NUMERICAL ANALYSIS OF FUEL EFFECTS ON ADVANCED COMPRESSION IGNITION USING A VIRTUAL COOPERATIVE FUEL RESEARCH ENGINE MODEL
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A Double-Wiebe Function for Reactivity Controlled Compression Ignition Combustion Using Reformate Diesel
Abstract Reactivity controlled compression ignition (RCCI) combustion has previously been proposed as a method to achieve high fuel conversion efficiency and reduce engine emissions. A single-fuel RCCI combustion strategy can have decreased fuel system complexity by using a reformate fuel for port fuel injection and the parent fuel (diesel) for direct injection. This paper presents a one-dimensional computational model of a compression ignition engine with single-fuel RCCI. A Wiebe function is used to predict the combustion process by representing the mass fraction burned (MFB) on a crank angle resolved basis. One single-Wiebe function (SWF) and two double-Wiebe functions(DWFs) were fitted to experimentally derive MFB data using the least-square method. The fitted results were compared with MFBs calculated from experimental data to verify the accuracy. The SWF did not fully capture the MFB curve with high fidelity while the detailed DWF captured the MFB curve within a root mean square error of 1.4%. The reduced double-Wiebe function (RDWF) also resulted in a predicted combustion profile with similar accuracy. Hence, the RDWF was used in a GT-power thermodynamic study to understand the effects of the low-temperature heat release (LTHR) fraction and combustion phasing on combustion characteristics. At optimum phasing of 5–10 crank angle degree after the top dead center, increasing the LTHR fraction from 20% to 60% resulted in the fuel conversion efficiency increasing from 39.5% to 41.1%, thus suggesting that the reformate fuel-based RCCI strategy is viable to unlock improved combustion performance.
Energy & Fuels↗
Screening of Potential Biomass-Derived Streams as Fuel Blendstocks for Mixing Controlled Compression Ignition Combustion
Mixing controlled compression ignition or diesel engines are highly efficient and are likely to continue to be the primary means for movement of goods for many years to come. Low-carbon biofuels have the potential to significantly reduce the carbon footprint of diesel combustion and could potentially have advantageous properties for combustion such as high cetane number and reduced engine out particle emissions. In this study, we developed a list of potential biomass-derived diesel blendstocks. An online database of properties and characteristics of these bioblendstocks was populated with data. Fuel properties were determined by measurement, model prediction, or literature review. Screening criteria were developed to determine if a bioblendstock met the basic requirements for handling in the diesel distribution system and use as a blend with conventional diesel. Criteria included cetane number =40, flashpoint =52 degrees C, and boiling point or final boiling point <338 degrees C. Blendstocks needed to be soluble in diesel fuel, have a toxicity no worse than conventional diesel, and not be corrosive. Additionally, cloud point or freezing point below 0 degrees C was required. This screening produced a list of 27 potential bioblendstocks. Of these candidates, 13 were available commercially or could be synthesized by biofuels production researchers and included 11 nominally pure components and two mixtures. These 13 candidates were then subjected to further study based on how they impact fuel properties upon blending. Blend properties included cetane number, lubricity, conductivity, oxidation stability and viscosity. Results indicate that all thirteen candidates can meet the basic requirements for diesel fuel blending and are likely to reduce particle emissions from diesel combustion.
