Fischer-Tropsch coal-to-liquid fuel negative temperature coefficient region (NTC) and low-temperature heat release (LTHR) in a constant volume combustion chamber (CVCC)

Soloiu, Valentin; Wiley, Justin T.; Gaubert, Remi; Mothershed, David; Carapia, Cesar; Smith, Richard; Williams, Johnnie; Ilie, Marcel; Rahman, Mosfequr

doi:10.1016/j.energy.2020.117288

Cited by 13 publications

(1 citation statement)

References 31 publications

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“…Fischer–Tropsch fuel synthesized from coal is considered to be one kind of promising alternative fuel for diesel engines because it has similar physical and chemical properties with diesel. − Moreover, it is worth noting that Fischer–Tropsch fuel has the advantages of high cetane number, no sulfur, and low aromatics content, which contribute to improving combustion and thereby reducing emissions, as shown in Table . However, the original injection parameters of a diesel engine are not designed for Fischer–Tropsch fuel; improving the combustion and emission potential cannot be fully developed owing to the different heat release rate in the diesel engine when fueled with Fischer–Tropsch fuel of a higher cetane number, lower calorific value, and different normal hydrocarbon to iso-hydrocarbon ratio. , The key to using Fischer–Tropsch fuel in diesel engines is matching the fuel injection parameters with the properties of Fischer–Tropsch fuel.…”

Section: Introductionmentioning

confidence: 99%

Multi-Optimization of Injection Parameters Affecting Emissions in a Diesel Engine Fueled with Fischer–Tropsch Fuel Based on NSGA-II

Shi

Liu

et al. 2023

ACS Omega

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In this paper, an electronically controlled diesel engine fueled with Fischer–Tropsch fuel was selected to optimize soot and NO x emissions. First, the effects of injection parameters on exhaust performance and combustion properties were studied on an engine test bench and then a prediction model based on a support vector machine (SVM) was established according to the test results. On this basis, a decision analysis of soot and NO x solutions assigned with different weights was performed based on the TOPSIS analysis method. It turned out that the “trade-off” relation between soot and NO x emission was improved effectively. As a matter of fact, the Pareto front selected by this method showed a significant decline compared with the original operating points, in which soot declined by 3.7–7.1% and NO x declined by 1.2–2.6%. Finally, the experiments were used to confirm the validity of the results, which indicated that the Pareto front corresponded well with the test value. The maximum relative error between the soot Pareto front and the measured value is 8% while it is 5% for NO x emission, and the R 2 values of soot and NO x under various conditions are more than 0.9. This instance proved that research on diesel engine emission optimization based on the SVM and NSGA-II is feasible and valid.

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