Experimental investigation on the effects of nozzle-hole number on combustion and emission characteristics of ethanol/diesel dual-fuel engine

Dong, Shijun; Yang, Can; Ou, Biao; Lu, Hongguang; Cheng, Xiaobei

doi:10.1016/j.fuel.2017.12.024

Cited by 26 publications

(6 citation statements)

References 30 publications

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“…As can be seen, at lower load (5 bar BMEP) the 9 holes case showed the shortest combustion duration compared to the 7 holes case, with a maximum reduction of 5.5 deg at 4 deg aTDC and an average reduction of 2 deg retarding combustion phasing. In the DF combustion mode, when two fuels with different reactivity were involved in the combustion process, the combustion started in the high reactivity regions and gradually evolved towards low reactivity regions [40]. The increase in the nozzle hole number led to a reduction of the orifice diameter and, since it had the same hydraulic flow rate, an improvement of fuel atomization hence a better mixing of the charge.…”

Section: Effects Of the Nozzle Hole Numbers On Fsr In The Df Modementioning

confidence: 99%

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Experimental Assessment on Exploiting Low Carbon Ethanol Fuel in a Light-Duty Dual-Fuel Compression Ignition Engine

et al. 2020

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Compression ignition (CI) engines are widely used in modern society, but they are also recognized as a significative source of harmful and human hazard emissions such as particulate matter (PM) and nitrogen oxides (NOx). Moreover, the combustion of fossil fuels is related to the growing amount of greenhouse gas (GHG) emissions, such as carbon dioxide (CO2). Stringent emission regulatory programs, the transition to cleaner and more advanced powertrains and the use of lower carbon fuels are driving forces for the improvement of diesel engines in terms of overall efficiency and engine-out emissions. Ethanol, a light alcohol and lower carbon fuel, is a promising alternative fuel applicable in the dual-fuel (DF) combustion mode to mitigate CO2 and also engine-out PM emissions. In this context, this work aims to assess the maximum fuel substitution ratio (FSR) and the impact on CO2 and PM emissions of different nozzle holes number injectors, 7 and 9, in the DF operating mode. The analysis was conducted within engine working constraints and considered the influence on maximum FSR of calibration parameters, such as combustion phasing, rail pressure, injection pattern and exhaust gas recirculation (EGR). The experimental tests were carried out on a single-cylinder light-duty CI engine with ethanol introduced via port fuel injection (PFI) and direct injection of diesel in two operating points, 1500 and 2000 rpm and at 5 and 8 bar of brake mean effective pressure (BMEP), respectively. Noise and the coefficient of variation in indicated mean effective pressure (COVIMEP) limits have been chosen as practical constraints. In particular, the experimental analysis assesses for each parameter or their combination the highest ethanol fraction that can be injected. To discriminate the effect on ethanol fraction and the combustion process of each parameter, a one-at-a-time-factor approach was used. The results show that, in both operating points, the EGR reduces the maximum ethanol fraction injectable; nevertheless, the ethanol addition leads to outstanding improvement in terms of engine-out PM. The adoption of a 9 hole diesel injector, for lower load, allows reaching a higher fraction of ethanol in all test conditions with an improvement in combustion noise, on average 3 dBA, while near-zero PM emissions and a reduction can be noticed, on the average of 1 g/kWh, and CO2 compared with the fewer nozzle holes case. Increasing the load insensitivity to different holes number was observed.

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Section: Effects Of the Nozzle Hole Numbers On Fsr In The Df Modementioning

confidence: 99%

“…high reactivity regions and gradually evolved towards low reactivity regions [40]. The increase in the nozzle hole number led to a reduction of the orifice diameter and, since it had the same hydraulic flow rate, an improvement of fuel atomization hence a better mixing of the charge.…”

Section: Effects Of the Nozzle Hole Numbers On Fsr In The Df Modementioning

confidence: 99%

Experimental Assessment on Exploiting Low Carbon Ethanol Fuel in a Light-Duty Dual-Fuel Compression Ignition Engine

et al. 2020

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“…The increase in HC and CO emissions with the additional ethanol were also found in dual-fuel engine researches using ethanol-diesel fuel. 19,51,52 The increasing amount of premixed ethanol due to the high evaporation temperature of ethanol causes an increase in HC and CO emissions and lower BTE. 53–55 These are a result of combustion at low temperature 56,57 and more high fuel/air equivalence ratio 58 for a diesel engine operating in diesel-ethanol dual-fuel mode.…”

Section: Resultsmentioning

confidence: 99%

“…The decrease of the thermal efficiency of the diesel engine with increasing ethanol addition is a result obtained at previous studies, too. 51 However, while the engine speed is increasing from 1400 rpm to 2000 rpm, the decline rate in the BTE due to the hot EGR slowed down. This phenomenon shows that the increase in turbulence density compensates the negative effect of hot EGR on in-cylinder combustion conditions.…”