09 BIOMASS FUELS↗
Experimental measurements of soot formation in fuel-rich homogeneous mixtures using an optical rapid compression machine
Advanced combustion strategies are necessary for the use of more environmentally sustainable fuels than traditional diesel. Alcohol fuels and alcohol/gasoline blends are of particular interest as they are readily available in the marketplace. Heavy-duty engines typically use compression ignited, conventional diesel mixing controlled combustion. Mixing controlled combustion features a non-premixed diffusion flame with a wide range of local equivalence ratios, leading to potentially high rates of soot formation. This work studies the sooting behavior of iso-octane and ethanol as a function of equivalence ratio. Measurements are carried out in a rapid compression machine (RCM) and are reported for pre-ignition conditions of 10–30 bar and temperatures of 650–800 K. Theoretical equilibrium and bulk gas temperatures are calculated for both fuels. These data are used to identify the critical equivalence ratio, the lowest equivalence ratio where soot is detected with a single-pass laser extinction diagnostic. The critical equivalence ratio for iso-octane varies between 1.82 and 1.77 for compressed pressures of 10 and 20 bar, respectively. Ethanol, sometimes considered sootless, had a critical equivalence ratio between 2.37 and 2.12 for compressed pressures of 20 and 30 bar, respectively. When characterizing soot formation by oxygenated equivalence ratio, the critical equivalence ratios for ethanol approach those of iso-octane. This suggests the oxygenated nature of alcohol fuels reduces sooting tendency, but other factors such as fuel molecular structure and morphology may play a role. It was observed that ethanol will form soot at equivalence ratios only slightly higher than iso-octane, which could have implications in mixing controlled combustion. It was seen for both fuels that soot formation is pressure sensitive, with the critical equivalence ratio being inversely proportional to compressed pressure and the rate of soot formation. Future work will investigate the sooting behavior of gasoline/ethanol blends.
02 PETROLEUM↗
Methanol mixing controlled combustion process enabled by methanol dehydration to dimethyl ether
This work demonstrates an initial proof-of-concept approach for operating a compression ignition off-road and marine relevant engine using neat methanol. The approach utilizes mixing controlled compression ignition (MCCI) of methanol that is enabled by a homogeneous charge compression ignition (HCCI) pre-burn of premixed dimethyl ether (DME). Although two fuels are used, this work explores and evaluates the opportunity and performance to generate the premixed fuel via. methanol catalytic dehydration over an alumina catalyst at engine relevant temperatures, pressures, and space velocities. Conversion purity and species output results from catalytic dehydration bench flow reactor studies were coupled with single cylinder experiments of the characterized output species for pre-burn HCCI performance. Subsequent initial methanol MCCI performance is also evaluated and compared relative to conventional diesel combustion. The detailed flow reactor results show that the catalytic dehydration conversion efficiency of methanol to DME is a function of system pressure, temperature, and space velocity. The engine results demonstrate that a 100% conversion of methanol to DME is not required for successful pre-burn HCCI, and the water formed during the dehydration process does not need to be removed to achieve the desired HCCI event from this pre-burn mixture. Subsequent methanol MCCI combustion results show that the level of methanol slip in the dehydration process affects the pre-burn HCCI phasing, low temperature heat release process, and magnitude of energy released, all of which can dictate the available window for direct injection of methanol for MCCI combustion.
Jatana, Gurneesh [ORNL] (ORCID:0000000288903225)↗
Light Duty Engine Performance Characteristics with Dimethyl Ether and Propane
Here, this paper explores the performance characteristics of a compression ignition HYUNDAI 2.2L engine operating with Dimethyl Ether (DME). Test are carried out at three operating conditions that weigh heavily in the FTP75 certification cycle (1000rpm-12Nm, 1500rpm-50Nm, 2000rpm-100Nm). The engine features a high-pressure common rail fuel injection system designed to operate with liquified gases. The main component of the fuel system is a high-pressure pump that incorporates an electronic inlet metering valve commanded on a crank-angle base to control the rail pressure. The pump, which requires no pressure regulator, provides the flow needed to the injectors without flow returning to the inlet. This novel fueling system is leveraged in tests that are conducted to examine the impact of EGR, combustion phasing, injection pressure on efficiency and emissions. In addition, the impact of introducing 15% Propane by mass is examined. During the tests, the engine ECU is aided by an Engine Controller High Speed Oversight unit (ECHO) to provide combustion phasing control, improved cylinder-to-cylinder uniformity, and an effective optimization over the testing effort. The use of DME and Propane allowed for peak thermal efficiency of nearly 43%. These fuels enable significant carbon index (CI) reductions over the baseline Diesel fuel, with indications that 50% reduction in CO 2 over the Diesel engine are possible.
