Investigation of ignition characteristics and performance of a neat n-butanol direct injection compression ignition engine at low load

Yanai, Tadanori; Bryden, Geraint; Dev, Shouvik; Reader, Graham T.; Zheng, Ming

doi:10.1016/j.fuel.2017.06.096

Cited by 18 publications

(8 citation statements)

References 33 publications

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“…Under normal intake temperature and pressure conditions, pure n-butanol is difficult to auto-ignite. Due to the influence of n-butanol reactivity and OH groups, only a small part of n-butanol participates in low-temperature branching, which leads to increased ignition delay time at low temperatures 31 , 32 . For B90G10, when T in is increased from 110 °C to 140 °C, the P max is increased from 4.91 MPa to 6.12 MPa.…”

Section: Resultsmentioning

confidence: 99%

Effect of gasoline additive on combustion and emission characteristics of an n-butanol Partially Premixed Compression Ignition engine under different parameters

Liu

Zhang

et al. 2021

Sci Rep

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The experiments were conducted on a modified two-cylinder diesel engine to investigate the effects of excess-air coefficient (λ) and intake temperature (Tin) of different blending ratios (volume ratio of gasoline in the blends) on the combustion and emission characteristics of a Partially Premixed Compression Ignition (PPCI) engine. The results show that with the increase of gasoline blending ratio, the peak in-cylinder pressure (Pmax), the peak in-cylinder temperature (Tmax) and the peak heat release rate (HRRmax) of four test fuels all increase first and then decrease. When gasoline volume fraction is 10%, HC and CO emissions are the lowest. In addition, intake temperature (Tin) has a significant effect on the n-butanol/gasoline PPCI engine. With the increase of Tin, the in-cylinder Pmax and HRRmax of four test fuels gradually increase, the combustion phase advances and HC and CO emissions decrease, while NOx emissions increase slightly. Furthermore, as λ increases, the Pmax, Tmax and HRRmax of the four test fuels show monotonously reducing trend. At the same time, mixture concentration has basically no effect on start of combustion (CA10), the combustion duration (CD) gradually extends, and HC and CO emissions increase.

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Section: Resultsmentioning

confidence: 99%

Effect of gasoline additive on combustion and emission characteristics of an n-butanol Partially Premixed Compression Ignition engine under different parameters

Liu

Zhang

et al. 2021

Sci Rep

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“…This difficulty has made the indirect method a little less accurate. Some researchers have suggested methods for evaluating the delay time by heat release from pressure-time data [41,56,62]. Another is suggested using the log P-log V curve.…”

Section: Analysis Of Ignition Delaymentioning

confidence: 99%

Study of effects of ignition improvers on ethanol compression ignition in the rapid compression machine

Sánchez

Martins

Braga

et al. 2020

J Braz. Soc. Mech. Sci. Eng.

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The world recognizes that the main source of energy used in transportation is diesel fuel because it is more economical and is also more efficient. For this reason, various sectors of transport and fuel production are developing new technologies aiming at the replacement of traditional fossil fuels by other renewable sources. In the current market, it is possible to find systems that run on blends of diesel and other renewable fuels and test systems that run on mixtures of ethanol and some other substance to reduce auto-ignition. To be able to use ethanol in compression ignition (CI) engines where diesel fuel is typically used, the poor flammability of ethanol under compression ignition conditions is the major problem to be overcome. The techniques used in trials with CI engines to correct this problem are preheating the air in the intake manifold, increasing the compression ratio or the addition of an ignition improver for ethanol. In this study, different tests were carried out in a rapid compression machine using ignition improvers derived from polyethylene glycol. Tests were conducted for different instants for the start of injection of the mixtures and different compression ratios.

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“…One of the emerging biofuel, which is n‐butanol fuel, is particularly competitive in the automotive sector over the past decade due to the similarities in physical and chemical properties such as density, latent heat of vaporization, calorific value, octane number, and cetane number to those of gasoline and diesel fuels 5,6 . As such, n‐butanol fuel has been widely studied in different internal combustion engine setups such as spark‐ignition engine, 7–16 compression‐ignition engine, 17–21 and homogeneous charge compression ignition engine (HCCI) engine 22–26 . The engine performance of n‐butanol–gasoline/diesel blends was perceived to be on par with those of pure gasoline and diesel fuels, whereas emissions such as soot and nitrogen oxides (NO x ) were significantly reduced 6,13,19 …”

Section: Introductionmentioning

confidence: 99%

Development and validation of a n‐butanol reduced chemical kinetic mechanism under engine relevant conditions

Choo

Cheng

Scribano

et al. 2021

Int J of Chemical Kinetics

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A n‐butanol reduced mechanism (60 species and 306 reactions) was developed using the direct relation graph with error propagation and isomer lumping methods. Sensitivity analysis (SA) was then performed to identify reactions that were sensitive to the ignition delay (ID) for the adjustments of the pre‐exponential factor to replicate the experimental ID times. As compared with the experimental measurements at initial temperatures of 343–1350 K, initial pressures of 0.02–80 bar, and equivalence ratios of 0.5–2.0, the maximum deviation for the predictions by the n‐butanol reduced mechanism was at 37.75% for the ID times, 8 cm/s for the laminar flame speed, and a factor of three for both the species concentration profiles under jet‐stirred reactor and premixed laminar flame. Furthermore, a maximum deviation of 2.5 crank angle degrees in combustion phasing was obtained when the reduced mechanism was benchmarked against the detailed mechanism under homogeneous charge compression ignition (HCCI) conditions at initial temperature of 413 K, initial pressure of 1 bar, and equivalence ratios of 0.5–2.0. Despite these deviations, the low temperature IDs and the laminar flame speed predicted by the present reduced mechanism were in better agreement to the experimental measurements than the existing n‐butanol reduced mechanisms of comparable sizes. Hence, this collectively indicates that improvements were made to the present reduced mechanism, particularly for the low‐temperature reactions. The n‐butanol reduced mechanism was also compared with gasoline and diesel surrogates under 0D HCCI simulations. The results indicate that the combustion characteristics of n‐butanol is closer to gasoline than to diesel. This suggests that n‐butanol could safely replace gasoline fuel in neat form while it is more suitable to be blended with diesel fuel to maintain engine performance and prevent any adverse effects on the engine.

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Investigation of ignition characteristics and performance of a neat n-butanol direct injection compression ignition engine at low load

Cited by 18 publications

References 33 publications

Effect of gasoline additive on combustion and emission characteristics of an n-butanol Partially Premixed Compression Ignition engine under different parameters

Effect of gasoline additive on combustion and emission characteristics of an n-butanol Partially Premixed Compression Ignition engine under different parameters

Study of effects of ignition improvers on ethanol compression ignition in the rapid compression machine

Development and validation of a n‐butanol reduced chemical kinetic mechanism under engine relevant conditions

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