24 research outputs found
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Combustion characteristics and in-cylinder process of CAI combustion with alcohol fuels
This thesis was submitted for the degree of Doctor of Philosophy and awarded by Brunel University.Controlled auto-ignition (CAI) combustion in the gasoline engine has been extensively studied in the last several years due to its potential for simultaneous improvement in fuel consumption and exhaust emissions. At the same time, there has been increasing interest in the use of alternative fuels in order to reduce reliance on conventional fossil fuels. Therefore, this study has been carried out to investigate the effect of alcohol fuels on the combustion characteristics and in-cylinder processes of CAI combustion in a single cylinder gasoline engine.
In order to study the effect of alcohol fuels, combustion characteristics were
investigated by heat releases analysis in the first part. The combustion process was
studied through flame structure and excited molecule by chemiluminescence imaging.
Furthermore, in-cylinder gas composition was analysis by GC-MS to identify the auto-ignition reactions involved in the CAI combustion. In addition, the influence of
spark-assisted ignition and injection timings were also studied.
Alcohol fuels, in particular methanol, resulted in advanced auto-ignition and faster
combustion than that of gasoline. In addition, their use could lead to substantially lower HC, NOX and CO exhaust emissions. Spark-assisted ignition assisted gasoline combustion by advancing ignition timing and initiating flame kernel at the centre of combustion chamber but it had marginal effect on alcohol fuels. Auto-ignition always took place at the perimeter of the chamber and occurred earlier with alcohol fuels. Fuel reforming reactions during the NVO period were observed and they had significant effect on alcohol combustion
Influences of Aging and Inflation Pressure on Stiffness and Absorbed Energy of a Passenger Car Radial Tire
The objective of this study is to investigate the influences of aging and inflation pressure on the stiffness and absorbed energy of radial tires. By quasi-static compression test, new and 50,000-km used tires were determined for acting force and corresponding displacement. Between the 172.4 kPa and 241.3 kPa inflation pressure range for the new tire, the load was linearly increased with displacement. The absorbed energy was non-linear increasing with the displacement. The trend of the accumulative absorbed energy was increased when inflated the tire pressure. For both new and used tires, the stiffness and the absorbed energy were linearly increasing with the inflation pressure. The used tire was harder than the new tire observed by the higher tire stiffness and can be absorbed greater energy. At the rated inflation pressure of 220.6 kPa, after 50,000 km usage, the tire was intensified by 2.62% in terms of stiffness and by 2.22% in terms of energy absorbed. On average, over the inflation pressure in the range of 172.4 kPa to 241.3 kPa, the stiffness and absorbed energy were by 3.22 % and 2.98 % increase for the aging tire compared to the base new tire.Keywords: car; energy; passenger; stiffness; suspension; tir