33 ADVANCED PROPULSION SYSTEMS↗
Researches on Preliminary Chemical Reactions in Spark-Ignition Engines
Chemical reactions can demonstrably occur in a fuel-air mixture compressed in the working cylinder of an Otto-cycle (spark ignition) internal-combustion engine even before the charge is ignited by the flame proceeding from the sparking plug. These are the so-called "prelinminary reactions" ("pre-flame" combustion or oxidation), and an exact knowledge of their characteristic development is of great importance for a correct appreciation of the phenomena of engine-knock (detonation), and consequently for its avoidance. Such reactions can be studied either in a working engine cylinder or in a combustion bomb. The first method necessitates a complicated experimental technique, while the second has the disadvantage of enabling only a single reaction to be studied at one time. Consequently, a new series of experiments was inaugurated, conducted in a motored (externally-driven) experimental engine of mixture-compression type, without ignition, the resulting preliminary reactions being detectable and measurable thermometrically.
Muehlner, E.↗
Influences in the selection of a cycle for small high speed engines running on solid or airless injection with compression ignition
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Matthews, Robertson↗
Fuel Stratification Effects on Gasoline Compression Ignition with a Regular-Grade Gasoline on a Single-Cylinder Medium-Duty Diesel Engine at Low Load
Prior research studies have investigated a wide variety of gasoline compression ignition (GCI) injection strategies and the resulting fuel stratification levels to maintain control over the combustion phasing, duration, and heat release rate. Previous GCI research at the US Department of Energy’s Oak Ridge National Laboratory has shown that for a combustion mode with a low degree of fuel stratification, called “partial fuel stratification” (PFS), gasoline range fuels with anti-knock index values in the range of regular-grade gasoline (~87 anti-knock index or higher) provides very little controllability over the timing of combustion without significant boost pressures. On the contrary, heavy fuel stratification (HFS) provides control over combustion phasing but has challenges achieving low temperature combustion operation, which has the benefits of low NOX and soot emissions, because of the air handling burdens associated with the required high exhaust gas recirculation rates. Furthermore, this work investigates HFS and PFS combustion, efficiency, and emissions performance on a single-cylinder, medium-duty engine with a regular-grade gasoline (91 research octane number) at 1,200 rpm, 4.3 bar, and 3.0 nominal gross indicated mean effective pressure operating points with boost levels similar to those in a medium-duty diesel application. Authority of combustion phasing with main injection timing sweeps for HFS and second injection timing sweeps and fuel split sweeps for PFS are shown. In addition, this work is discussed in the context of previous findings with a light-duty diesel platform, and next steps and future direction for this work are presented.
33 ADVANCED PROPULSION SYSTEMS↗
Supercharged two-cycle engines employing novel single element reciprocating shuttle inlet valve mechanisms and with a variable compression ratio
This invention relates to novel reciprocating shuttle inlet valves, effective with every type of two-cycle engine, from small high-speed single cylinder model engines, to large low-speed multiple cylinder engines, employing spark or compression ignition. Also permitting the elimination of out-of-phase piston arrangements to control scavenging and supercharging of opposed-piston engines. The reciprocating shuttle inlet valve (32) and its operating mechanism (34) is constructed as a single and simple uncomplicated member, in combination with the lost-motion abutments, (46) and (48), formed in a piston skirt, obviating the need for any complex mechanisms or auxiliary drives, unaffected by heat, friction, wear or inertial forces. The reciprocating shuttle inlet valve retains the simplicity and advantages of two-cycle engines, while permitting an increase in volumetric efficiency and performance, thereby increasing the range of usefulness of two-cycle engines into many areas that are now dominated by the four-cycle engine.
Wiesen, Bernard↗
Evaluation of heat engine for hybrid vehicle application
The status of ongoing heat-engine developments, including spark-ignition, compression-ignition, internal-combustion, and external-combustion engines is presented. The potential of engine concepts under consideration for hybrid vehicle use is evaluated, using self-imposed criteria for selection. The deficiencies of the engines currently being evaluated in hybrid vehicles are discussed. Focus is on recent research with two-stroke, rotary, and free-piston engines. It is concluded that these engine concepts have the most promising potential for future application in hybrid vehicles. Recommendations are made for analysis and experimentation to evaluate stop-start and transient emission behavior of recommended engine concepts.
