Browse Topic: Carbon monoxide

Items (713)
Effect of Homogenous-Stratified Mixture Combustion on Performance and Emission Characteristics of a Spray-Guided GDI Engine - A CFD Study2020-01-07854/14/2020
Today, gasoline direct injection (GDI) engine is one of the best strategies to meet the requirement of low pollutant emissions and fuel consumption. Generally, the GDI engine operates in stratified mixture mode at part-load conditions and homogeneous mixture mode at full-load conditions. But, at part-loads, soot emissions are found to be high because of improper air-fuel mixing. To overcome the above issue, a homogenous-stratified mixture (a combination of the overall homogeneous lean mixture with a combustible mixture at the location of the spark plug) is found to be better to reduce soot emissions compared to a stratified mixture mode. It will also help reduce fuel consumption. In this study, the analysis has been done to evaluate the effect of homogeneous-stratified mixture combustion on the performance and emission characteristics of a spray-guided GDI engine under various conditions using computational fluid dynamics (CFD). Here, for the analysis, overall equivalence ratios of 0.5 to 0.8 are considered. The constant engine speed of 2000 rev/min. and fuel injection pressure of 200 bar is used. Two direct fuel injections (the first in the suction stroke and the second in the compression stroke) are used to get the homogeneous-stratified mixture. The split ratios used among the two injections of 20:80, 30:70, 40:60, and 50:50 are tried. The comparisons of combustion, performance and emission characteristics at various split ratios are done with that of the single injection case using the stratified mixture. It is found that with split injection, homogenous-stratified mixture formation is very effective with a higher equivalence ratio and higher quantity of fuel in the first injection. In the above conditions, the in-cylinder pressures are comparable to that of the single injection case. Also, soot emissions are lower by about 95-99% compared to that of the single injection case. Also, with lower equivalence ratio and higher quantity of fuel in the first injection, NOx emissions are lower by about 15% compared to that of the single injection, whereas HC emissions are higher.
Kumar, RahulMallikarjuna, J M
Exploring the Potential of Miller Cycle with and without EGR for Maximum Efficiency and Minimum Exhaust Emissions in a Heavy-Duty Diesel Engine03-12-05-00379/3/2019
Abstract In order to improve the fuel conversion efficiency and meet more stringent exhaust emissions regulations, Miller cycle and exhaust gas recirculation (EGR) have been researched as separate means to reduce carbon dioxide (CO2) and pollutant emissions from the internal combustion engines. In this article, an experimental work was carried out to explore the potential benefits of Miller cycle operation via late intake valve closing (LIVC) with and without EGR in a single-cylinder heavy-duty (HD) diesel engine equipped with a variable valve actuation (VVA) system. The overall engine-out emissions, fuel conversion efficiency, and estimated urea consumption in the selective catalytic reduction (SCR) aftertreatment were analysed and compared over the World Harmonized Stationary Cycle (WHSC) for different combustion control strategies. Additionally, the potential of Miller cycle with and without EGR based on the “SCR-only” and “SCR + EGR” technical routes to meet the Euro VI nitrogen oxides (NOx) limit of 0.4 g/kWh was assessed at different NOx aftertreatment efficiencies. When considering the urea consumption in the SCR, the results showed that the introduction of EGR allowed for an engine operation with higher corrected net indicated efficiency (NIEcorr.) or lower specific total fluid consumption than the baseline cases without EGR due to the relatively lower engine-out NOx emissions. However, the use of EGR adversely affected soot and carbon monoxide (CO) emissions when operating with constant intake pressure (Pint) of the baseline case. The application of Miller cycle with and without EGR strategies decreased the NIE and NIEcorr. when operating with the same Pint of the baseline operation. The use of higher Pint helped to improve upon the NIE and NIEcorr. of the Miller cycle cases. The WHSC cycle-averaged analysis showed that different combustion and engine control technologies can be adopted with and without EGR to meet Euro VI NOx limit. A conventional baseline engine operation without EGR would require a high SCR efficiency of 96% in order to curb a cycle-averaged NOx emissions level of 10 g/kWh. Miller cycle operation without EGR achieved the optimum NIEcorr. at the cycle-averaged NOx level of 8 g/kWh. When increasing the Pint, this strategy enabled an increase of 2.6% in the NIEcorr. and reduced the required SCR efficiency to 93.5%, but with a penalty on the NIE of 3.3% when controlling the cycle-averaged NOx level at 6.5 g/kWh. Alternatively, Miller cycle operation with EGR and higher Pint allowed for cycle-averaged NOx levels of 4.0 g/kWh, decreased the total fluid consumption by 8%, and minimised the required SCR efficiency to 90%. Therefore, this study has presented promising cost-effective emission control and fuel efficiency technologies that could be suitable for the “SCR-only” and “SCR + EGR” technical routes for the future HD diesel engines.
Guan, WeiPedrozo, Vinícius B.Wang, XinyanZhao, HuaBan, ZhiboLin, Tiejian
Numerical Modeling Study of Detailed Gas Diffusivity into Catalyst Washcoat for Lean NOx Catalyst2019-01-09934/2/2019
To evaluate the relationship between the exhaust gas purification performance and the catalyst pore properties related to gas diffusion, an elementary reaction model was combined with gas diffusion into catalyst pores, referred to as the pseudo-2D gas diffusion/reaction model. It was constructed for Pt/Al2O3 + CeO2 catalyst as lean NOx catalyst. The gas diffusion was described as macro pore diffusion between the catalyst particles and meso pore diffusion within the particle. The kinetic model was composed of 26 reactions of NO/CO/O2 chemistry including 17 Pt/Al2O3 catalyst reactions and 9 CeO2 reactions. Arrhenius parameters were optimized using activity measurement results from various catalysts with various pore properties, meso pore volume and diameter, macro pore volume and diameter, particle size, and washcoat thickness. Good agreement was achieved between the measured and calculated values. Moreover, as compared to the performance of other catalysts which was not used for reaction model calibration, the simulated results were in good agreement with this experimental data. Using the calibrated reaction model combined with detailed gas diffusion model, a sensitivity analysis for NOx concentration was performed to identify key diffusion parameters of the lean NOx catalyst. In summary, parameters with the highest sensitivity were catalyst particle size, washcoat thickness, CeO2 meso pore volume, and diameter. Also, catalyst macro pore volume and diameter showed no dependence. Consequently, to increase the NOx purification performance, the meso pore parameters and washcoat thickness should be increased, particle size should be decreased. With these changes, the gaseous NOx will easily move to the catalyst surface and into the active site of meso pore, resulting in better performance.
Yamamoto, OsamiMatsuo, YuichiTosa, ShinichiOkayama, TatsuyaZhang, ZhiweiTolsma, John
Experimental and Computational Study of DOC on CSF for Heavy Duty Diesel Applications2019-01-05864/2/2019
For diesel exhaust aftertreatment applications with space limitations, as well as to move the selective catalytic reduction system (SCR) to a warmer location closer to the engine, DOC on CSF technology can be used. This technology combines the diesel oxidation catalyst (DOC) and catalyzed soot filter (CSF) functionalities in one component, thereby enabling volume reduction. DOC on CSF maintains the abatement of hydrocarbon (HC), carbon monoxide (CO), and particulate matter (PM), and the oxidation of nitric oxide (NO) to nitrogen dioxide (NO2) for passive soot oxidation and fast SCR reaction of NOx on a downstream SCR catalyst. In this study, the performance of DOC on CSF was compared to a DOC + bare diesel particulate filter (DPF) and a DOC + CSF system, to understand the performance benefits and challenges. All the components were optimized individually for their respective functions. The DOC on CSF was optimized for NO oxidation and passive soot oxidation performance. Experimental data and simulations were used to understand the underlying mechanisms in the DOC on CSF technology. Steady state HC oxidation under active regeneration conditions showed a benefit for DOC on CSF compared to the DOC + DPF system. The soot oxidation characteristics of the DOC on CSF were evaluated in comparison to a DPF or CSF downstream of a DOC under passive and active soot oxidation conditions. In addition, the contribution of NO2 generated within the filter on the soot oxidation was assessed. The passive soot oxidation characteristics of a DOC on CSF were found to be similar, or better, compared to DOC + DPF and DOC + CSF under certain conditions. The active regeneration efficiency was lower for the DOC on CSF due to the gradual increase in temperature along the length of the part during fuel injection. This work demonstrates the differences between the DOC on CSF and DOC + bare/coated DPF systems, thus enabling a better understanding of the performance of DOC on CSF to current applications.
