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Research Papers: Gas Turbines: Combustion, Fuels, and Emissions

Enhancing Low-Temperature Combustion With Biodiesel Blending in a Diesel Engine at a Medium Load Condition

[+] Author and Article Information
Sunyoup Lee

Department of Engine Research,
Environmental and Energy Systems
Research Division,
Korea Institute of Machinery and Materials,
Daejeon 305-343, South Korea
e-mail: sunylee@kimm.re.kr

Seungmook Oh

Department of Engine Research,
Environmental and Energy Systems
Research Division,
Korea Institute of Machinery and Materials,
Daejeon 305-343, South Korea
e-mail: mook@kimm.re.kr

Junghwan Kim

Department of Engine Research,
Environmental and Energy Systems
Research Division,
Korea Institute of Machinery and Materials,
Daejeon 305-343, South Korea
e-mail: jkim77@kimm.re.kr

Duksang Kim

Advanced Combustion and Engine
Research Team,
Doosan Infracore, Inc.,
Yongin, Gyeonggi 448-795, South Korea
e-mail: duksang.kim@doosan.co.kr

1Corresponding author.

Contributed by the Combustion and Fuels Committee of ASME for publication in the JOURNAL OF ENGINEERING FOR GAS TURBINES AND POWER. Manuscript received June 13, 2015; final manuscript received September 3, 2015; published online October 28, 2015. Editor: David Wisler.

J. Eng. Gas Turbines Power 138(4), 041506 (Oct 28, 2015) (8 pages) Paper No: GTP-15-1203; doi: 10.1115/1.4031621 History: Received June 13, 2015; Revised September 03, 2015

The present study investigated the effects of biodiesel blending under a wide range of intake oxygen concentration levels in a diesel engine. This study attempted to identify the lowest biodiesel blending rate that achieves acceptable levels of nitric oxides (NOx), soot, and coefficient of variation in the indicated mean effective pressure (COVIMEP). Biodiesel blending was to be minimized in order to reduce the fuel penalty associated with the biodiesels lower caloric value (LCV). Engine experiments were performed in a 1 l single-cylinder diesel engine at an engine speed of 1400 rev/min under a medium load condition. The blend rate and intake oxygen concentration were varied independently of each other at a constant intake pressure of 200 kPa. The biodiesel blend rate varied from 0% (B000) to 100% biodiesel (B100) at a 20% increment. The intake oxygen level was adjusted from 8% to 19% by volume (vol. %) in order to embrace both conventional and low-temperature combustion (LTC) operations. A fixed injection duration of 788 ms at a fuel rail pressure of 160 MPa exhibited a gross indicated mean effective pressure (IMEP) between 750 kPa and 910 kPa, depending on the intake oxygen concentration. The experimental results indicated that the intake oxygen level had to be below 10 vol. % to achieve the indicated specific NOx (ISNOx) below 0.2 g/kW h with the B000 fuel. However, a substantial soot increase was exhibited at such a low intake oxygen level. Biodiesel blending reduced NOx until the blending rate reached 60% with reduced in-cylinder temperature due to lower total energy release. As a result, 60% biodiesel-blended diesel (B060) achieved NOx, soot, and COVIMEP of 0.2 g/kW h, 0.37 filter smoke number (FSN), and 0.5, respectively, at an intake oxygen concentration of 14 vol. %. The corresponding indicated thermal efficiency was 43.2%.

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Figures

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Fig. 12

Exhaust temperature ( °C) with respect to intake oxygen concentration and blend rate

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Fig. 13

Indicated thermal efficiency (%) with respect to intake oxygen concentration and blend rate

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Fig. 1

SOIc timing (aTDC) with respect to intake oxygen concentration and blend rate

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Fig. 2

IMEP (kPa) with respect to intake oxygen concentration and blend rate

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Fig. 3

Equivalence ratio with respect to intake oxygen concentration and EGR rate

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Fig. 4

In-cylinder pressure traces of all fuels at intake oxygen concentration of 15%

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Fig. 5

Apparent heat release traces of all fuels at intake oxygen concentration of 15%

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Fig. 6

In-cylinder pressure traces of B060 at all intake oxygen concentrations

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Fig. 7

Apparent heat release traces of B060 at all intake oxygen concentrations

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Fig. 8

CA05 (aTDC) with respect to intake oxygen concentration and blend rate

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Fig. 9

BD1050 (CA) with respect to intake oxygen concentration and blend rate

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Fig. 10

Ignition delay (CA) with respect to intake oxygen concentration and blend rate

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Fig. 11

Peak in-cylinder pressure (MPa) with respect to intake oxygen concentration and blend rate

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Fig. 14

Soot (FSN) with respect to intake oxygen concentration and blend rate

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Fig. 15

ISNOx (g/kW h) with respect to intake oxygen concentration and blend rate

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Fig. 16

ISHC (g/kW h) with respect to intake oxygen concentration and blend rate

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Fig. 17

ISCO (g/kW h) with respect to intake oxygen concentration and blend rate

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Fig. 18

COVIMEP with respect to intake oxygen concentration and blend rate

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Fig. 19

Acceptable levels of NOx and soot with respect to intake oxygen concentration and blend rate

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