Optical study of flow and combustion in an HCCI engine with negative valve overlap

One of the most widely used methods to enable Homogeneous Charge Compression Ignition (HCCI) combustion is using negative valve overlapping to trap a sufficient quantity of hot residual gas. The characteristics of air motion with specially designed valve events having reduced valve lift and durations associated with HCCI engines and their effect on subsequent combustion are not yet fully understood. In addition, the ignition process and combustion development in such engines are very different from those in conventional spark-ignition or diesel compression ignition engines. Very little data has been reported concerning optical diagnostics of the flow and combustion in the engine using negative valve overlapping. This paper presents an experimental investigation into the in-cylinder flow characteristics and combustion development in an optical engine operating in HCCI combustion mode. PIV measurements have been taken under motored engine conditions to provide a quantitative flow characterisation of negative valve overlap in-cylinder flows. The ignition and combustion process was imaged using a high resolution charge coupled device (CCD) camera and the combustion imaging data was supplemented by simultaneously recorded in-cylinder pressure data which assisted the analysis of the images. It is found that the flow characteristics with negative valve overlapping are less stable and more valve event driven than typical spark ignition in-cylinder flows, while the combustion initiation locations are not uniformly distributed. © 2006 IOP Publishing Ltd

Combined hydrogen diesel combustion : an experimental investigation into the effects of hydrogen addition on the exhaust gas emissions, particulate matter size distribution and chemical composition

This investigation examines the effects of load, speed, exhaust gas recirculation (EGR) level and hydrogen addition level on the exhaust gas emissions, particulate matter size distribution and chemical composition. The experiments were performed on a 2.0 litre, 4 cylinder, direct injection engine. EGR levels were then varied from 0% to 40%. Hydrogen induction was varied between 0 and 10% vol. of the inlet charge. In the case of using hydrogen and EGR, the hydrogen replaced air. The load was varied from 0 to 5.4 bar BMEP at two engine speeds, 1500 rpm and 2500 rpm. For this investigation the carbon monoxide (CO), total unburnt hydrocarbons (THC), nitrogen oxides (NOX) and the filter smoke number (FSN) were all measured. The in-cylinder pressure was also captured to allow the heat release rate to be calculated and, therefore, the combustion to be analysed. A gravimetric analysis of the particulate matter size distribution was conducted using a nano-MOUDI. Finally, a GC-MS was used to determine the chemical composition of the THC emissions. The experimental data showed that although CO, FSN and THC increase with EGR, NOX emissions decrease. Inversely, CO, FSN and THC emissions decrease with hydrogen, but NOX increases. When hydrogen was introduced the peak cylinder pressure was increased, as was the maximum rate of in-cylinder pressure rise. The position of the peak cylinder pressure was delayed as hydrogen addition increased. This together with the obtained heat release patterns shows an increase in ignition delay, and a higher proportion of premixed combustion. The experimental work showed that the particulate matter size distribution was not dramatically altered by the addition of EGR, but the main peak was slightly shifted towards the nucleation mode with the addition of hydrogen. Hydrogen addition does not appear to have a large effect on the chemical composition of the THC, but does dramatically decrease the emissions.EThOS - Electronic Theses Online ServiceGBUnited Kingdo

Combined hydrogen diesel combustion : an experimental investigation into the effects of hydrogen addition on the exhaust gas emissions, particulate matter size distribution and chemical composition

This investigation examines the effects of load, speed, exhaust gas recirculation (EGR) level and hydrogen addition level on the exhaust gas emissions, particulate matter size distribution and chemical composition. The experiments were performed on a 2.0 litre, 4 cylinder, direct injection engine. EGR levels were then varied from 0% to 40%. Hydrogen induction was varied between 0 and 10% vol. of the inlet charge. In the case of using hydrogen and EGR, the hydrogen replaced air. The load was varied from 0 to 5.4 bar BMEP at two engine speeds, 1500 rpm and 2500 rpm. For this investigation the carbon monoxide (CO), total unburnt hydrocarbons (THC), nitrogen oxides (NOX) and the filter smoke number (FSN) were all measured. The in-cylinder pressure was also captured to allow the heat release rate to be calculated and, therefore, the combustion to be analysed. A gravimetric analysis of the particulate matter size distribution was conducted using a nano-MOUDI. Finally, a GC-MS was used to determine the chemical composition of the THC emissions. The experimental data showed that although CO, FSN and THC increase with EGR, NOX emissions decrease. Inversely, CO, FSN and THC emissions decrease with hydrogen, but NOX increases. When hydrogen was introduced the peak cylinder pressure was increased, as was the maximum rate of in-cylinder pressure rise. The position of the peak cylinder pressure was delayed as hydrogen addition increased. This together with the obtained heat release patterns shows an increase in ignition delay, and a higher proportion of premixed combustion. The experimental work showed that the particulate matter size distribution was not dramatically altered by the addition of EGR, but the main peak was slightly shifted towards the nucleation mode with the addition of hydrogen. Hydrogen addition does not appear to have a large effect on the chemical composition of the THC, but does dramatically decrease the emissions.EThOS - Electronic Theses Online ServiceGBUnited Kingdo

