, engine speed at 1320 rpm, coolant temperature at 80 °C, temperature of the intake mixture including the cooled EGR gas around 30 °C, and the swirl and compression ratios at 2.2 and 16, respectively.…”

Section: Introductionmentioning

confidence: 99%

“…Lower cetane number (CN) can lead to longer ignition delays and premixing times, and reductions in compression ratios as well as increases in EGR can promote the effect of CN on premixing time [23][24][25][26][27]. As described in ASTM D613, CN is measured with a cooperative fuel research (CFR) engine under specific conditions similar to conventional diesel combustion.…”

Section: Introductionmentioning

confidence: 99%

See 1 more Smart Citation

Dependence of premixed low-temperature diesel combustion on fuel ignitability and volatility

Moriwaki

Ogawa

et al. 2011

International Journal of Engine Research

View full text Add to dashboard Cite

Abstract:A comprehensive study of fuel property effects in internal combustion engines is required to enable fuel diversification as well as applications to advanced engines being developed for operation with a variety of combustion modes. The objective of this paper is to investigate the effects of fuel ignitability and volatility over a wide range on premixed low-temperature combustion (LTC) modes in diesel engines. Twenty three fuels were prepared from commercial gasoline, kerosene, and diesel as baseline fuels and with the addition of additives, to generate a cetane number (CN) range from 11 to 75. Experiments with a single cylinder diesel engine operated in moderately-advanced-injection LTC modes were conducted to evaluate these fuels. The combustion phasing is demonstrated to be a good indicator to estimate the in-cylinder peak pressure, exhaust gas emissions, and thermal efficiency in the LTC mode. Fuel ignitability affects the combustion phasing by changing the ignition delay. The predicted cetane number (PCN) based on fuel molecular structure analysis can be fitted to the ignition delays with a higher coefficient of determination than CN, suggesting a good potential as a fuel ignitability measure over a wide range. The stable operating load range in the smokeless LTC mode depends more on the actual ignition delay or PCN rather than CN. With fixed injection timing and intake oxygen concentration, O 2in , only when PCN < 40, the load range can be expanded significantly to higher loads. With holding the combustion phasing at TDC and varying O 2in , the NOx and smoke emissions become limitations of the load expansion for some fuels. The effects of fuel volatility on the characteristics of LTC are small compared to ignitability. Finally, the operational injection timing range and robustness of the LTC to fuel ignitability are examined, showing that the advantageous ignitability range becomes narrower with fuel ignitability decreasing.

show abstract

Dependence of Ultra-High EGR Low Temperature Diesel Combustion on Fuel Properties

Cited by 49 publications

References 6 publications

Direct injection of neat n-butanol for enabling clean low temperature combustion in a modern diesel engine

Direct injection of neat n-butanol for enabling clean low temperature combustion in a modern diesel engine

Sufficiently premixed compression ignition of a gasoline-like fuel using three different nozzles in a diesel engine

Dependence of premixed low-temperature diesel combustion on fuel ignitability and volatility

Contact Info

Product

Resources

About