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6 AUTHORS, INCLUDING:
Haifeng Liu
Zunqing Zheng
Tianjin University
Tianjin University
SEE PROFILE
SEE PROFILE
Hu Wang
Mingfa Yao
Tianjin University
Tianjin University
SEE PROFILE
SEE PROFILE
Energy
journal homepage: www.elsevier.com/locate/energy
a r t i c l e i n f o
a b s t r a c t
Article history:
Received 31 December 2013
Received in revised form
24 June 2014
Accepted 16 July 2014
Available online 11 August 2014
The combustion and emissions of n-butanol/biodiesel dual-fuel injection were investigated on a diesel
engine based on experiments and simulations. n-Butanol was injected into the intake port, while soybean biodiesel was directly injected into the cylinder. Three different premixed ratios (rp) were investigated, including 80%, 85% and 90%. The injection timings of biodiesel were adjusted to keep the 50%
burn point (CA50) between 2 CA and 10 CA after top dead center for achieving stable operation. The
EGR (exhaust gas recirculation) rates were changed from 35% to 45%. Results demonstrate that the same
CA50 can be achieved by the early or late-injection of biodiesel. For both early- and late-injection, the
auto-ignition is triggered by the biodiesel reaction. Increasing premixed ratios can retard the combustion
phasing and reduce the pressure rise rate, while the indicated thermal efciency (ITE) reduces by about
0.6% as increasing rp to 90%. The early-injection has lower NOx emissions compared to the late-injection
due to lower combustion temperature. The soot emissions are comparable for both early- and lateinjection. With the increase of EGR, the NOx and soot emissions decrease, while the HC (hydrocarbons) and CO (carbon monoxide) emissions increase. The ITE reduces by 1e2% as increasing EGR to 45%.
2014 Elsevier Ltd. All rights reserved.
Keywords:
n-Butanol
Biodiesel
Dual-fuel injection
Combustion
Emissions
1. Introduction
Diesel engines are widely used in transportation, agriculture
and engineering machinery due to its reliability and high efciency.
However, they contribute signicantly to carbon dioxide and
harmful emissions and consume large amounts of fossil oil.
Therefore, the development of diesel engines faces the challenges
of energy and environment in the future. Advanced combustion
techniques and the application of biofuels are promising ways to
meet these challenges.
Biofuels derived from renewable resources are considered as the
sustainable alternative to conventional fossil fuels [1,2]. At present,
biodiesel is the primary alternative to diesel due to their similar fuel
properties [3]. Investigation on engine test demonstrated that
biodiesel-fueled engines could reduce emissions of hydrocarbons
(HC), carbon monoxide (CO) and particulate matter (PM), however
nitrogen oxides (NOx) emissions and the brake specic fuel consumption were increased slightly [4e6]. Meanwhile, the
742
investigated the opposite combination in fuel properties in dualfuel system, such as injecting high cetane number fuel at the
intake port followed by the direct-injection of a high octane
number fuel [56] or just using a single fuel of
gasolineegasoline DTBP (di-tert butyl peroxide cetane improver)
[57]. In these dual-fuel injection systems, it includes not only the
variation of fuel properties but also the variation of charge stratication as the injection timing is changed. The charge stratication
has been seen as an effective method to control the ignition timing
and extend the operating range [58,59]. Therefore, the dual-fuel
strategy consisting of port- and direct-injection has more advantages than those of single-fuel or dual-fuel port-injection owing to
the cooperated control of fuel properties and charge stratication.
In fact, the dual-fuel injection system has been widely studied in
conventional mechanical pump diesel engine using the portinjection methanol [60] or gasoline [61e63] or two-stroke cycle
engines [64] to reduce soot and NOx emissions and increase thermal efciency. For the current common-rail injection system, it can
offer exible injection strategies and thus form the needed charge
stratication. Therefore, the current dual-fuel system should have
more advantages than the conventional mechanical pump dualfuel system and the combustion and emission characteristics
need to be a new awareness in the current engine technology.
