The effect of oxygenate fuels on PN emissions from a highly boosted GDI engine

Leach, Felix; Stone, Richard; Richardson, David; Turner, James; Lewis, Andrew; Remmert, Sarah; Campbell, Steven; Cracknell, Roger

doi:10.1016/j.fuel.2018.03.148

Cited by 57 publications

(27 citation statements)

References 41 publications

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“…Therefore, CO 2 showed the most obvious effect on in-cylinder temperature, followed by N 2 and Ar. c p = m i c pi (4) c p0 = a 0 + a 1 T + a 2 T 2 + a 3 T 3 kJ/(kmol·K) (5) gases under the same load condition, the mass flow rate of the dilution gas is considered to be the same as long as the dilution factor has no change. The dilution limitation mentioned above means the maximum dilution gas mass flow that can keep engine operating stably.…”

Section: Experimental Methodsmentioning

confidence: 99%

“…First, the high octane number and favorable anti-knock performance of methanol is suitable for a high-compression ratio engine. Secondly methanol molecular structure contains oxygen so that combustion reaction works more completely and helps reduce particle concentration [4]. Finally, its fast flame propagation can help improve the in-cylinder combustion reaction and decrease particulate emissions [5].…”

Section: Introductionmentioning

confidence: 99%

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Experimental Investigation of Diluents Components on Performance and Emissions of a High Compression Ratio Methanol SI Engine

et al. 2019

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Increasing compression ratio and using lean burn are two effective techniques for improving engine performance. Methanol has a wide range of sources and is a kind of suitable fuel for a high-compression ratio spark-ignition lean burn engine. Lean burn mainly has a dilution effect, thermal effect and chemical effect. To clarify the influences of different effects and provide guidance for improving composition of dilution gases and applications of this technology, this paper chose Ar, N 2 and CO 2 as diluents. A spark-ignition methanol engine modified from a diesel engine with a compression ratio of 17.5 was used for the experiments. The results obtained by using methanol spark ignition combustion indicated that at engine speed of 1400 rpm and 25% load, NOx dropped by up to 77.5%, 100% and 100% by Ar, CO 2 and N 2 . Gases with higher specific heat ratio and lower heat capacity represented by Ar exhibited the least adverse effect on combustion and showed a downward break-specific fuel consumption (BSFC) trend. Gas with high specific heat capacity represented by CO 2 can decrease NOx and total hydro carbons (THC) emissions at the same time, but the BSFC of CO 2 showed the worst trend, followed by N 2 . Gas affecting the combustion process like CO 2 had chemical effect.Energies 2019, 12, 3366 2 of 18 on a SI engine. Dinesh Kumar Soni et al. [8] changed the blending ratio of methanol in diesel and found a 30% methanol blending ratio achieved a maximum reduction of NOx, CO and HC emissions (27%, 58% and 65%, respectively) compared to original diesel fuel on a CI engine. Erik [9] et al. showed that the emission of soot is non-existent and formaldehyde can be avoided on an engine running in partially premixed combustion (PPC) mode at medium loads, however CO and NOx emissions are not significantly improved. But in general, methanol is widely used in an SI engine for its high octane rating [10].The increasing compression ratio (CR) is a promising approach matched with enhancing thermal efficiency and reducing emissions of the engine. G. Di Blasio [11] et al. demonstrated CR is an important design parameter, which is closely related to the methane unburnt (MHC) on methane-diesel light-duty engine. Srivastava [12] et al. found increasing CR showed benefit on decreasing mean effective pressure cyclic variation (COV IMEP ) and break-specific fuel consumption (BSFC), a higher CR can also expand the lean flammability limit of λ from 1.62 to 1.76 which provides favorable conditions for lean burn. Ibrahim et al. [13] have found that when exhaust gas was employed for dilution on a natural gas SI engine, the fuel consumption rate could be reduced by about 10% with CR increased from 8 to 10. However, knock is a major obstacle for further increasing CR in the SI engine, and running engine with fuel has high octane number is an effective solution, as methanol exactly meets this condition [14]. M. Bahattin [15] et al. increased CR from 6 to 10 by fuelling with methanol then discovered the brake thermal efficiency of engine fueled with m...