Sethuraman, SharanSitamraju, SiddarthLopez-De Jesus, Yaritza MMarkatou, Penelope
Energy, Exergy and Emission Performance Analysis of Air-Film Blade Cooled Turbo Prop Turbine for Heavy Duty Cargo Aircrafts2019-01-13893/19/2019
In the present scenario, when the non-conventional energy resources are still under development stage for their full potential as a source of energy for our fast growing population, gas turbines are one of the most promising power generation technologies. The gas turbine based power utilities are also gaining acceptance across globe, because of increase in extraction of natural gas. Further reduction in the price of natural gas would also result in the number of gas turbine units installed across globe and thus it is important to carry out the environmental analysis of gas turbine based utilities. The gas turbines are employed in power generation in industries, aircrafts and marine propulsion units. The present exercise carries out thermodynamic performance analysis i.e. energy, exergy and emission performance analysis of an air-craft gas turbine. The gas turbine blades of present cycle are assumed to be cooled by air-film blade cooling technique. The present paper carries out the thermodynamic analysis by varying cycle parameters i.e. cycle pressure ratio and turbine-rotor-inlet-temperature. The study further investigates the cycle based on second-law analysis which includes component-wise exergy destruction and rational efficiency, which shows the combustor to be the component with highest exergy destruction ~29%. The analysis further moves to predict emission performance analysis of air-craft gas turbine cycle and show that CO emission decreases with increase in compressor pressure ratio while NOX emission is found to be increase with increase in compressor pressure ratio. The results of the analysis have been represented in the form of useful graphs and performance maps which can be helpful to power utility developers.
Kumari, AnupamMishra, ShivamMohapatra, Alok KumarS, Sanjay
Effects of Isotopic Calibration Gases on IR Quantification Analyzer Techniques to Measure CO and CO 2 in Engine Emissions Testing2019-01-00761/15/2019
Infrared spectroscopic methods are the most common methods in the automotive industry for measuring carbon monoxide (CO) and carbon dioxide (CO2) gases. Concentrations of both gases, which are emitted from the combustion of fuels, are required to be determined accurately in order to follow strict environmental regulations. Appropriate analytical techniques and accurate calibration gas mixtures are therefore critical for successful measurements. Regulatory documents such as the EPA’s Code of Federal Regulations 40 (CFR 40) part 1065.250, UN ECE-R83, and (EU) 2017/1151 recommend a nondispersive infrared (NDIR) analyzer to measure CO and CO2 concentrations in raw or diluted exhaust gas samples. Over the last decade, Fourier Transform Infrared (FTIR) spectrometry has been validated and recommended in engine exhaust certification testing as well as in engine and vehicle development activities. The variation in the isotopic ratio of 13C/12C in natural atmospheric CO2 is in the range of ± 2‰ however, artificial or non-natural sources of CO or CO2 can potentially have much larger variances. To fully understand the impacts of isotopic composition on the analyzers, the δ13C values used in this study were selected to cover a broad range of non-natural isotope ratios (very depleted and enriched). In the present work on both FTIRs and NDIRs, up to 4% deviation in analytical results were observed relative to the base case composition (-12‰ 13CO) when the CO/N2 gas mixture was enriched to 2630‰ with 13C content. Analytical deviations measured on NDIR analyzers were more pronounced (4-14%) relative to the base case composition with the change of 13C in the CO2/N2 mixture from -982‰ to 6783‰. Moreover, the error with FTIR measurements could rise up to a factor of 2 or more depending on the 13C and 12C band selection and their evaluation methods. Known isotopic gas mixtures and careful evaluation band selection in the FTIR method were observed to reduce the analytical errors. Even though calibration gases were prepared accurately for molecular concentrations, carbon isotopic concentrations far removed from natural abundance showed significant errors in the measurements. It is therefore essential to have either known or natural ratios of carbon isotope calibration gas mixtures for accurate emission measurements.
Kumar, AnujArlitt, BertoldJacksier, Tracey
Combustion Characteristics of Cottonseed Biodiesel and Chicken Fat Biodiesel Mixture in a Multi-Cylinder Compression Ignition Engine2019-01-00151/15/2019
Although waste animal fats such as chicken fat are promising alternative energy sources, biodiesels produced from these type of feedstocks hardly satisfies the EN14214 biodiesel standards. In this study, biomixtures were prepared by blending cottonseed biodiesel and chicken rendering fat biodiesel which were produced via transesterification method. Biodiesels were blended with each other at 60/40, 50/50 and 30/70 volume ratios to produce CO60CH40, CO50CH50 and CO30CH70 fuels. First, fuel properties of the neat biodiesels and novel biomixtures were measured and compared to European biodiesel standards and diesel. Then, the engine performance, combustion characteristics and exhaust emissions of these novel biomixture fuels were measured in a three-cylinder indirect injection diesel engine under various engine loads and at constant speed of 1500 rpm. The fuel characterisation showed that CO60CH40 and CO50CH50 biomixtures met the European standards. The Brake Specific Energy Consumption (BSEC) and Brake Thermal Efficiency (BTE) of all biomixtures were comparable with CO100, CH100 and diesel at the full engine load. The combustion results revealed that the maximum in-cylinder pressure and energy release values of the CO50CH50 were 4.2% and 4.4% higher than the diesel at full engine load because of optimised fuel properties of biomixture such as molecular structure, viscosity, cetane number and iodine value. CO50CH50 had 2.9% reduced CO2 and comparable CO emission compared to diesel, which were also 5.6% and 13% lower than cottonseed biodiesel respectively. However, NO emission of CO50CH50 was found 3.8% and 5.8% higher than diesel and cottonseed biodiesel. A 6.5% reduction on NO emission was observed when CO60CH40 biomixture fuel was used instead of diesel. To conclude, this research showed that blending of cottonseed and chicken fat biodiesels is a promising approach to meet the EN14214 standards, improve in-cylinder pressure, optimise energy release and reduce exhaust emissions. Blending of different biodiesels will be tested as a future work.
Masera, K.Hossain, A. K.