In previous studies, Chen et al. [65] investigated the effect of nbutanol volume fractions (0e65%) and EGR (exhaust gas recirculation) rates (15% and 45%) on combustion and emissions on a dualfuel system with port-injection of n-butanol and direct-injection of
diesel fuel. They found that n-butanol fractions and EGR have a
coupled impact on combustion process, and the dual-fuel system
could simultaneously reduce both NOx and soot emission to a very
low level. Soloiu et al. [66,67] investigated the effects of port fuel
injection of n-butanol and direct-injection of biodiesel on combustion and emissions at idling and low loads (<5 bar IMEP (indicated mean effective pressures)). They found that soot and NOx
emissions reduced by ~90% and ~50%, respectively, and clean idling
technology could be developed based on this dual-fuel system. In
the current study, the effects of different control parameters such as
n-butanol premixed ratios, injection timings, and EGR rates on
combustion, emissions and performance were investigated on a
dual-fuel system with port-injection of n-butanol and directinjection of diesel fuel. Meanwhile, a reduced chemical kinetic
model of n-butanol/biodiesel dual-fuel was coupled into the
computational uid dynamics (CFD) model to reveal the mechanism of combustion and emissions.
2. Experimental setup and methods
A six-cylinder diesel engine was modied to operate in one
cylinder only. This arrangement gave a robust and inexpensive
single-cylinder engine, but at the cost of the reliability of the brake
specic results. With a pressure transducer, the gross indicated
mean effective pressure during the compression and expansion
strokes only was calculated, which means that the effect of supercharging on the gas exchange process was absent. The detailed
specications are shown in Table 1. Fig. 1 illustrates the experimental setup. The intake air was provided by the external
compressor and air-conditioning system. The intake temperature
was kept at 25 C and intake absolute pressure was kept at
0.18 MPa. The rates of exhaust gas recirculation (EGR) were
controlled by adjusting the EGR valve and EGR rates were changed
from 35% to 45%. Under steady operating conditions, the EGR rate
was calculated by the concentrations of carbon dioxide in intake
and exhaust gas. The in-cylinder pressure was measured with a
pressure transducer (Kistler 6125B). A charge amplier (Kistler
5018 A1003) was connected with the pressure transducer to
743
Table 2
Fuel properties of gasoline, diesel, n-butanol, and biodiesel [16,20].
105 125 mm
1081.8 mL
2500 r/min
210 mm
4
16:1
1.6
Bowl in piston
61.6 mL
343 CA ATDC
133 CA BTDC
125 CA ATDC
343 CA BTDC
Molecular formula
Cetane number
Octane number
Oxygen content (wt. %)
Density (g/mL)
Auto-ignition
temperature ( C)
Flash point ( C) at
closed cup
Lower heating value
(MJ/kg)
Boiling point ( C)
Stoichiometric ratio
Latent heating (kJ/kg)
at 25 C
Viscosity (Pa s) at 20 C
Gasoline
Diesel
n-Butanol
Biodiesel
C4eC12
0e10
80e99
e
0.72e0.78
~300
C12eC25
40e55
20e30
e
0.82e0.86
~210
C4H9OH
25
96
21.6
0.81
385
C12eC24
47
e
10
0.885
363
45 to 38
65e88
35
166
42.7
42.5
33.1
37.5
25e215
14.7
380e500
180e370
14.3
270
117.7
11.21
582
262e359
12.5
200
0.5e0.6
2.8e5.0
3.64
4.11
(at 40 C)
.
soot 1 0:405 5:32 FSN e0:3062FSN 0:001
.
1:2929 Pi
mair mfuel
(1)
where FSN is the lter smoke number, mair and mfuel denote air and
fuel mass ow (kg/h), respectively, and Pi denotes indicated power
(kW).
In this study, all tests were conducted at the engine speed of
1500 r/min. The cooling water and lubricating oil temperature were
kept at 85 2 C and 95 2 C, respectively. Other uncertainties of
the measurement instruments have been shown in Table 4. At each
tested point, the engine was run for several minutes until the
controlled and measured parameters were stable. Then, the results
of combustion pressures, emissions and performance were recorded for the off-line analysis.