New laminar flame speed correlation for lean mixtures of hydrogen combustion with water addition under high pressure conditions

Hydrogen may become a substitute for liquid fossil fuels, contributing to greenhouse gas emissions reductions in internal combustion engines. Numerical simulations play a critical role in the advancement of these engines, with laminar flame speed being the main input. Experimental data of hydrogen flame speed at elevated pressures are scarce, due to the instability of the flames. Nonetheless, stable hydrogen flames can be predicted using chemical kinetics models. Moreover, the injection of water into the hydrogen fuelled engine could offer several benefits to engine combustion and emission performance, as it modulates the laminar flame speed within the combustion chamber and this effect has not been completely understood. Currently, no correlation exists to predict the laminar flame speed of hydrogen-air combustion with water addition under lean mixture engine operating conditions. In this study, we have extended the newly developed laminar flame speed correlation of hydrogen-air combustion to account for the effects of water addition under engine relevant conditions by using chemical kinetic laminar flame speed values. The laminar flame speed correlation was derived for pressures from 10 to 70 bar, temperatures from 400 to 800 K, equivalence ratios from 0.35 to 1 and water addition by mole from 0 to 20%. The hydrogen laminar flame speed correlation was expressed using polynomial forms with reduced order and number of terms with optimized values of coefficients. Additionally, a new exponential term was proposed to the power term α of the laminar flame speed correlation to capture the coupled effects of pressure and temperature on laminar flame speeds under engine-relevant lean burn water-diluted operating conditions

Investigation of Spray Angle Measurement Techniques

The in-cylinder fluid-dynamic processes of fuel injection and air entrainment influence the structure and shape of evolving fuel sprays, which can subsequently alter the ignition, combustion and pollutant formation processes in diesel engines. Different spray angle detection methods have been used in the literature to investigate the global and local spray characteristics. In this work, the five most widely used diesel spray angle detection methods were identified, and used to evaluate the characteristic features of each detection method: methods with a detection range based on the spray penetration length, methods with a fixed detection range in the near and far-field spray region, triangular-based methods, and methods based on averaging local data points. The sprays were acquired from our spray chamber and processed with different thresholding techniques to explore the differences between spray angle detection methods. All five methods generated a similar global trend of spray angle variation for temporally evolving sprays over the complete injection period. However, the actual spray angle values detected by each method were not always comparable. The differences in spray angle values between the different detection methods were larger during the early start of injection, and these differences systematically decreased as the spray approached a steady-state. The methods that detected the angle in the far-field demonstrated lower spatiotemporal variability when compared to the methods that detected the angle in the near-field. An assessment ofthecomparabilitybetweenangledetectionmethodswasmadeandtheoutcomeprovidesguidanceforthe selection of the spray angle detection method.Engineering and Physical Sciences Research Council in the UK (EPSRC

Computational analysis of an HCCI engine fuelled with hydrogen/hydrogen peroxide blends

Copyright © 2022 The Authors. In the current work, Chemkin Pro's HCCI numerical model is used in order to explore the feasibility of using hydrogen in a dual fuel concept where hydrogen peroxide acts as ignition promoter. The analysis focuses on the engine performance characteristics, the combustion phasing and NOx emissions. It is shown that the use of hydrogen/hydrogen peroxide at extremely fuel lean conditions (φeff = 0.1 − 0.4) results in significantly better performance characteristics (up to 60% increase of IMEP and 80% decrease of NOx) compared to the case of a preheated hydrogen/air mixture that aims to simulate the use of a glow plug. It is also shown that the addition of H2O2 up to 10% (per fuel volume) increases significantly the IMEP, power, torque, thermal efficiency (reaching values more than 60%) while also decreasing remarkably NOx emissions which will not require any exhaust after-treatment, for all engine speeds. The results presented herein are novel and promising, yet further research is required to demonstrate the feasibility of the proposed technology.EPSRC Network-H2 through Flexible Fund grant scheme with Grant No. RF080413 (NH2-006)

Experimental study of the effect of C8 oxygenates on sooting processes in high pressure spray flames

© 2020 The Authors. Oxygenated compounds have the ability to reduce soot emissions and to improve the combustion efficiency in engines. Most studies have focused on the soot reduction potential of shorter carbon chain oxygenates, whilst longer carbon chain oxygenates are still relatively unexplored. In this work, the soot reduction potential of long carbon chain oxygenates having similar thermo-physical and chemical properties to those of diesel have been studied, viz., 2-octanone (ketone), 1-octanol (alcohol), hexyl acetate (ester) and octanal (aldehyde). These oxygenates were injected at high pressure into a constant volume chamber maintained at high ambient temperature conditions, and their spray flames were investigated using a high-speed, two-colour pyrometry system. It was found that for the same injected fuel mass, the oxygenates reduced the overall soot when compared to diesel. Small differences in sooting tendencies were observed between different oxygenated moieties but these were smaller than those relative to diesel. The absence of aromatic groups and the presence of oxygen directly bonded to carbon atoms seemed to have a larger effect on soot reduction than the oxygenated functional group. The oxygenates altered the local oxygen equivalence ratio in the spray, influencing the soot formation and its distribution in the flame. Under the high pressure conditions studied, the average sooting tendency of the long carbon-chain oxygenates studied increased in the order of: ester< aldehyde ~ alcohol<ketone.Engineering and Physical Science Research Council (EPSRC