Future Fuels for DISI Engines: A Review on Oxygenated, Liquid Biofuels2019-01-00361/15/2019
Global warming and climate change have led to a greater interest in the implementation of biofuels in internal combustion engines. In spark ignited engines, biofuels have been shown to improve efficiency and knock resistance while decreasing emissions of unburned hydrocarbons, carbon monoxide and particles. This study investigates the effect of biofuels on SI engine combustion through a graphical compilation of previously reported results. Experimental data from 88 articles were used to evaluate the trends of the addition of different biofuels in gasoline. Graphs illustrating engine performance, combustion phasing and emissions are presented in conjunction with data on the physiochemical properties of each biofuel component to understand the observed trends. Internal combustion engines have the ability to handle a wide variety of fuels resulting in a broad range of biofuel candidates. Three groups of oxygenated liquid biofuels were investigated in this review: alcohols, ethers and furans. While the investigated alcohols showcase properties associated with increased engine efficiencies (such as higher chemical knock resistance, greater charge cooling and faster laminar flame speeds). They also pose the challenge of greater fuel consumption due to lower energy densities than gasoline. Ethers and furans, on the other hand are favored by current engine designs as they exhibit properties (such as the energy density) closer to gasoline alongside increased chemical knock resistance. The compiled data summarizes the possibilities to improve efficiency and fuel economy for biofuel and binary blends in SI engines. However, the results also, show that some of the trends are more complex than anticipated. The effect of biofuels on combustion speed, regulated emissions and exhaust temperatures are not proven to be as self-evident as reported in previous studies. Results on multiple blends with focus on the effect of blending on properties would help improve the picture of the effect of future fuels on SI combustion.
Larsson, TaraStenlaas, OlaErlandsson, Anders
Because of higher NOx and PM emissions Compression Ignition (CI) engines are slowly being replaced by gas engines in metro cities though CI engine have better thermal efficiency and emit less Carbon monoxide (CO) and Unburned Hydrocarbons (UHC) emission than SI engines. Pollutants formed during combustion, depleting fossil fuels and continuous raising fuel price pushes the research community to find new alternative fuels which can be used along with diesel or replace the diesel without making major modifications in the current engine. The objective of this research work is to derive bio-diesel fuel from the source of algae and use it as a fuel by blending with commercially available diesel fuel. Heptanol is added along with algae bio-diesel and diesel blend to improve the ignition quality of the blend. Tests were conducted on a single cylinder constant speed, water cooled stationary diesel engine with different blends proportions of heptanol-biodiesel-diesel. The experimental results obtained for seven different types of blend proportions were compared with baseline diesel values. This research study reveals significant decrease in HC, CO, CO2 and NOx emission with marginal rise in smoke level. Amongst these seven samples, maximum of 14.7% NOx emission was reduced with S6 blend. At full load maximum Brake Thermal Efficiency (BTE) of 34.96% is also achieved with the same S6 blend which is a combination of 10% heptanol, 20% biodiesel and rest diesel. On overall comparison, sample S6 found to be better to operate in conventional diesel engine without any prior modification.
Saravanan, SupramaniGupta, SagarChidambaram, RameshkumarJain, AatmeshVora, Kamalkishore
Study on the Prevention of Face-Plugging of Diesel Oxidation Catalyst (DOC)2018-32-006910/30/2018
In order to meet the reinforcement of worldwide environmental regulations, latest diesel engines for industrial machinery are required to reduce the emission of harmful gases such as carbon monoxide (CO), hydrocarbon (HC) and nitrogen oxide (NOx), and particulate matter (PM). For this reason, some of the diesel engines are equipped with exhaust gas treatment devices such as diesel particulate filter (DPF), diesel oxidation catalyst (DOC) and selective catalytic reduction (SCR) catalyst. However, applications of such industrial diesel engines bring about excessive back pressure increase and deterioration in the performance of the catalysts when continuous operation is performed at low load conditions: soot accumulates on the inlet faces of DOC and DPF, causing face plugging issues. To resolve this issue, it is necessary for the system to be equipped with certain additional devices to raise an exhaust gas temperature to a high level enough to burn out the soot [1]. In this research, in order to solve the face plugging at the inlet of DOC without using such an additional equipment, we studied the cause of the face plugging of DOC. First, in order to estimate the cause of face plugging, we grasped the engine operating conditions leading to the face plugging and analyzed the soot/coke deposits accumulating on the inlet face of DOC under specific conditions. Next, in order to identify the origin of the face plugging causative deposits, we performed a component analysis of an engine exhaust gas and also conducted catalytic reaction experiments using a model exhaust gas. Then, verification experiments using an engine were carried out. As a result, we found that the production of less combustible HC by incomplete catalytic oxidation is one of the factors of the plugging problem of DOC.
Nakano, KotaOkano, HiroakiInoue, KatsushiObuchi, Akira
Numerical Study of the Effect of Injection Strategy and Compression Ratio on Gasoline/Diesel Fueled RCCI Engine2018-32-001710/30/2018
RCCI engine is proven to have better combustion control and to produce very low NOx and soot emissions. However, its operations is limited by HRR and PPRR as well as weak combustion efficiency which results in high levels of HC and CO emissions. Engine geometry and operation parameter such as injection strategy and compression ratio can affect the reactivity of fuels in cylinders as well as the gas temperature increase rate which are the important factors in controlling RCCI combustion. Injection strategies such as single and double injections have been previously studied but the effects are still unpredictable and the effects of compression ratio towards combustion characteristic and emissions require further analysis. This work deploys a 3D computational fluid dynamic (CFD) combustion model to study the effects on combustion characteristic and emissions with respect to single injection, double injection strategy and compression ratio. The model is validated by comparing the simulation result with a previous experimental work. The results show that double injections can produce more extensive combustion propagation than single injection. This is because the second injection of diesel fuel which is more reactive creates steeper reactivity gradient and equivalence ratio gradient throughout the combustion chamber. This also results in lower NOx, soot, HC and CO compare to single injection strategy. Single injection strategy combustion depends on the reactivity gradient and equivalence ratio gradient of injected diesel fuel which need to be at the right levels or else the combustion propagation will be retarded. The study then shifted to study the effect of compression ratio on the best parameter of double injection strategy. The results show that the increase of compression ratio can further reduce soot, HC and CO to a very low level while NOx is observed to increase. Lowering compression ratio results in worsening HC and CO emission due to incomplete combustion of gasoline, The incomplete combustion is likely to be caused by low gas temperature increase rate.
Azmi, Muhammad Asyraf MohdMansor, Mohd Radzi AbuWan Mahmood, Wan Mohd FaizalMohamad, Taib Iskandar
A Numerical Study on Correlation of Chemiluminescent Species and Heat Release Distributions Using Large Eddy Simulation2018-32-006610/30/2018
A mixed timescale subgrid model of a large eddy simulation was used to simulate the turbulence regime in diesel engine combustion. The combustion model used the direct integration approach with a diesel oil surrogate mechanism (developed at Chalmers University of Technology and consisting of 70 species and 309 reactions). Additional reactions for the generation and consumption of OH*, CO2*, and CH* species were added from recent kinetic studies. Collisional quenching and spontaneous emission resulted in de-excitation of the excited state radical. A phenomenological soot formation model (developed at Waseda University) was combined with the LES code. The following important steps were considered in the soot model: particle inception where naphthalene grows irreversibly to form soot, surface growth with the addition of C2H2, surface oxidation (induced by OH radicals and O2 attack), and particle coagulation. Using the aforementioned numerical approach, we investigated the correlation of the excited chemical species (OH*, CO2*, and CH*) with heat release distributions in the final stages of diesel spray combustion. The excited chemical species models performed well, indicating that heat release regions can be predicted from the concentrations of excited radical species.