Table 3
Specications for port and common-rail injection system.
Port-injection
Direct-injection
Fig. 1. Engine setup. 1, Compressor; 2, bypass valve; 3, air ow meter; 4, air tank; 5,
intake cooler; 6, EGR valve; 7, EGR cooler; 8, one-way valve; 9, port injector; 10, direct
injector; 11, pressure transducer; 12, charge amplier; 13, encoder; 14, backpressure
valve; 15, smoke meter; 16, exhaust analyzer.
Number of holes
Included spray angle
Steady ow-rate
Injection pressure
Number of holes
Included spray angle
Hole diameter
Steady ow-rate at 100 bar
Injection pressure
Electronic control unit
4
15
700 mL/min
0.3 MPa
8
150
0.15 mm
500 mL/30 s
100 MPa
EDC7 (BOSCH)
744
Table 4
Uncertainties of the measurement instruments.
Instrument
Uncertainties
Resolution/
sensitivity
1 ppm
0.005 FSN 3% of
measured value
<1%
<1%
0.001 FSN
16 pC/bar
0.1 m3/h
<1%
1 kPa
0.01 kg/h
0.1 kPa
1 C
0.1 C
The reduced kinetic mechanism for n-butanol and polycyclic aromatic hydrocarbons (PAH) proposed by Wang et al. [34] was used in
the current study. Finally, the reduced dual-fuel kinetic mechanism
including 157 chemical species and 641 elementary reactions and
the detailed reduced process and validation can be found in
Ref. [70]. The turbulence model of RNG ke was used to simulate
the turbulent characteristics in the cylinder. Spray droplet breakup
was modeled by KelvineHelmholtz and RayleigheTaylor model.
For the emission's models, NOx emissions were simulated by a
reduced NOx mechanism that was derived from the Gas Research
Institute NO mechanism [71], while soot emissions were simulated
by a multi-step phenomenological soot model and the polycyclic
aromatic hydrocarbons were used as the soot precursor [72].
The geometry of combustion chamber and computational grids
used for the simulations are shown in Fig. 2. The fuel injector is
center-located and has eight holes. In order to improve the
computational efciency, a sector of 45 was calculated from intake
valve close to exhaust valve open. The cell numbers of the engine at
bottom dead center were about 9500. Fig. 3 shows the comparison
of cylinder pressure and heat release rate between experiment and
simulation at early-injection (30 CA ATDC) and late-injection
(9 CA ATDC). It can be seen that the CFD simulations can reproduce the experimental combustion pressures and heat release rates.
rp
Qp
m_ p LHVp
100%
Qt
m_ p LHVp m_ d LHVd 100%
(2)
where m_ is the fuel mass ow-rate and the unit is mg/cycle, and
LHV represents the lower heating value of the fuel and the unit is J/
mg. The subscripts p and d denote premixed and directly injected
fuel, respectively. The previous dual-fuel study has showed that
lower NOx and soot emissions were obtained at higher rp condition.
Meanwhile, a higher rp could also reduce the pressure rise rate,
which is benecial to extend the engine load [51]. Therefore, three
high premixed ratios, 80%, 85% and 90% were controlled, while the
EGR rate was kept at 35% in this part. It should be noted that the
corresponding premixed fuel mass ratios were 84%, 88% and 92%
due to the lower heating value of n-butanol, while the calculated rp
based on Eq. (2) were used in this work. The overall energy injected
per cycle was constant for different injection strategies and the
mass ow of total fuel was kept at 60 mg of equivalent biodiesel.
The equivalent biodiesel means that the mass ow of n-butanol in
the total fuel is converted to biodiesel mass ow according to the
lower heating value. The total mass ow of equivalent biodiesel can
be calculated using the following formula:
LHVp
m_ d
LHVd
(3)
The symbolic meaning and unit in Eq. (3) is the same as Eq. (2).