Effect of Injection Pressure and Timing of the Ternary Blends (Ethanol-Biodiesel-Diesel) on Combustion Characteristics
This research studies the combustion characteristics of a compression ignition engine when using ternary blends (ethanol-biodiesel-diesel). Because ethanol is renewable energy and can lower exhaust emissions, it is interesting to use in a diesel engine. With less effort to prepare the fuel and apply it in the engine, the blending technique is used in this research. However, phase separation readily occurs as the percentage of ethanol increases and at the low ambient temperature. Fortunately, biodiesel has been used commercially as a blend and can act as a surfactant to keep the phase stable. To comply with the market, the blend ratio used is B3E5, B7E5, and B10E10, where B stands for biodiesel, E is ethanol, and the numeric presents the percent of each fuel by volume. In addition, diesel adding 3 percent biodiesel as a lubricity enhancer is used as the reference. Combustion features such as heat release rate, ignition delay, and mass fraction burned derived from in-cylinder pressure are experimented with through a single-cylinder common-rail diesel engine. The injection pressure varies from 500, 700, and 1000 bar, while injection timing adjusts from 335, 340, 345, 350, and 355°CA. With ethanol concentration, the ignition commences earlier than diesel B3 due to the puffing phenomena. However, adding more biodiesel content results in later ignition because of the difficulty of the fuel-air mixing process. The high content of ethanol and biodiesel yields the lengthiest ignition delay.Keywords: Ethanol; Biodiesel; Ternary blends; Diesoho
Preliminary Study of Hydrous Ethanol as a Fuel for a Spark Ignition Engine on Performance and Combustion
AbstractFuel crisis during the last few decades has encouraged the use of alternative fuels available in Thailand. Recently, the government has issued a renewable energy plan to increase ethanol production. This has emboldened ethanol to be used as a fuel for transportation. Initially, anhydrous ethanol has been blended with gasoline in different amounts for the current spark ignition (SI) engines. However, the anhydrous ethanol production needs water removal at a cost. Therefore, the use of hydrous ethanol in a SI engine is a choice to promote the policy and also save energy for ethanol production. To investigate the engine performance and combustion characteristics, this work studies the effects on an unmodified 4-cylinder port fuel injection Honda engine fuelled with gasohol (E10), anhydrous ethanol (E100) and hydrous ethanol (5% water content, Eh95). The hydrous ethanol fuelled engine can operate on low to mid loads with lower performance than that of gasohol. E100 and Eh95 consume more fuel than E10. Thermal efficiencies from both ethanol combustions are lower than those of gasohol, especially at low load. Hydrous ethanol combustion shows the lowest maximum pressure and heat release rate among the others. It is suggested that the possibility to calibrate for better engine performance and emission can be achieved