Zhou, BeiniAdachi, TakayukiKusaka, JinAizawa, Tetsuya
Effects of an On-Board Safety Device on the Emissions and Fuel Consumption of a Light Duty Vehicle2018-01-18219/10/2018
Vehicle emissions and fuel consumption are significantly affected by driving behavior. Many studies of eco-driving technology such as eco-driving training, driving simulators and on-board eco-driving devices have reported potential reductions in emissions and fuel consumption. Use of on-board safety devices is mainly for safety, but also affects vehicle emissions and fuel consumption. In this study, an on-board safety device was installed to alert the driver and provide several types of warning to the driver (e.g. headway monitoring warning, lane collision warning, speed limit warning, etc.) to improve driving behavior. A portable emissions measurement system (PEMS) was used to measure vehicle exhaust concentrations, including hydrocarbons (HC), carbon monoxide (CO), carbon dioxide (CO2) and nitrogen oxides (NOx). The driving parameters including vehicle speed, acceleration and position were also recorded. A specific test route was designed for the experiment to investigate both urban and highway conditions. The driving parameters and emissions data were compared before and after the installation of the on-board safety device with the same driver. The Vehicle Specific Power (VSP) methodology was applied to evaluate the effects of the on-board safety device on driving behavior. The results indicated that the device had a positive effect on the driver’s driving behavior. The percentage of time spent on excessive speeding and strong acceleration decreased from 22.2% to 14.7%. As a result, an average reduction of 25% in fuel consumption was observed. In addition, HC, CO2 and NOx emissions showed a reduction of 57%, 25% and 9% respectively. However, CO emission was increased and the time spent on idling showed no change with the installation of the device.
Ng, Cheuk YinHuang, YuhanHong, GuangZhou, JohnSurawski, NicHo, JacksonChan, Edward
Effects of Hot and Cooled EGR for HC Reduction in a Dual-Fuel Premixed Charge Compression Ignition Engine2018-01-17309/10/2018
Most internal combustion engine makers have adopted after-treatment systems, such as selective catalytic reduction (SCR), diesel particulate filter (DPF), and diesel oxidation catalyst (DOC), to meet emission regulations. However, as the emission regulations become stricter, the size of the after-treatment systems become larger. This aggravates the price competitiveness of engine systems and causes fuel efficiency to deteriorate due to the increased exhaust pressure. Dual-fuel premixed charge compression ignition (DF-PCCI) combustion, which is one of the advanced combustion technologies, makes it possible to reduce nitrogen oxides (NOx) and particulate matter (PM) during the combustion process, while keeping the combustion phase controllability as a conventional diesel combustion (CDC). However, DF-PCCI combustion produces high amounts of hydrocarbon (HC) and carbon monoxide (CO) emissions due to the bulk quenching phenomenon under low load conditions as a huddle of commercialization. In this study, the effects of exhaust gas recirculation (EGR) rate and EGR temperature were investigated to overcome the bulk quenching phenomenon under low load conditions in the DF-PCCI combustion. Natural gas (NG) and diesel were selected for low reactivity fuel (LRF) and high reactivity fuel (HRF) respectively. As experimental results, adopting the high temperature EGR could reduce the HC emission, and improve combustion efficiency (ηc) and fuel conversion efficiency (ηf), while maintaining the NOx and PM emissions under the EU-VI emission regulations. The results suggest that controlling the global equivalence ratio (∅global) and increasing the initial charge temperature by hot-EGR are quite effective way to mitigate the bulk quenching phenomenon and incomplete combustion under low load conditions in the DF-PCCI combustion.
Shim, Eui joonPark, HyunwookBae, Choongsik
Effect of Butanol Addition on Performance, Combustion Stability and Nano-Particle Emissions of a Conventional Diesel Engine2018-01-17959/10/2018
This study presents the experimental investigation of performance, combustion, gaseous and nano-particle emission characteristics of conventional compression ignition (CI) engine fueled with neat diesel and butanol/diesel blends. The experiments were conducted for neat diesel, 10%, 20% and 30% butanol/diesel blend on the volume basis at different engine loads. Combustion characteristics were investigated on the basis of in-cylinder pressure measurement and heat release analysis. The in-cylinder combustion pressure traces were recorded for 2000 consecutive engine combustion cycles for computation of heat release and different combustion parameters. Combustion stability analysis is conducted by analyzing the coefficient of variation of in indicated mean effective pressure (IMEP) and total heat release (THR). Wavelet analysis is also used for analyzing the temporal variations in IMEP data series. For the analysis of particle size and mass distributions of engine exhaust particles, electrical mobility based fast particle sizer is used in the present study. Results indicate that the addition of butanol in the diesel fuel reduces the total particle number concentration. Additionally, blending of butanol in the diesel fuel has a potential to reduce the carbon monoxide (CO), nitric oxide (NO), smoke opacity emissions as well. However, HC emissions increase with the addition of butanol in the diesel fuel.
Saxena, Mohit RajMaurya, Rakesh Kumar
Natural Flame Luminosity and Emission Spectra of Diesel Spray Flame under Oxygen-Enriched Condition in an Optical Constant Volume Vessel2018-01-17819/10/2018
The application of oxygen-enriched or oxy-fuel combustion coupled with carbon capture and storage technology has zero carbon dioxide emission potential in the boiler and gas turbine of the power plant. However, the oxygen-enriched combustion with high oxygen level has few studies in internal combustion engines. The fundamental issues and challenges of high oxygen level are the great differences in the physical properties and chemical effects compared with the combustion in air condition. As a consequence, the diesel spray combustion characteristics at high oxygen level were investigated in an optical constant volume vessel. The oxygen volume fraction of tested gas was from 21% to 70%, buffered with argon. The high-speed color camera was used to record the natural flame luminosity. It is found that with the rising of oxygen level, the period from the start of injection to the end of combustion shortened, the luminosity intensity in the flame core increased and the shape of the spray flame was shortened and narrowed. Meanwhile, an obviously blue region appeared at the tip of flame when the oxygen level was up to 60% or higher. To study the interesting blue region, the one-dimensionally resolved diesel spray flame emission spectra were investigated along the vertical axis of the spray. Results show that the transition point of the flame configuration was around 70 mm from the nozzle tip. Soot radiation dominated the flame natural luminosity in the range of 0-70 mm from the nozzle, while the chemiluminescence of carbon monoxide oxidation dominated in the range of 70-100 mm. For further consideration, in high oxygen level, the soot existing region is shortened and CO as well as UHC is oxidized more completely. Meantime, there is no NOx emission from the fuel combustion in nitrogen-free environment. Therefore, oxygen-enriched combustion will help to achieve the improvement of high efficiency and low emissions in internal combustion engines.
Wang, YuFeng, LeiGeng, ChaoChen, BeilingLiu, HaifengYao, Mingfa
New GKI - Gasoline Knock Index for Rating of Fuel’s Knock Resistance on an Upgraded CFR Test Engine2018-01-17439/10/2018
In terms of international efforts for conservation of resources and reducing CO2-emission, the thermal efficiency of SI engines needs to be increased. One key enabler to achieve this goal is the availability of highly knock-resistant fuels: it allows to break up the trade-off between elevated compression ratio demanded for high part-load efficiency and a reduced knock tendency at high engine loads by a minimized requirement for adverse spark retard. In view of the world’s fuel map, which is dominated nowadays by qualities between 91 and 98 RON, there is a beginning transition towards increased knock resistance (above 100 RON) being observed in several countries. The corresponding standards for engine-based fuel quality rating provide a RON scale covering the range from 40 to 120.3, which basically seems to be enough. At a second glance the change in reference material from isooctane/n-heptane mixtures towards isooctane with TEL for RON > 100 changes the rating behavior of the method. Comprehensive research and development has been established considering the test engine operation mode as well as the data processing, conclusively defining an improved test method as a suggestion for future knock resistance rating. In order to increase transferability of the fuel’s quality number to modern engines, especially in view to RDE legislation, the operation mode is basically characterized by a stoichiometric mixture composition in combination with a closed-loop control of the combustion phasing. The CR achievable at predefined knock intensity, statistically assessed by a 95% cumulative frequency of knock pressure amplitudes, defines knock resistance without relevant limitations in scale expressed by the new fuel characteristic GKI - Gasoline Knock Index.
Hauber, JohannHuber, KarlNell, Robert
Effects of Low Temperature Reforming (LTR) Products of Low Octane Number Fuels on HCCI Combustion2018-01-16829/10/2018
In order to achieve high-efficiency and clean combustion in HCCI engines, combustion must be controlled reasonably. A great variety of species with various reactivities can be produced through low temperature oxidation of fuels, which offers possible solutions to the problem of controlling in-cylinder mixture reactivity to accommodate changes in the operating conditions. In this work, in-cylinder combustion characteristics with low temperature reforming (LTR) were investigated in an optical engine fueled with low octane number fuel. LTR was achieved through low temperature oxidation of fuels in a reformer (flow reactor), and then LTR products (oxidation products) were fed into the engine to alter the charge reactivity. Primary Reference Fuels (blended fuel of n-heptane and iso-octane, PRFs) are often used to investigate the effects of octane number on combustion characteristics in engines. Then PRF0 (n-heptane) and PRF50 (mixture of 50% n-heptane and 50% iso-octane by volume) were chosen as representative low octane number fuels. LTR products were quantitatively detected using online gas chromatograph (GC). High-speed imaging was conducted to illustrate the flame development. A single-zone model was used to evaluate the reactivity of LTR products. The GC measurements indicate that PRF0 and PRF50 cannot chemically react at low reformer temperature of 423 K. When the reformer temperature rises up to 523 K, LTR products mainly include hydrogen, carbon monoxides, aldehydes, alcohols, ketones, alkanes, olefins and alkynes. Due to the higher fuel reactivity, PRF0 produces more reformates than PRF50. According to the experimental engine analysis, the ignition timing is retarded significantly via LTR for both PRFs. The ignition timing difference of PRF0 due to LTR is larger than PRF50. The high-speed images reveal that LTR can lead to a slower flame development. Soot formation persists because of in-cylinder inhomogeneities, and can be lowered by LTR. The reactivity evaluation using the chemical modeling approach manifests that for PRF0 most of the LTR products inhibit mixture reactivity, while there is a large increase in the species enhancing reactivity for PRF50. The impacts of LTR products on ignition depend on both the chemical structure and the concentration in the mixture. The concentration of individual LTR product usually changes along with the reforming conditions. Thus LTR has the potential to control autoignition flexibly in HCCI engines.
Geng, ChaoLiu, Hai FengFang, XinghuiYang, ZhiCui, YanqingWang, YuFeng, LeiYao, Mingfa
Assessing the Effect of Compression Ratio on the Performance, Combustion and Emission Characteristics of a Spark-Ignition Engine, and Optimum Spark Advance at Different Operating Conditions2018-01-16689/10/2018
Nowadays, emission regulations and the requirement to reduce greenhouse gas emissions have escalated engine development efforts. In the present work, the effect of compression ratio on the performance, combustion and emission characteristics of a spark-ignition engine is evaluated at different operating conditions. A single-cylinder, water-cooled, spark-ignition engine (modified from a compression-ignition version) was used, with combustion chamber geometry consisted of flat cylinder head and a hemispherical bowl in the piston. Results showed that the brake thermal efficiency was increased from 9.8% to 12.9% when compression ratio was increased from 6.7:1 to 9.4:1 at low operating load of 5 N-m. Carbon monoxide emission was decreased when compression ratio was increased at all operating loads. However, as expected, nitric oxide emission was increased with the increase in compression ratio, with lower difference at low loads compared to medium and high loads. At medium and high loads, optimum spark advance resulted in the location of peak cylinder pressure around 14o ATDC. Moreover, at low loads and low compression ratios, the cycle-to-cycle combustion variations were found to be significant, and hence, coefficient of variation of IMEP was also considered to determine the optimum spark advance. Overall, utilizing the higher compression ratio of variable compression ratio technology at low loads is useful for the improvement of fuel economy along with the reduction of cycle-to-cycle combustion variations and carbon monoxide emission, with no significant increase in emissions of unburned hydrocarbon and nitric oxide.
Gupta, Sachin KumarMittal, Mayank
Comparison of NOx emissions from hydrous ethanol and n-butanol predicted by an Otto cycle two-zone model using the Zeldovich reactions mechanism2018-36-01059/3/2018
Among the gases usually emitted by internal combustion engines, NOx chemical species appear as some of the causes of great environmental impact and damage to human health, which shows the relevance of its study and quantification, as well as the constant search for the reduction of these emissions. The use of biofuels such as hydrous ethanol and n-butanol has the goal of reducing CO2 emissions in comparison to fossil fuels. However, it has to be accomplished without increasing NOx emissions. Analyzing combustion of these two fuels through a two-zone model for an Otto cycle engine, this work compared quantitatively the NOx emissions with the Zeldovich reaction mechanism, which can predict the formation and consumption of these chemical species during the engine's combustion cycle, being thus known as thermal NO. Unlike what is common for the two-zone models whose chemical species concentration are calculated based on chemical equilibrium, the Zeldovich mechanism implies the nitrogen monoxide concentration to be calculated through chemical kinetics, ensuring results more consistent with the real phenomena. The controlled variables whose influence were investigated were the compression ratio, engine speed and fuel-air equivalence ratio for each test. Results showed that the optimum operating condition in terms of emission for both renewable fuels was a slightly rich mixture with a greater amount of residual gases from combustion. The compression ratio variation was considered not relevant to impact the level of emissions. The engine speed variation showed significant influence in nitrogen oxides emission, with higher emission rates at higher engine speeds. In addition, the results predicted that, in all cases considered, n-butanol NOx emissions were lower than the ones from hydrous ethanol, which contributes to reinforce it as a renewable fuel option to be used.
Fagundez, Jean L. S.Martins, Mario E. S.Salau, Nina P. G.
The Development of Low Temperature Three-Way Catalysts for High Efficiency Gasoline Engines of the Future: Part II2018-01-09394/3/2018
It is anticipated that future gasoline engines will have improved mechanical efficiency and consequently lower exhaust temperatures at low load conditions, although the exhaust temperatures at high load conditions are expected to remain the same or even increase due to the increasing use of downsized turbocharged engines. In 2014, a collaborative project was initiated at Ford Motor Company, Oak Ridge National Lab, and the University of Michigan to develop three-way catalysts with improved performance at low temperatures while maintaining the durability of current TWCs. This project is funded by the U.S. Department of Energy and is intended to show progress toward the USDRIVE target of 90% conversion of hydrocarbons (HC), carbon monoxide (CO), and nitrogen oxides (NOx) at 150 °C after high mileage aging. The testing protocols specified by the USDRIVE ACEC team for stoichiometric S-GDI engines were utilized during the evaluation of experimental catalysts at all three facilities. This paper summarizes work performed at Ford on the development of a catalyst formulation with significantly lower lightoff temperatures than a current production TWC after aging on a high temperature 4-mode durability cycle. The new catalyst consists of rhodium post-impregnated onto an overlayer of titanium deposited onto a silica-stabilized Al2O3 support. A rhodium loading study revealed that the lowest T90 s after 4-mode aging were obtained with 0.5% Rh. A titanium loading study showed that that the best performance after 4-mode aging was obtained with 8% titanium, which corresponded to the monolayer coverage of titanium. TEM analysis confirmed that the titanium monolayer remained well dispersed after the high temperature aging. A fresh sample of the optimized catalyst was evaluated after sulfur poisoning and after a stoichiometric desulfation.
Theis, Joseph R.Getsoian, Andrew (Bean)Lambert, Christine K.