Schneider, H. W.↗
Auto-Ignition and Reaction Front Dynamics in Mixtures With Temperature and Concentration Stratification
Not Available
42 ENGINEERING↗
High Speed Data Acquisition for Real Time Feedback in a Light Duty Engine Combustion-Mode Switching Application
The paper describes the integration of a high-speed data acquisition and diagnostics controller used in an advanced engine platform. The controller enables ultra-low emissions and new benchmarks of engine efficiency while running a Gasoline Compression Ignition (GCI) cycle on a 2.2L, 4-cylinder engine. The system enables real-time combustion feedback and vibration analysis in engines. The paper focuses on: (1) the development of an interpolative sampling algorithm for transposition of time acquired data to the crank angle domain using a production crank sensor (60-2 tooth wheel); (2) the control unit, high-speed data acquisition, communication rates between the dedicated data acquisition and base controller to ensure cycle-to-cycle feedback; and, (3) validation exercises using cylinder pressure measurements. Here, the study shows how the algorithm resolves cylinder pressure information over an engine cycle, validating its robustness across acquisition rates of 50 and 200 kHz, with crank angle resolutions of 0.5° and 0.1°. Results show that the 50 kHz, 0.5° hardware yield combustion phasing and torque estimates within 0.1° and 1% torque of those attained with the 200 kHz, 0.1° hardware. Finally, study shows the dedicated controller and communication speeds allow for next-cycle fuel injection correction for speeds above 5000 rpm.
42 ENGINEERING↗
A novel machine learning-based optimization algorithm (ActivO) for accelerating simulation-driven engine design
A novel design optimization approach (ActivO) that employs an ensemble of machine learning algorithms is presented. The proposed approach is a surrogate-based scheme, where the predictions of a weak leaner and a strong learner are utilized within an active learning loop. The weak learner is used to identify promising regions within the design space to explore, while the strong learner is used to determine the exact location of the optimum within promising regions. For each design iteration, exploration is done by randomly selecting evaluation points within regions where the weak learner-predicted fitness is high. The global optimum obtained by using the strong learner as a surrogate is also evaluated to enable rapid convergence once the most promising region has been identified. First, the performance of ActivO was compared against five other optimizers on a cosine mixture function with 25 local optima and one global optimum. In the second problem, the objective was to minimize indicated specific fuel consumption of a compression-ignition internal combustion (IC) engine while adhering to desired constraints associated with in-cylinder pressure and emissions. In this work, the efficacy of the proposed approach is compared to that of a genetic algorithm, which is widely used within the internal combustion engine community for engine optimization, showing that ActivO reduces the number of function evaluations needed to reach the global optimum, and thereby time-to-design by 80%. Furthermore, the optimization of engine design parameters leads to savings of around 1.9% in energy consumption, while maintaining operability and acceptable pollutant emissions.
97 MATHEMATICS AND COMPUTING↗
Combustion characteristics and detailed simulations of surrogates for a Tier II gasoline certification fuel
An experimental and numerical study of combustion of a gasoline certification fuel (‘indolene’), and four (S4) and five (S5) component surrogates for it, is reported for the configurations of an isolated droplet burning with near spherical symmetry in the standard atmosphere, and a single cylinder engine designed for advanced compression ignition of pre-vaporized fuel. The intent was to compare performance of the surrogate for these different combustion configurations and to assess the broader applicability of the kinetic mechanism and property database for the simulations. A kinetic mechanism comprised of 297 species and 16,797 reactions was used in the simulations that included soot formation and evolution, and accounted for unsteady transport, liquid diffusion inside the droplet, radiative heat transfer, and variable properties. The droplet data showed a clear preference for the S5 surrogate in terms of burning rate. The simulations showed generally very good agreement with measured droplet, flame, and soot shell diameters. Measurements of combustion timing, in-cylinder pressure, and mass-averaged gas temperature were also well predicted with a slight preference for the S5 surrogate. Preferential vaporization was not evidenced from the evolution of droplet diameter but was clearly revealed in simulations of the evolution of mixture fractions inside the droplets. Here, the influence of initial droplet diameter (D o ) on droplet burning was strong, with S5 burning rates decreasing with increasing D o due to increasing radiation losses from the flame. Flame extinction was predicted for D o =3.0 mm as a radiative loss mechanism but not predicted for smaller D o for the conditions of the simulations.