Section: Resultsmentioning

confidence: 99%

Effect of port injection of ethanol on engine performance, exhaust emissions and environmental factors in a dual-fuel diesel engine

Gürbüz

Demirtürk

Akçay

et al. 2020

Energy & Environment

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This paper investigates the effect of ethanol addition and hot exhaust gas recirculation (EGR) on engine performance, exhaust emissions, and air-pollution damage-cost in a dual-fuel diesel engine. The ethanol is injected at low pressure into the intake manifold using a port-fuel injector while diesel fuel is injected directly into the cylinder. Only the duration of the ethanol injection is changed in the dual-fuel injection system while the diesel injection parameters are not changed. Ethanol fuel is added by port injection in such amounts as to provide additional heat energy in the range of 0–40% to the heat energy of the diesel fuel taken to the engine for any engine operating conditions. Moreover, 5%, 10%, and 15% rates exhaust gas recirculation (hot EGR) for each engine operating conditions are applied. The engine is operated at 1400, 1600, 1800 and 2000 rpm engine speeds at full load (≈40 Nm). In this paper, the highest improvement in engine performance and environmental factors is obtained with ethanol addition of 40% without the hot EGR at 1400 rpm. Under these conditions, the brake engine power ( BEP) and brake engine torque ( BET) increase of 6.9% and 8.1% while NOx emission and air-pollution damage-cost decreased of 32% and 23.9%, respectively. However, CO, HC, and smoke ( FSN number) emissions increased significantly. On the other hand, the brake thermal efficiency ( BTE) and brake specific energy consumption ( BSEC) are negatively affected by the ethanol addition and hot EGR.

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“…The mechanism is based on five components (C 6 H 5 CH 3 , iC 5 H 12 , iC 8 H 18 , nC 5 H 12 , nC 7 H 16 ) gasoline surrogate mechanism, which comes from Lawrence Livermore National Laboratory (LLNL) [21]. This 207-species skeletal mechanism is validated under a wide range of conditions compared to the rapid compression machine (RCM) experimental data, and it has also been mentioned or verified widely in other research [22][23][24]. The mixture oil in this mechanism has similar properties to local oil products in Changchun, China, so the mechanism is suitable for this study and for future research.…”

Section: Experimental Methodsmentioning

confidence: 90%

Numerical Studies on the Action Mechanism of Combustion Intermediates and Free Radicals on Nitrogen Oxides under Oil-Water Blended Conditions

et al. 2018

Applied Sciences

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The action mechanism of combustion intermediates and free radicals on nitrogen oxides have been evaluated. Based on chemical reaction dynamics and modern statistical theory, the subject was investigated by means of numerical simulation. A wide water/oil ratio and a wide air/fuel ratio were also taken into account. Some main conclusions were drawn that the reaction response of H 2 O 2 is lagged behind, with the increase of water mass fraction from 10% to 30%. The maximum generation rate is 2.77%, 5.67%, 8.38% and the maximum consumption rate is 3.55%, 6.80%, 13.01% lower than that without water. Water addition leads to decline of the maximum generation rate of NO, N 2 O, NO 2 by 15.24%, 9.21%, 14.78% on average. Further, the saliency factor is explored in the main reaction process depending on the correlation analysis and the sensitivity analysis method. According to the degree of the significance, OH > O > H 2 for NO, O > H 2 > OH > HO 2 for N 2 O, and OH > H 2 > O > H 2 O 2 > HO 2 for NO 2. In the case of oil-water blended, H + O 2 <=> O + OH and H 2 O 2 (+M) <=> 2OH(+M) promote the generation of OH and O at the beginning of the second stage, but H + O 2 (+M) <=> HO 2 (+M), HO 2 + OH <=> H 2 O + O 2 , H 2 O 2 + OH <=> H 2 O + HO 2 play an inhibitory role in the generation of OH and O.

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Experimental investigation on the effects of nozzle-hole number on combustion and emission characteristics of ethanol/diesel dual-fuel engine

Cited by 26 publications

References 30 publications

Experimental Assessment on Exploiting Low Carbon Ethanol Fuel in a Light-Duty Dual-Fuel Compression Ignition Engine

Experimental Assessment on Exploiting Low Carbon Ethanol Fuel in a Light-Duty Dual-Fuel Compression Ignition Engine

Effect of port injection of ethanol on engine performance, exhaust emissions and environmental factors in a dual-fuel diesel engine

Numerical Studies on the Action Mechanism of Combustion Intermediates and Free Radicals on Nitrogen Oxides under Oil-Water Blended Conditions

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