Method to Compensate Fueling for Individual Firing Events in a Four-Cylinder Engine Operated with Dynamic Skip Fire2018-01-11624/3/2018
Cylinder deactivation in multicylinder spark-ignition (SI) engines leads to increased fuel efficiency at part load by allowing fired cylinders to operate closer to their peak thermal efficiency compared to all-cylinder operation. Unlike traditional cylinder deactivation strategies that are limited to deactivating only certain cylinders, Dynamic Skip Fire (DSF) is an advanced cylinder deactivation control strategy that makes deactivation decisions for every cylinder on an individual firing opportunity basis to best meet driver torque demand while saving fuel and mitigating noise, vibration, and harshness (NVH). During DSF operation, inducted charge air mass can vary for each firing event due to the firing sequence history. To maximize efficiency, cylinder fueling should be adjusted for each firing event in DSF based on the inducted charge air mass for that event. This article discusses the development of a control algorithm to compensate fueling for charge air mass variations of individual firing events in DSF on a 1.8-liter, four-cylinder SI engine with intake camshaft phasing using a production-type engine controller. The control algorithm architecture and calibration methodology are discussed. The final algorithm was evaluated by performing engine dynamometer testing with and without the compensation algorithm for selected DSF firing patterns at a range of engine load at 2000 rpm. Optimal fueling compensation in DSF resulted in more complete combustion, evidenced by an increase in brake-specific carbon dioxide emission of up to 1.9% and a decrease in brake-specific carbon monoxide emission of up to 48%. Reductions in brake-specific fuel consumption (BSFC) were also observed with fueling compensation, averaging up to 1.1% reduction in BSFC from 1 to 4 bar brake mean effective pressure (BMEP) depending on the firing sequence. Engine operation was very stable with and without the compensation algorithm in the operating ranges considered.
Van Ess, JoelWolk, BenjaminFuschetto, JerryWang, RobertYounkins, Matthew
Carbon Monoxide Emissions Model for Data Analytics in Internal Combustion Engine Applications Derived from Post-Flame Chemical Kinetics2018-01-11534/3/2018
In this work, a new CO emissions formation model is developed based on the dynamics of a representative pool of radicals in the post-flame combustion gases. The ultimate target is the derivation of a kinetics-based CO model, formulated by a single differential equation, that can run very fast in any engine diagnostic/post-processing tool which analyzes in-cylinder processes in the framework of big data acquired at the engine test bench or during engine operation in the field. Specific objectives in the development of the current model are (i) inclusion of the effect of engine operating conditions on the CO emissions formation mechanism, (ii) ease of implementation in any diagnostic code/platform, (iii) fast running times toward real-time capability, and (iv) robustness. The presently developed CO model consists of a single Ordinary Differential Equation (ODE) that can be solved analytically, without the need of a stiff chemical kinetics solver. A characteristic parameter, which can be considered as a quenched CO index, is also derived to quantify the limits of maintaining the partial equilibrium of CO with the radical pool on the one hand and the quenching of the CO oxidation on the other hand. The model is used to study the quenching of CO oxidation under lean combustion conditions, as they currently appear in modern Spark Ignition (SI) and Diesel engines. As a first application, characteristic 2D maps of the quenched CO index are produced for a wide range of temperatures and cooling rates of the combustion gases under lean methane/air combustion conditions at various lambda values and pressures, revealing the relevant window of CO oxidation quenching. The CO model is then implemented into a quasi-dimensional, multi-zone combustion diagnostic tool for conventional homogeneous charge SI engines, developed by the authors. The combustion diagnostic tool is applied to a lean burn gas engine over a wide range of engine speeds at full load and contact lambda value. Qualitative results of the CO quenching process in the temperature-stratified burned gas are shown and explained. Finally, validation of the present CO model is performed comparing calculated CO emissions of the model against measured engine-out ones.
Bikas, GeorgiosMichos, Konstantinos
Experimental Investigation of Combustion and Emission Characteristics of the Direct Injection Dimethyl Ether Enabled Micro-Flame Ignited (MFI) Hybrid Combustion in a 4-Stroke Gasoline Engine2018-01-12474/3/2018
Controlled Auto-Ignition (CAI), also known as Homogeneous Charge Compression Ignition (HCCI), has the potential to improve gasoline engines’ efficiency and simultaneously achieve ultra-low NOx emissions. Two of the primary obstacles for applying CAI combustion are the control of combustion phasing and the maximum heat release rate. To solve these problems, dimethyl ether (DME) was directly injected into the cylinder to generate multi-point micro-flame through compression in order to manage the entire heat release of gasoline in the cylinder through port fuel injection, which is known as micro-flame ignited (MFI) hybrid combustion. The combustion and emissions characteristics of MFI mode were investigated in a single-cylinder 4-stroke gasoline engine by the use of negative valve overlap (NVO) strategy at part loads when direct injection timing of DME was altered from -60 °CA to -40 °CA after top dead center, and the replacement ratio of DME for gasoline was no more than 20% at a fixed total energy per cycle. The results show that earlier start of the main combustion process with increased DME ratio occurs, while its trend becomes weak at late DME direct injection timing. Combustion duration shortens with increased DME ratio, but it is elongated with delayed DME injection timing. Increased DME ratio reduces HC and CO emissions, but increases NOx emissions. The influence of DME ratio on emissions characteristics becomes minimal at late DME direct injection timing.
Fu, Xue-QingHe, Bang-QuanXu, SipengLi, HongtaoChen, TaoZhao, Hua
Exploring the NOx Reduction Potential of Miller Cycle and EGR on a HD Diesel Engine Operating at Full Load2018-01-02434/3/2018
The reduction in nitrogen oxides (NOx) emissions from heavy-duty diesel engines requires the development of more advanced combustion and control technologies to minimize the total cost of ownership (TCO), which includes both the diesel fuel consumption and the aqueous urea solution used in the selective catalytic reduction (SCR) aftertreatment system. This drives an increased need for highly efficient and clean internal combustion engines. One promising combustion strategy that can curb NOx emissions with a low fuel consumption penalty is to simultaneously reduce the in-cylinder gas temperature and pressure. This can be achieved with Miller cycle and by lowering the in-cylinder oxygen concentration via exhaust gas recirculation (EGR). The combination of Miller cycle and EGR can enable a low TCO by minimizing both the diesel fuel and urea consumptions. In this work, Miller cycle with late intake valve closing (IVC) and EGR technology were investigated on a single cylinder common rail heavy-duty diesel engine at high load operation of 24 bar net indicated mean effective pressure. The experiments were performed with a constant intake manifold pressure of 3 bar while optimizing the start of diesel injection to keep the peak in-cylinder pressure limit of 180 bar. The aqueous urea solution consumption in the SCR aftertreatment system was estimated to evaluate the effectiveness of the strategies in terms of TCO. The calculation was based on the engine-out NOx emissions and the Euro VI NOx limit. The results revealed that the use of the Miller cycle without EGR reduced NOx emissions by 35% and the net indicated efficiency by 4% when compared to the case with the baseline IVC at −178 crank angle degrees (CAD) after top dead center (ATDC). The introduction of 8%EGR decreased the levels of NOx by 54% while maintaining similar net indicated efficiency at the baseline IVC. The combination of Miller cycle with an IVC at −127 CAD ATDC and an EGR rate of 8% achieved the best trade-off between NOx and ISFC, decreasing the NOx levels by 57% and the fuel consumption by 1.6% compared to the baseline case. Soot emissions were maintained below the Euro VI limit of 0.01 g/kW h. Carbon monoxide emissions were maintained at low levels except for the combination of an IVC at −114 and an EGR rate of 8%. Unburned hydrocarbon emissions were slightly decreased with EGR and late IVCs likely due to relatively longer ignition delays and higher exhaust gas temperature. Overall, the analysis showed that the combination of Miller cycle with an IVC at −127 CAD ATDC and 8%EGR achieved the lowest total fluid consumption despite the reduction in net indicated thermal efficiency.
