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Research Papers: Fuel Combustion

Preliminary Investigation of Direct Injection Neat n-Butanol in a Diesel Engine

[+] Author and Article Information
Tadanori Yanai

Postdoctoral Fellow
Department of Mechanical, Automotive,
and Materials Engineering,
University of Windsor,
401 Sunset Avenue,
Windsor, ON N9B 3P4, Canada
e-mail: tyanai@uwindsor.ca

Xiaoye Han

Department of Mechanical, Automotive,
and Materials Engineering,
University of Windsor,
401 Sunset Avenue,
Windsor, ON N9B 3P4, Canada
e-mail: hanz@uwindsor.ca

Graham T. Reader

Department of Mechanical, Automotive,
and Materials Engineering,
University of Windsor,
401 Sunset Avenue,
Windsor, ON N9B 3P4, Canada
e-mail: greader@uwindsor.ca

Ming Zheng

Department of Mechanical, Automotive,
and Materials Engineering,
University of Windsor,
401 Sunset Avenue,
Windsor, ON N9B 3P4, Canada
e-mail: mzheng@uwindsor.ca

Jimi Tjong

Ford Motor Company of Canada Limited,
1 Quality Way,
Windsor, ON N9B 3P4, Canada
e-mail: jtjong@ford.com

Contributed by the Internal Combustion Engine Division of ASME for publication in the JOURNAL OF ENERGY RESOURCES TECHNOLOGY. Manuscript received March 13, 2014; final manuscript received August 27, 2014; published online September 30, 2014. Assoc. Editor: Stephen A. Ciatti.

J. Energy Resour. Technol 137(1), 012205 (Sep 30, 2014) (10 pages) Paper No: JERT-14-1077; doi: 10.1115/1.4028519 History: Received March 13, 2014; Revised August 27, 2014

The characteristics of combustion, emissions, and thermal efficiency of a diesel engine with direct injection (DI) neat n-butanol were investigated. The engine ran at a load of 6.5–8.0 bar indicated mean effective pressure (IMEP) at 1500 rpm engine speed and the injection pressure was controlled to 900 bar. The intake boost pressure, injection timing, and EGR rate were adjusted to investigate the engine performance. The tests demonstrated that neat n-butanol had the potential to achieve ultralow emissions. However, challenges related to reducing the pressure rise rate and improving the ignition controllability were identified.

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Figures

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Fig. 1

Schematic diagram of the experimental configuration

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Fig. 2

Comparison between diesel and neat n-butanol on combustion at same injection timing

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Fig. 3

Comparison between diesel and neat n-butanol on ignition delay and COVimep at same injection timing

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Fig. 4

Relationship between injection timing and COVimep, maximum cylinder pressure rise rate

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Fig. 5

Influence of injection timing on combustion at 20.5% intake O2

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Fig. 6

Effect of intake O2 concentration on combustion at −18 deg ATDC of injection timing

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Fig. 7

Influence of injection timing on ignition delay

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Fig. 8

Influence of injection timing on ignition timing

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Fig. 9

Combustion phasing change at 19.8% intake O2

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Fig. 10

Impact of injection timing on combustion duration

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Fig. 11

Impact of injection timing on emissions

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Fig. 12

Impact of injection timing on thermal efficiency

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Fig. 13

Impact of engine load on emissions

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Fig. 14

Impact of engine load on maximum cylinder pressure rise rate and Pmax

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Fig. 15

Effect of increasing EGR on emissions

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Fig. 16

Effect of increasing EGR on maximum cylinder pressure rise rate and Pmax

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Fig. 17

Effect of increasing EGR on combustion phasing

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