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Section: Experimental Methodsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Experimental Investigation of Diluents Components on Performance and Emissions of a High Compression Ratio Methanol SI Engine

et al. 2019

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“…Such engines will not have inherent differences in their PM emissions, and such emissions have not been significantly studied in detail at the time of writing. The studies that have been undertaken report that there is a bias towards smaller particle sizes in the PN emissions from these engines (possibly due to their higher in-cylinder pressures), and that certain parameters important in boosted engines, such as exhaust back pressure, serve to reduce PN emissions [96,113,114].…”

Section: Boosted Enginesmentioning

confidence: 99%

“…E5 (up to 5% by volume of ethanol in gasoline) blends are ubiquitous in Europe, with E10 and E15 common in the USA; E85 is also common, although requiring vehicles that have been specially adapted (so-called flex-fuel vehicles); E100 is common in Brazil [136,137]. A number of recent studies on the influence of oxygenated fuel blends on PM emissions from GDI engines have been reported [1,85,114,[138][139][140][141]. Typically oxygenated fuels have higher vapour pressures, significantly higher ∆H vap (kJ/kg stoichiometric mixture), and significantly lower LHVs compared to gasoline.…”

Section: Impact Of Oxygenated Fuels On Gdi Pm Emissionsmentioning

confidence: 99%

A Review of Particulate Number (PN) Emissions from Gasoline Direct Injection (GDI) Engines and Their Control Techniques

et al. 2018

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Particulate Matter (PM) emissions from gasoline direct injection (GDI) engines, particularly Particle Number (PN) emissions, have been studied intensively in both academia and industry because of the adverse effects of ultrafine PM emissions on human health and other environmental concerns. GDI engines are known to emit a higher number of PN emissions (on an engine-out basis) than Port Fuel Injection (PFI) engines, due to the reduced mixture homogeneity in GDI engines. Euro 6 emission standards have been introduced in Europe (and similarly in China) to limit PN emissions from GDI engines. This article summarises the current state of research in GDI PN emissions (engine-out) including a discussion of PN formation, and the characteristics of PN emissions from GDI engines. The effect of key GDI engine operating parameters is analysed, including air-fuel ratio, ignition and injection timing, injection pressure, and EGR; in addition the effect of fuel composition on particulate emissions is explored, including the effect of oxygenate components such as ethanol.

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“…Moreover, ethanol has good volatility to solve the problem that diesel fuel cannot be well mixed with air, thereby reducing soot emissions. In addition, the oxygenation of ethanol can further reduce soot emissions . At the same time, ethanol has a large latent heat of vaporization, which can effectively reduce the temperature of the engine cylinder, thereby reducing NO x emissions .…”

Section: Introductionmentioning

confidence: 99%

Effects of polyoxymethylene dimethyl ethers on the solubility of ethanol/diesel and hydrous ethanol/diesel fuel blends

Jin

Zhang

Wang

et al. 2019

Energy Science & Engineering

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Ethanol is an oxygen‐containing renewable clean fuel. The use of ethanol in engines can reduce greenhouse emissions and pollutant emissions of NOx and soot. However, ethanol has limited solubility in diesel fuel. Polyoxymethylene dimethyl ethers (PODE) can improve the miscibility and cetane number of ethanol‐diesel blend. To evaluate the solubilizing ability of PODE on the mixture of ethanol and diesel, the phase behavior of the ternary system (PODE, anhydrous ethanol, and diesel) was investigated at different ambient temperatures. Additionally, the blend can easily absorb water from ambient humidity because of the additional ethanol, which may cause phase separation. Thus, the effect of water addition on the phase behavior of the system was studied. In the current study, the blend of ethanol (100%, 98%, 95% purity) and diesel fuel was used as a solute with different diesel blending ratios. Then, PODE was gradually added into blend until phase boundaries of ternary system appeared. Results show that the ability of PODE in the blend is greatly affected by ambient temperature, particularly above 10°C. The addition of water greatly destroys the phase stability of the ternary system and increases demand for PODE due to the hydrophobicity of diesel.

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The effect of oxygenate fuels on PN emissions from a highly boosted GDI engine

Cited by 57 publications

References 41 publications

Experimental Investigation of Diluents Components on Performance and Emissions of a High Compression Ratio Methanol SI Engine

Experimental Investigation of Diluents Components on Performance and Emissions of a High Compression Ratio Methanol SI Engine

A Review of Particulate Number (PN) Emissions from Gasoline Direct Injection (GDI) Engines and Their Control Techniques

Effects of polyoxymethylene dimethyl ethers on the solubility of ethanol/diesel and hydrous ethanol/diesel fuel blends

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