Guan, WeiPedrozo, ViníciusZhao, HuaBan, ZhiboLin, Tiejian
Transcritical Rankine cycle (TRC) is a promising technology for the engine waste heat recovery due to its good temperature matching ability for the waste heat sources. As for the high-temperature engine exhaust, working fluids selection has been an essential issue without a good solution. It was found in this research that mixtures of CO2 and small molecule hydrocarbons are the potential working fluids for the engine waste heat recovery, since they have good chemical stability and thermal performance. Besides, CO2 can be used as the retardant to suppress the flammability of hydrocarbons to ensure safety. In this research, CO2 mixed with five small molecule hydrocarbons are proposed as the working fluids. A thermodynamic model of TRC system is established to evaluate the thermal performance of those mixtures. The effects of mass fraction of CO2, turbine inlet temperature and pressure are investigated. The influence of composition shift is also discussed. The results show that, 65% CO2 in the mixtures is a tremendous improvement for the system safety, comparing to pure hydrocarbons. Compared with the pure CO2 TRC system, the thermal performance of the system can be effectively improved by mixing appropriate hydrocarbons with CO2, and the operation pressure can be decreased, which is beneficial for the future application. Take CO2/n-Pentane for example, the thermal efficiency and net power output can reach up to 16.4% and 16.06 kW, increasing by 34.4% and 13.3% compared with pure CO2. And the composition shift of those mixtures has little effect on the performance of TRC, but can improve the TRC system safety.
Shu, Ge-QunYan, NanhuaZhao, MingruLi, Linqing
Standard Driving Cycles Comparison (IEA) & Impacts on the Ownership Cost2018-01-04234/3/2018
A new type of approval procedure for light-duty vehicles, the Worldwide harmonized Light vehicles Test Procedure (WLTP), developed by an initiative of the United Nations Economic Commission for Europe, will come into force by the end of 2017. The current European type-approval procedure for energy consumption and CO2 emissions of cars, the New European Driving Cycle (NEDC), includes a number of tolerances and flexibilities that no longer accurately reflect state-of-the-art technologies. Indeed, on the basis of an analysis of real-world driving data from the German website spritmonitor.de, the ICCT concluded that the differences between official laboratory and real-world fuel consumption and CO2 values were around 7% in 2001. This discrepancy has been increasing continuously since then to around 30% in 2013, with notable differences found between individual manufacturers and vehicle models. In anticipation of the transition from NEDC to WLTP, many research activities have been carried out to verify the capability of current and future engine/vehicle technologies to meet the new regulations on energy consumption and greenhouse gas emission. The new procedure will also have consequences for the NEDC-based passenger cars’ CO2 emission target for 2020-2021 (95 g CO2/km), which will need to be adapted to the new testing procedure. This study compares the energy consumption benefits of various technologies for multiple drive cycles, including current and future regulatory tests in the US and Europe. This paper identifies and quantifies the impacts of the main parameters influencing the energy consumption for different time frames, vehicle classes, powertrains, and technologies. In addition, the paper estimates the cost benefit to the customer (levelized cost of driving, total present value, etc.) of each option in different areas of the world.
Kamguia Simeu, SeverinKim, Namdoo
Reformed Fuel Substitution for Transient Peak Soot Reduction2018-01-02674/3/2018
Advancements in catalytic reforming have demonstrated the ability to generate syngas (a mixture of CO and hydrogen) from a single hydrocarbon stream. This syngas mixture can then be used to replace diesel fuel and enable dual-fuel combustion strategies. The role of port-fuel injected syngas, comprised of equal parts hydrogen and carbon monoxide by volume was investigated experimentally for soot reduction benefits under a transient load change at constant speed. The syngas used for the experiments was presumed to be formed via a partial oxidation on-board fuel reforming process and delivered through gaseous injectors using a custom gas rail supplied with bottle gas, mounted in the swirl runner of the intake manifold. Time-based ramping of the direct-injected fuel with constant syngas fuel mass delivery from 2 to 8 bar brake mean effective pressure was performed on a multi-cylinder, turbocharged, light-duty engine to determine the effects of syngas on transient soot emissions. A Cambustion fNOx400 high-speed emissions analyzer and an AVL 439 opacimeter were used to quantify emissions under the load change to provide sub-cycle and cycle resolved resolution, respectively. Results show substantial soot reduction benefits with modest levels of syngas without significant increases in NOx emissions under the chosen conditions.
Dal Forno Chuahy, FlavioOlk, JamenKokjohn, Sage
Efficient Supercapacitors Based on Co 9 S 8 /Graphene Composites for Electric Vehicles2018-01-04404/3/2018
Nowadays, SC is recognized as a key element of hybrid energy storage system in modern energy supply chain for electric vehicles (EVs). Co9S8 as a promising electrode material attracts much attention for supercapacitor owing to its superior electrochemical capacity. However, its poor stability and electronic conductivity, which result in inferior cycling performance and rate capability, have seriously limited the practical application of Co9O8 in supercapacitors. In this article, Co9S8 nanoparticles were embedded in reduced graphene oxide (rGO) via a simple anneal approach as high efficient and stable electrodes for SCs. The Co9S8/rGO composites were characterized by scanning electron microscopy (SEM), transmission electron microscopy (TEM), and X-ray diffraction (XRD). The Co9S8 nanoparticles were inserted tightly between the rGO layers due to strong intermolecular forces, preventing the cluster in reduction process of rGO from graphene oxide (GO). The rGO provides the conductive network for Co9S8 and shortens the ion diffusion paths, improving rate performance and enhancing the stability of the electrode material. The as-prepared Co9S8/rGO takes full advantages of high capacitance performance of Co9S8 nanoparticles and excellent conductivity and electrochemical stability of rGO. Thus, Co9S8/rGO composites exhibit high specific capacity of 708.3 F g−1 with the active material mass of 2 mg at current density of 1A g−1. In addition, the asymmetric hybrid SC (Co9S8/rGO//rGO) delivered an excellent energy density of 41.1 Wh kg−1 and a high power density of 750.3 W kg−1. The Co9S8/rGO composites introduced here represent a high efficiency ideal electrode that can be easily applied in automotive field with excellent performance.
Yang, YuMa, FangwuHan, WeiLi, JunzhiCao, JunmingZhao, YingWu, Liang
Effects of Mass, Pressure, and Timing of Injection on the Efficiency and Emissions Characteristics of TSCI Combustion with Direct Water Injection2018-01-01784/3/2018
A CFD investigation has been conducted to study the efficiency and emissions characteristics of Thermally Stratified Compression Ignition (TSCI) combustion with direct water injection. The motivation for using this new low temperature combustion mode is its ability to control the heat release process by introducing a forced and controlled thermal stratification beyond what would occur naturally. In this case, TSCI is enabled using direct water injection. The added degree of control over the combustion process allows for a significantly broader operable load range compared to HCCI. The effects of injection parameters including the pressure, start of injection (SOI) timing, and spray pattern have been shown previously to affect the heat release of TSCI and its induced thermal stratification. In the present work, the efficiency and emissions considerations were investigated in detail, and the effects of injected mass are presented. A 3-D CFD model was simulated using CONCERGE CFD software. The results show that while there is never a large difference between the thermal efficiency of pure HCCI without water injection and TSCI with water injection, certain injection conditions can cause the combustion efficiency to decrease due to excessive forced thermal stratification, late combustion phasing, and longer burn durations. However, if the combustion phasing is controlled and the thermal stratification is not increased beyond the necessary level to control the heat release and pressure rise rates by tailoring the injection conditions, the TSCI combustion efficiency can be very similar to HCCI. Additionally, the results show that TSCI with water injection can cause a reduction of NOX emissions, while the UHC and CO emissions can increase when too much forced thermal stratification is introduced.