42 ENGINEERING↗
Combustion characteristics and detailed simulations of surrogates for a Tier II gasoline certification fuel
An experimental and numerical study of combustion of a gasoline certification fuel (‘indolene’), and four (S4) and five (S5) component surrogates for it, is reported for the configurations of an isolated droplet burning with near spherical symmetry in the standard atmosphere, and a single cylinder engine designed for advanced compression ignition of pre-vaporized fuel. The intent was to compare performance of the surrogate for these different combustion configurations and to assess the broader applicability of the kinetic mechanism and property database for the simulations. A kinetic mechanism comprised of 297 species and 16797 reactions was used in the simulations that included soot chemistry and accounted for unsteady transport, liquid diffusion inside the droplet, radiative heat transfer, and variable properties. The droplet data showed a clear preference for the S5 surrogate in terms of burning rate. The simulations showed generally very good agreement with measured droplet, flame, and soot shell diameters. Measurements of combustion timing, in-cylinder pressure, and mass-averaged gas temperature were also well predicted with a slight preference for the S5 surrogate. Preferential vaporization was not evidenced from the evolution of droplet diameter but was clearly revealed in simulations of the evolution of mixture fractions inside the droplets. The influence of initial droplet diameter (Do) on droplet burning was strong, with S5 burning rates decreasing with increasing Do due to increasing radiation losses from the flame. Flame extinction was predicted for Do =3.0 mm as a radiative loss mechanism but not predicted for smaller Do for the conditions of the simulations.
Guo, Songtao↗
Combustion, criteria pollutant and soot property assessment of mixing-controlled high-load engine operation with gasoline and diesel
Gasoline compression ignition (GCI) is an emerging technology that can achieve high fuel efficiency and low criteria emissions in diesel engine platforms using gasoline and gasoline-like fuels. While low- and mid-range loads are enabled with low temperature combustion (LTC) approaches, high-loads are more efficient with high temperature combustion (HTC) requiring mixing-controlled combustion (MCC). Lower soot emissions are achieved with gasoline even in high-load MCC than with diesel, but detailed soot properties from gasoline and diesel have been rarely discussed. In order to better understand how high-load operations affect soot properties, in this study gasoline and diesel were tested in a six-cylinder heavy duty engine at 14 bar brake mean effective pressure (BMEP) at similar combustion phasing. Effects of pilot mass ratio and EGR on heat release rates, cylinder temperatures, ignition delay (ID) and combustion duration (CD) were examined, relating with emissions variations with applications of the two fuels. Soot mass and particle number emissions were slightly lower with gasoline than with diesel, resulting in a more favorable NOx-soot trade-off with gasoline like other reports. Contrary to other findings in the literature, gasoline and diesel soot samples presented similar particle distribution shapes, carbon crystalline structures and primary particle sizes, regardless of fuel type and EGR rate. Consequently, the current result proposes that soot particles have undergone similar soot formation and oxidation processes despite reactivity difference and oxygen availability under the examined high-load MCC with similar combustion phases.
02 PETROLEUM↗
Interrelation of exhaust-gas constituents
This report presents the results of an investigation conducted to determine the interrelation of the constituents of the exhaust gases of internal-combustion engines and the effect of engine performance on these relations. Six single-cylinder, liquid-cooled tests engines and one 9-cylinder radial air-cooled engine were tested. Various types of combustion chambers were used and the engines were operated at compression ratios from 5.1 to 7.0 using spark ignition and from 13.5 to 15.6 using compression ignition. The investigation covered a range of engine speeds from 1,500 to 2,100 r.p.m. The fuels used were two grades of aviation gasoline, auto diesel fuel, and laboratory diesel fuel. Power, friction, and fuel-consumption data were obtained from the single-cylinder engines at the same time that the exhaust-gas samples were collected.
Gerrish, Harold C↗