Insights into Stoichiometric and Lean Combustion Phenomena of Gasoline–Butanol, Gasoline–Ethanol, Iso-Octane–Butanol, and Iso-Octane–Ethanol Blends in an Optical Spark-Ignition Engine

Aleiferis, P.G.; Behringer, MK; OudeNijeweme, Dave; Freeland, Paul

doi:10.1080/00102202.2016.1271796

Cited by 13 publications

(6 citation statements)

References 75 publications

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“…Most of the previous combustion studies of hydrocarbons doped with n-butanol were focused on the engine performance and emissions [5][6][7][8][9][10][11][12][13][14][17][18][19][20][21][22][23][24][25][26][27][28][29][30] and global combustion parameters including ignition delay times 16,17,[31][32][33][34][35][36] and laminar flame speeds. 15,[37][38][39] Only a limited number of studies have been performed on the chemical structures of hydrocarbon combustion doped with n-butanol.…”

Section: Introductionmentioning

confidence: 99%

Experimental and kinetic modeling investigation of rich premixed toluene flames doped with n-butanol

Yuan

et al. 2018

Phys. Chem. Chem. Phys.

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n-Butanol is a promising renewable biofuel and has a lot of advantages as a gasoline additive compared with ethanol. Though the combustion of pure n-butanol has been extensively investigated, the chemical structures of large hydrocarbons doped with n-butanol, especially for aromatic fuels, are still insufficiently understood. In this work, rich premixed toluene/n-butanol/oxygen/argon flames were investigated at 30 Torr with synchrotron vacuum ultraviolet photoionization mass spectrometry (SVUV-PIMS). The blending ratio of n-butanol was varied from 0 to 50%, while the equivalence ratio was maintained at a quite rich value (1.75) for the purpose of studying the influence of n-butanol on the aromatic growth process. Flame species including radicals, reactive molecules, isomers and polycyclic aromatic hydrocarbons (PAHs) were identified and their mole fraction profiles were measured. A kinetic model of toluene/n-butanol combustion was developed from our recently reported toluene and n-butanol models. It is observed that the production of most toluene decomposition products and larger aromatics was suppressed as the blending ratio of n-butanol increases. Meanwhile, the addition of n-butanol generally enhanced the formation of most observed C2-C4 hydrocarbons and C1-C4 oxygenated species. The rate of production (ROP) analysis and experimental observations both indicate that the interaction between toluene and n-butanol in their decomposition processes mainly occurs at the formation of small intermediates, e.g. acetylene and methyl. In particular, the interaction between toluene and n-butanol in methyl formation influences the formation of large monocyclic aromatics such as ethylbenzene, styrene and phenylacetylene, making their maximum mole fractions decay slowly upon increasing the blending ratio of n-butanol compared with toluene and benzyl. The increase of the blending ratio of n-butanol reduces the formation of key PAH precursors such as benzyl, fulvenallenyl, benzene, phenyl and propargyl, which leads to a remarkable reduction in the formation of PAHs.

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Section: Introductionmentioning

confidence: 99%

Experimental and kinetic modeling investigation of rich premixed toluene flames doped with n-butanol

Yuan

et al. 2018

Phys. Chem. Chem. Phys.

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“…Moreover, studies have shown that the flame speed of ethanol is lower for a lean mixture as compared to that of a stoichiometric condition. 47 In the obtained results, the combustion duration did not present a strong relation to the A/F ratio, except for the condition of l = 1:3, which presented a longer combustion duration than those of other A/F ratio conditions. This trend may be attributed to the fact that the stochastic nature of the turbulent flame can overlap the effect of the A/F ratio on the laminar flame speed.…”

Section: A/f Ratio and Load Effectsmentioning

confidence: 55%

“…Therefore, it was possible to verify a relation between CA50 and combustion duration (Figure 9). Aleiferis et al 47 indicated that the position of CA50 and the pressure peak location can be used as an approximation for the MBT. Although industries apply some empirical rules to determine the location of the optimum CA50, 48 different values were found: approximately 6ºCA ATDC for the optimum CA50 against the 10 ºCA ATDC provided by the literature and a pressure peak located at 12°CA against the 16 ºCA ATDC provided by the literature.…”