Rahimi Boldaji, MozhganSofianopoulos, AimiliosMamalis, SotiriosLawler, Benjamin
Performance and Emission Comparison between a Conventional Euro VI Diesel Engine and an Optimized PCCI Version and Effect of EGR Cooler Fouling on PCCI Combustion2018-01-02214/3/2018
Premixed charge compression ignition (PCCI) is an advanced combustion mode that has the aim of simultaneously reducing particulate matter and nitrogen oxide exhaust emissions, compared with conventional diesel combustion, thanks to a partially premixed charge and low temperature combustion. In this work, PCCI combustion has been implemented by means of an early single-injection strategy and large amounts of recirculated exhaust gas. Starting from a commercial Euro VI on-road engine, the engine hardware has been modified to optimize PCCI operations. This has involved adopting a smaller turbo group, a new combustion chamber and injectors, and a dedicated high-pressure exhaust gas recirculation system. The results, in terms of engine performance and exhaust emissions, under steady-state operation conditions, are presented in this work, where the original Euro VI calibration of the conventional engine has been compared with the PCCI calibration of the optimized hardware engine. The obtained results show that the engine-out nitrogen oxides and soot were dramatically reduced, and this can offer the possibility of reviewing the after-treatment system. The penalties, in terms of brake specific fuel consumption, were generally below 10%, compared with the Euro VI configuration. The main limitations were derived from the combustion noise and the hydrocarbon and carbon monoxide emissions at the exhaust, which could represent an issue, especially when the exhaust temperature is not high enough to allow the diesel oxidation catalyst to work with high conversion efficiencies. Furthermore, the effect of EGR cooler fouling on the performance and emissions has been presented and discussed. The increased pressure drop across a fouled EGR cooler results in a reduced amount of exhaust gas recirculation, thus posing a serious problem for PCCI calibration activity.
D'Ambrosio, StefanoGaia, FabioIemmolo, DanieleMancarella, AlessandroSalamone, NicolòVitolo, RobertoHardy, Gilles
Regulated and Unregulated Emissions from a Spark Ignition Engine Fueled with Acetone-Butanol-Ethanol (ABE)-Gasoline Blends2017-01-232810/8/2017
Bio-butanol has been widely investigated as a promising alternative fuel. However, the main issues preventing the industrial-scale production of butanol is its relatively low production efficiency and high cost of production. Acetone-butanol-ethanol (ABE), the intermediate product in the ABE fermentation process for producing bio-butanol, has attracted a lot of interest as an alternative fuel because it not only preserves the advantages of oxygenated fuels, but also lowers the cost of fuel recovery for individual component during fermentation. If ABE could be directly used for clean combustion, the separation costs would be eliminated which save an enormous amount of time and money in the production chain of bio-butanol. In this respect, this study is focused on investigating the regulated and unregulated emissions of a single cylinder port-fuel injection spark ignition engine fueled with ABE and gasoline blends. 30 vol.% ABE fuels with different component volumetric ratios (A:B:E of 3:6:1 and 6:3:1) were blended with 70 vol.% gasoline, which were represented as ABE(361)30, ABE(631)30 respectively, were tested. Experiments were conducted at an engine speed of 1200 rpm, and at engine loads corresponding to brake mean effective pressures (BMEP) of 3 bar and 5 bar and under various equivalence ratios (Φ=0.83-1.25). Exhaust gases were measured including nitrogen oxides (NOx), carbon monoxide (CO) and unburned hydrocarbons (UHC). Additionally, aromatic hydrocarbons emissions such as benzene, ethylbenzene, toluene and xylenes (BTEX) concentrations were also measured by a gas chromatograph coupled with a mass spectrometer (GC/MS) and a gas chromatograph with a flame ionization detection (GC/FID).
Li, YuanxuNithyanandan, KarthikNing, ZhiLee, Chia-FonWu, Han
Combustion Characteristics for Partially Premixed and Conventional Combustion of Butanol and Octanol Isomers in a Light Duty Diesel Engine2017-01-232210/8/2017
Reducing emissions and improving efficiency are major goals of modern internal combustion engine research. The use of biomass-derived fuels in Diesel engines is an effective way of reducing well-to-wheels (WTW) greenhouse gas (GHG) emissions. Moreover, partially premixed combustion (PPC) makes it possible to achieve very efficient combustion with low emissions of soot and NOx. The objective of this study was to investigate the effect of using alcohol/Diesel blends or neat alcohols on emissions and thermal efficiency during PPC. Four alcohols were evaluated: n-butanol, isobutanol, n-octanol, and 2-ethylhexanol. The alcohols were blended with fossil Diesel fuel to produce mixtures with low cetane numbers (26-36) suitable for PPC. The blends were then tested in a single cylinder light duty (LD) engine. To optimize combustion, the exhaust gas recirculation (EGR) level, lambda, and injection strategy were tuned. The measured emissions and thermal efficiencies for PPC with the blends were compared to those for conventional combustion with production engine settings. The study showed a viable way to achieve PPC by low CN alcohol/Diesel blends in a single cylinder LD engine. Because of its lower combustion temperature and increased fuel-air mixing, PPC produced very low soot and NO emissions, independently of the fuels used. High HC and CO emissions were observed when the ignition dwell cross zero from negative to positive value. Properties of the individual component would influence the combustion behavior even compare to the fuel with similar CN. Compared to conventional diffusion-controlled combustion, PPC generated a high indicated thermal efficiency up to 50% in all tested conditions for both low CN level blends.
Zhang, TankaiMunch, KarinDenbratt, Ingemar
Comparing the Effect of a Swirl Flap and Asymmetric Inlet Valve Opening on a Light Duty Diesel Engine2017-01-242910/8/2017
Diesel engine designers often use swirl flaps to increase air motion in cylinder at low engine speeds, where lower piston velocities reduce natural in-cylinder swirl. Such in-cylinder motion reduces smoke and CO emissions by improved fuel-air mixing. However, swirl flaps, acting like a throttle on a gasoline engine, create an additional pressure drop in the inlet manifold and thereby increase pumping work and fuel consumption. In addition, by increasing the fuel-air mixing in cylinder the combustion duration is shortened and the combustion temperature is increased; this has the effect of increasing NOx emissions. Typically, EGR rates are correspondingly increased to mitigate this effect. Late inlet valve closure, which reduces an engine’s effective compression ratio, has been shown to provide an alternative method of reducing NOx emissions. Recently introduced technologies combine these two effects by retarding only the swirl port valve, increasing in-cylinder swirl while simultaneously reducing the effective compression ratio. In this paper the effects of using a swirl flap and offset cams are compared. Four different swirl flap positions (ranging from fully open to fully closed) were investigated using standard cams and valve timings. Results were compared with the engine’s operation when using two offset cams providing two different levels of retard on the swirl port-30 and 60 crank angle degrees (CAD) respectively. Engine emissions, fuel consumption, and combustion parameters were measured and compared in order to elucidate the effects of phased cam operation. The results show that the use of a cam retarding the opening of the swirl port can reduce NOx emissions at certain speed/load conditions without adversely affecting other emissions. In addition significantly retarding the swirl port closure can reduce FSN emissions to near zero with low NOx emissions, by a combination of high levels of swirl and a reduced effective compression ratio.
Leach, FelixDavy, MartinWeall, AdamCooper, Brian
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