Evaluating the potential of a long carbon chain oxygenate (octanol) on soot reduction in diesel engines

Copyright © The Authors 2019. The automotive industries are facing challenges to meet stringent CO2 and air-quality regulations. One of the factors affecting emissions performance is the fuel’s chemical composition. The presence of oxygen in a fuel offers the potential to lower soot emissions, however, these oxygenates must be compatible with existing hardware and fuels. To this end, the combustion of a long carbon-chain oxygenate, 1-octanol, was studied. It was injected at high pressures into a constant volume chamber, and a high-speed, two-colour pyrometry system was used to evaluate the spatial and temporal variations of soot and temperature. A significant reduction of soot was obtained whilst the flame temperature remained similar to that for diesel.EPSR

Advanced Engine Flows and Combustion

The transport sector accounts for a significant part of carbon emissions worldwide, and so the need to mitigate the greenhouse effect of CO2 from fossil fuel combustion, and to reduce vehicle exhaust emissions has been the primary driver for developing cleaner and more efficient vehicle powertrains, and environmentally friendly fuels.  As alternatives to combustion engines have yet to overcome technical challenges to attain significant utilisation in the transport sector, piston-driven internal combustion engines and gas turbine aero-engines remain very attractive powertrain options due to their high thermal efficiency. Meanwhile, since the introduction of various emissions standards, that have forced the employment of various aftertreatment systems, the evolution of combustion process has been significant. Advanced combustion strategies have attempted to find in-chamber approaches to either meet these emission standards fully and thus avoid the need to use aftertreatment, or at the very least, to lower the performance demands required from aftertreatment systems and thus reducing their cost and complexity. While the main focus of combustion system development has been recently to lower emissions of CO2, there is also significant interest to lower nitric oxides (NOx) and particulate matter (PM) emissions and other harmful emissions

Design of the Organic Rankine Cycle for High-Efficiency Diesel Engines in Marine Applications

Data Availability Statement: Data available on request due to privacyCopyright © 2023 by the authors. Over the past few years, fuel prices have increased dramatically, and emissions regulations have become stricter in maritime applications. In order to take these factors into consideration, improvements in fuel consumption have become a mandatory factor and a main task of research and development departments in this area. Internal combustion engines (ICEs) can exploit only about 15–40% of chemical energy to produce work effectively, while most of the fuel energy is wasted through exhaust gases and coolant. Although there is a significant amount of wasted energy in thermal processes, the quality of that energy is low owing to its low temperature and provides limited potential for power generation consequently. Waste heat recovery (WHR) systems take advantage of the available waste heat for producing power by utilizing heat energy lost to the surroundings at no additional fuel costs. Among all available waste heat sources in the engine, exhaust gas is the most potent candidate for WHR due to its high level of exergy. Regarding WHR technologies, the well-known Rankine cycles are considered the most promising candidate for improving ICE thermal efficiency. This study is carried out for a six-cylinder marine diesel engine model operating with a WHR organic Rankine cycle (ORC) model that utilizes engine exhaust energy as input. Using expander inlet conditions in the ORC model, preliminary turbine design characteristics are calculated. For this mean-line model, a MATLAB code has been developed. In off-design expander analysis, performance maps are created for different speed and pressure ratios. Results are produced by integrating the polynomial correlations between all of these parameters into the ORC model. ORC efficiency varies in design and off-design conditions which are due to changes in expander input conditions and, consequently, net power output. In this study, ORC efficiency varies from a minimum of 6% to a maximum of 12.7%. ORC efficiency performance is also affected by certain variables such as the coolant flow rate, heat exchanger’s performance etc. It is calculated that with the increase of coolant flow rate, ORC efficiency increases due to the higher turbine work output that is made possible, and the condensing pressure decreases. It is calculated that ORC can improve engine Brake Specific Fuel Consumption (BSFC) from a minimum of 2.9% to a maximum of 5.1%, corresponding to different engine operating points. Thus, decreasing overall fuel consumption shows a positive effect on engine performance. It can also increase engine power output by up to 5.42% if so required for applications where this may be deemed necessary and where an appropriate mechanical connection is made between the engine shaft and the expander shaft. The ORC analysis uses a bespoke expander design methodology and couples it to an ORC design architecture method to provide an important methodology for high-efficiency marine diesel engine systems that can extend well beyond the marine sector and into the broader ORC WHR field and are applicable to many industries (as detailed in the Introduction section of this paper).This research received no external funding