Section: Effect Of Ignition Timingmentioning

confidence: 99%

Diagnosis of hydrous ethanol combustion in a spark-ignition engine

Rufino

Gallo

Ferreira

2020

Proceedings of the Institution of Mechanical Engineers, Part D:

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By evaluating combustion duration and flame development, it is possible to evaluate the effects of utilizing a new type of fuel. This allows for optimization of the operational parameters such as the ignition timing, air–fuel ratio, and throttle opening with respect to efficiency, knock, emissions, and performance. In this work, the combustion of a Brazilian hydrous ethanol fuel was evaluated in a commercial flexfuel engine. Investigations were conducted by performing a heat release analysis of the experimental data and providing combustion characteristics. The experimental design comprised of variations in engine speed, load, ignition timing, and air–fuel ratio under lean condition. The results indicated the relationship between the engine parameters and combustion characteristics under a wide range of operational conditions, and identified the relationship between the physical characteristics of the fuels and their combustion in the commercial engine. For high engine speed, lean combustion presented a similar duration to the stoichiometric combustion duration. When comparing the combustion characteristics obtained for the hydrous ethanol with gasoline combustion, the main differences noted were reduced sensitivity to detonation and a shorter duration of combustion, although the temperature at the start of combustion was lower for ethanol. In addition to shorter combustion duration, ethanol presented a lower value for the Wiebe exponent. The results obtained from the combustion duration values and Wiebe function parameters enable the composition of a set of data required for a simplified combustion simulation.

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“…The two geometrical parameters provided data useful for a direct comparison with combustion vessel experiments, where similar methods of flame radius growth quantification have been employed for laminar and turbulent flame speed characterizations [32]. The equivalent flame diameter allowed the estimation of the flame speed S t i , calculated using Equation (5):…”

Section: Optical Set-up and Measurement Proceduresmentioning

confidence: 99%

Flame Front Propagation in an Optical GDI Engine under Stoichiometric and Lean Burn Conditions

et al. 2017

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Lean fueling of spark ignited (SI) engines is a valid method for increasing efficiency and reducing nitric oxide (NO x ) emissions. Gasoline direct injection (GDI) allows better fuel economy with respect to the port-fuel injection configuration, through greater flexibility to load changes, reduced tendency to abnormal combustion, and reduction of pumping and heat losses. During homogenous charge operation with lean mixtures, flame development is prolonged and incomplete combustion can even occur, causing a decrease in stability and engine efficiency. On the other hand, charge stratification results in fuel impingement on the combustion chamber walls and high particle emissions. Therefore, lean operation requires a fundamentally new understanding of in-cylinder processes for developing the next generation of direct-injection (DI) SI engines. In this paper, combustion was investigated in an optically accessible DISI single cylinder research engine fueled with gasoline. Stoichiometric and lean operations were studied in detail through a combined thermodynamic and optical approach. The engine was operated at a fixed rotational speed (1000 rpm), with a wide open throttle, and at the start of the injection during the intake stroke. The excess air ratio was raised from 1 to values close to the flammability limit, and spark timing was adopted according to the maximum brake torque setting for each case. Cycle resolved digital imaging and spectroscopy were applied; the optical data were correlated to in-cylinder pressure traces and exhaust gas emission measurements. Flame front propagation speed, flame morphology parameters, and centroid motion were evaluated through image processing. Chemical kinetics were characterized based on spectroscopy data. Lean burn operation demonstrated increased flame distortion and center movement from the location of the spark plug compared to the stoichiometric case; engine stability decreased as the lean flammability limit was approached.

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Insights into Stoichiometric and Lean Combustion Phenomena of Gasoline–Butanol, Gasoline–Ethanol, Iso-Octane–Butanol, and Iso-Octane–Ethanol Blends in an Optical Spark-Ignition Engine

Abstract: Introduction of novel fuels such as mixtures of ethanol or butanol with hydrocarbons, requires new fundamental

Cited by 13 publications

References 75 publications

Experimental and kinetic modeling investigation of rich premixed toluene flames doped with n-butanol

Experimental and kinetic modeling investigation of rich premixed toluene flames doped with n-butanol

Diagnosis of hydrous ethanol combustion in a spark-ignition engine

Flame Front Propagation in an Optical GDI Engine under Stoichiometric and Lean Burn Conditions

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