āļāļīāļāļāļīāļāļĨāļāļāļāļāđāļģāļĄāļąāļāđāļāļāļāļīāļāļāļĩāđāđāļāđāđāļāđāļāđāļāļ·āđāļāđāļāļĨāļīāļāļĢāđāļ§āļĄāđāļāđāļāļĢāļ·āđāļāļāļĒāļāļāđāļāļļāļāļĢāļ°āđāļāļīāļāļāđāļ§āļĒāļāļēāļĢāļāļąāļ Influence of Gasoline Dual Fuel on a Compression Ignition Engine
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This study investigated the effects of gasoline as the dual fuel on the performance, efficiency, exhaust gas emission and combustion characteristic of a compression ignition engine. A single-cylinder diesel engine had been used throughout the experiment. Diesel fuel was injected directly into the combustion chamber by means of the electronic high-pressure common rail injection system while gasoline (10, 20, 30, 40, 50 and 60 % by energy) was injected into the intake port by a port fuel injection at 3 bars. Gasoline was allowed to evaporate and mix with the air homogeneously before entering into the chamber. Conventional diesel combustion was also tested for the reference. The results found that when using gasoline dual-fuel torque, power, brake mean effective pressure and thermal efficiency increase with the percentage of gasoline. However, with the higher amount of gasoline ratio the performance and efficiency decrease. Finally, the knock has occurred. For exhaust emissions, a small amount of gasoline could reduce CO, THC, NOX and soot simultaneously. Combustion characteristic indicated the short ignition delay and the higher heat release rate during the premixed combustion period when gasoline dual fuel was applied in the diesel engine.KeywordsāļāļēāļĢāđāļāđāđāļāļ·āđāļāđāļāļĨāļīāļāļĢāđāļ§āļĄ;Â āļāđāļģāļĄāļąāļāđāļāļāļāļīāļ;Â āļāđāļģāļĄāļąāļāļāļĩāđāļāļĨ;Â āļāļļāļāļĨāļąāļāļĐāļāļ°āļāļēāļĢāđāļāļēāđāļŦāļĄāđDual fuel; Gasoline; Diesel; Combustion characteristi
Thermal and chemical effects of fuel direct injection on kinetically controlled combustion of alcohol and gasoline fuels
āļāļ§āļēāļĄāļŠāļēāļĄāļēāļĢāļāđāļāļāļēāļĢāļŠāļāļēāļĢāđāļāļāļāļāļāļ°āļāļīāđāļāļ-āļāļīāļ§āļāļēāļāļāļĨ-āđāļāļāļēāļāļāļĨāļāļŠāļĄāļāļĩāđāļāļĨāđāļāđāļāđāļāļ·āđāļāđāļāļĨāļīāļāļŠāļģāļŦāļĢāļąāļāđāļāļĢāļ·āđāļāļāļĒāļāļāđāļāļĩāđāļāļĨāļĢāļ°āļāļāļāļĩāļāđāļāļ·āđāļāđāļāļĨāļīāļāđāļāļāļāļāļĄāļĄāļāļāđāļĢāļĨ The Engine Start Ability of Acetone-Butanol-Ethanol Blended Diesel Fuel for a Common Rail Diesel Engine
āļāļēāļĢāļāļģ āļāļ°āļāļīāđāļāļ-āļāļīāļ§āļāļēāļāļāļĨ-āđāļāļāļēāļāļāļĨ āļŦāļĢāļ·āļ ABE āļāļŠāļĄāļāļąāļāļāđāļģāļĄāļąāļāļāļĩāđāļāļĨāđāļāļŠāļąāļāļŠāđāļ§āļāļĢāđāļāļĒāļĨāļ° 20 (ABE20) āļĄāļĩāļĻāļąāļāļĒāļ āļēāļāđāļāļāļēāļĢāđāļāđāļāđāļāļ·āđāļāđāļāļĨāļīāļāļāļāđāļāļāļāđāļģāļĄāļąāļāļāļĩāđāļāļĨ āđāļāļ·āđāļāļāļāļēāļāļŠāļēāļĄāļēāļĢāļāļāļģāđāļāđāļāđāđāļāđāļāļĢāļ·āđāļāļāļĒāļāļāđāļāļĩāđāļāļĨāļāļĩāđāđāļĄāđāļĄāļĩāļāļēāļĢāļāļąāļāđāļāļĨāļāđāļāđāđāļāļĒāļĄāļĩāļāļĨāļāđāļāļŠāļĄāļĢāļĢāļāļāļ°āļāļāļāđāļāļĢāļ·āđāļāļāļĒāļāļāđ āļāļēāļĢāđāļāļēāđāļŦāļĄāđ āđāļĨāļ°āļāļēāļĢāļāļĨāļāļāļĨāđāļāļĒāļĄāļĨāļāļīāļĐāļāļĩāđāđāļāļāļāđāļēāļāļāļēāļāļāļĩāđāļāļĨāđāļāļĩāļĒāļāđāļĨāđāļāļāđāļāļĒ āļāļĨāļāļāļāļāļĄāļĩāđāļŠāļāļĩāļĒāļĢāļ āļēāļāđāļāļāļēāļĢāļāļģāļāļēāļāđāļĄāđāđāļāļāļāđāļēāļāļāļēāļāļāđāļģāļĄāļąāļāļāļĩāđāļāļĨ āļāļĒāđāļēāļāđāļĢāļāđāļāļēāļĄ āļāļēāļĢāļĄāļĩāļŠāđāļ§āļāļāļĢāļ°āļāļāļāļāļāļāđāļāļĨāļāļāļŪāļāļĨāđāđāļ ABE20 āļŠāđāļāļāļĨāļāđāļāļāļ§āļēāļĄāļŠāļēāļĄāļēāļĢāļāđāļāļāļēāļĢāļāļļāļāļĢāļ°āđāļāļīāļāļāļĩāđāļĨāļāļĨāļāļāļĒāđāļēāļāļĄāļĩāļāļąāļĒāļŠāļģāļāļąāļāđāļĄāļ·āđāļāđāļāļĢāļĩāļĒāļāđāļāļĩāļĒāļāļāļąāļāļāđāļģāļĄāļąāļāļāļĩāđāļāļĨ āļāļĩāļāļāļąāđāļāļĄāļĩāļāđāļēāļāļ§āļēāļĄāļĢāđāļāļāđāļāļāđāļāļāļēāļĢāļāļĨāļēāļĒāđāļāđāļāđāļāļāļĩāđāļŠāļđāļāļāļ§āđāļēāļāđāļģāļĄāļąāļāļāļĩāđāļāļĨ āļāļķāļāļŠāđāļāļāļĨāļāđāļāļāļ§āļēāļĄāļŠāļēāļĄāļēāļĢāļāđāļāļāļēāļĢāļŠāļāļēāļĢāđāļāđāļāļĢāļ·āđāļāļāļĒāļāļāđ āļāļąāļāļāļąāđāļ āļāļēāļāļ§āļīāļāļąāļĒāļāļĩāđāļāļķāļāļĄāļĩāļ§āļąāļāļāļļāļāļĢāļ°āļŠāļāļāđāđāļāļ·āđāļāļāļĢāļ°āđāļĄāļīāļāļāļ§āļēāļĄāļŠāļēāļĄāļēāļĢāļāđāļāļāļēāļĢāļŠāļāļēāļĢāđāļāđāļāļĢāļ·āđāļāļāļĒāļāļāđāđāļĄāļ·āđāļāđāļāđ ABE20 āđāļāđāļāđāļāļ·āđāļāđāļāļĨāļīāļāļāļĩāđāļāļļāļāļŦāļ āļđāļĄāļīāļŦāđāļāļāļāļāļŠāļāļāļāđāļēāļāļāļąāļāđāļāđāļāļĢāļ·āđāļāļāļĒāļāļāđāļāļĩāđāļāļĨāļāļĩāđāļĄāļĩāļĢāļ°āļāļāļāļĩāļāđāļāļ·āđāļāđāļāļĨāļīāļāđāļāļāļāļāļĄāļĄāļāļāđāļĢāļĨ āđāļĨāļ°āļāļĢāļ§āļāļŠāļāļāļāļ§āļēāļĄāļŠāļīāđāļāđāļāļĨāļ·āļāļāđāļāļ·āđāļāđāļāļĨāļīāļāļāļāļ°āļāļģāļāļēāļĢāļŠāļāļēāļĢāđāļāđāļĨāļ°āđāļāļīāļāđāļāļēāļāđāļāđāļāļ·āđāļāļ 60 āļ§āļīāļāļēāļāļĩ āļāļēāļāļāļĨāļāļēāļĢāļāļāļŠāļāļāļāļāļ§āđāļē ABE20 āđāļāđāļĢāļ°āļĒāļ°āđāļ§āļĨāļēāđāļāļāļēāļĢāļŠāļāļēāļĢāđāļāļĒāļēāļ§āļāļēāļāļāļ§āđāļēāļāļĩāđāļāļĨāđāļāļāļļāļāļŠāļ āļēāļ§āļ°āļāļēāļĢāļāļāļŠāļāļāđāļĨāļ°āļĄāļĩāļāļēāļĢāļāļĢāļīāđāļ āļāđāļāļ·āđāļāđāļāļĨāļīāļāļāļĩāđāļĄāļēāļāļāļ§āđāļēāļāļĩāđāļāļĨ āļāļĒāđāļēāļāđāļĢāļāđāļāļēāļĄ āđāļĄāļ·āđāļāļĨāļāļāļļāļāļŦāļ āļđāļĄāļīāļŦāđāļāļāļāļāļŠāļāļāļĨāļ 10 āļāļāļĻāļēāđāļāļĨāđāļāļĩāļĒāļŠ ABE20 āļŠāđāļāļāļĨāļāļĢāļ°āļāļāļāđāļāļāļ§āļēāļĄāļŠāļēāļĄāļēāļĢāļāđāļāļāļēāļĢāļŠāļāļēāļĢāđāļāđāļāļĢāļ·āđāļāļāļĒāļāļāđāđāļĨāđāļāļāđāļāļĒāđāļāđāđāļĄāđāļŠāđāļāļāļĨāļāļĢāļ°āļāļāļāđāļāļāļ§āļēāļĄāļŠāļīāđāļāđāļāļĨāļ·āļāļāđāļāļ·āđāļāđāļāļĨāļīāļAcetone-Butanol-Ethanol (ABE) blended with diesel fuel in 20% by volume (ABE20) has been a promising alternative fuel for replacing diesel fuel. Consequently, it can be used in the unmodified diesel engine with slight effects on engine performance, combustion, and emissions, presenting stability during engine operation similar to diesel. However, ABE20 is composed of alcohol, presenting the low auto-ignition ability and high latent heat of vaporization compared to diesel fuel. These can affect the engine start ability. Therefore, this work aims to evaluate the engine start ability of ABE20 on a common rail diesel engine in different testing room temperatures and to investigate the fuel consumption during the period of engine start and continuously idling in 60 seconds. The experimental results show that ABE20 presented the engine start timing longer than diesel fuel for all testing conditions and its fuel consumption was higher than diesel fuel. However, the reduction of ambient temperature by 10°C insignificantly affected engine start ability but not for fuel consumption.Keywordsāļāļ°āļāļīāđāļāļ-āļāļīāļ§āļāļēāļāļāļĨ-āđāļāļāļēāļāļāļĨ; ABE20; āļāļĩāđāļāļĨ; āđāļāļĢāļ·āđāļāļāļĒāļāļāđāļāļĩāđāļāļĨ; āļāļ§āļēāļĄāļŠāļēāļĄāļēāļĢāļāđāļāļāļēāļĢāļŠāļāļēāļĢāđāļAcetone-Butanol-Ethanol; ABE20; Diesel; Diesel Engines; Engine Start Abilit