Accordingly, the direct-injection of biodiesel mass was 12 mg, 9 mg
and 6 mg. Due to the same energy input in each cycle, the indicated
mean effective pressures (IMEP) were roughly kept at 0.95 MPa
(56% load of the original engine) for tested cases.
Fig. 4 shows the effects of premixed ratios and injection timings
on the combustion phase, maximum pressure rise rate (MPRR) and
coefcient of variation (COV) in IMEP. The combustion phasing is
represented as the 50% burn point (CA50). The location of CA50
greatly inuences the performance, emissions, mechanical load of
diesel engines. In this study, the CA50 was controlled between 2 CA
and 10 CA after top dead center (ATDC) by varying injection timings. It can be seen that the CA50 is initially advanced, and then is
delayed as the injection timing retards. A same CA50 can be achieved by the early or late-injection of biodiesel, so the injection
strategy can be divided into early-injection and late-injection according to the different injection timings. The discontinuous curves
can be seen as the rp decreasing to 80e85%, which is due to the
limitation of MPRR. For example, as the injection timing is delayed
from 43 CA to 35 CA under the rp of 80%, the MPRR increases
from 0.4 to 1.0 MPa/ CA. For this experimental engine, the limitation
on the maximum allowable pressure rise rate is 1.0 MPa/ CA, beyond
which combustion tends to become knocky. Therefore, the higherpressure rise rate constrains the range of injection timings. However, as the injection timing is later than 10 CA ATDC, the MPRR is
lower than the limitation of 1.0 MPa/ CA again and the MPRR reduces with the delay of injection timing. The reduced pressure rise
rate should be attributed to the retard of CA50. With greater CA50
retard, the rate of expansion due to piston motion increases, which
results in the lower combustion temperature and the slowed pressure rise rate. However, even though retarding CA50 is an effective
method to reduce pressure rise rates and extend operating loads, the
retard of CA50 is limited by poor cycle-to-cycle stability. In this
study, as the CA50 is delayed over 10 CA ATDC, the COV increases
and results in potentially unstable combustion. This result is
745
Fig. 3. Comparison between the measured and computed cylinder pressure and heat release rate under early-injection (30 CA ATDC) and late-injection (9 CA ATDC). The
premixed ratio of n-butanol was 85% and the EGR rate was 35%.
consistent to the previous study which reported that the combustion phasing could not be retarded beyond 10e15 CA ATDC [41].
Therefore, to maintain the CA50 between 2 CA and 10 CA ATDC, the
injection timings of biodiesel are limited by the COV and MPRR for
this dual-fuel combustion system.
Fig. 5 shows the effects of injection timings on the in-cylinder
pressure, apparent heat release rate (AHRR), pressure rise rate
(PRR) and mean gas temperature. As to the early-injection, Fig. 5a
shows that the combustion process presents a single-stage high
temperature heat release (HTHR). For early-injection cases, the
kinetic simulation in Fig. 6a shows that biodiesel was not consumed
directly after injection. With the piston moving up, the in-cylinder
temperature and pressure increases and biodiesel fuel starts to be
consumed and the H2O2 starts to form at about 17 CA ATDC.
Subsequently, the mole fraction of biodiesel continually reduces
and is consumed completely at 2 CA ATDC. Meanwhile, the
obvious heat release can be seen in Fig. 5a and a large amount of OH
Fig. 4. The combustion phase, maximum pressure rise rate (MPRR), and coefcient of
variation (COV) under different premixed ratios and injection timings, the EGR rate
was kept at 35%. (a) Early-injection. (b) Late-injection.
-30 / 85%
320
240
160
80
0.8
0.4
0.0
-0.4
1600
1400
1200
1000
-15
-10
-5
10
15
20
800
30
25
10
-11 / 85%
400
-9 / 85%
320
-7 / 85%
240
160
80
0.8
Injection timing/ rp
-32.5 / 85%
12
0.4
0.0
-0.4
1600
1400
1200
1000
-15
-10
-5
10
15
20
800
30
25
(a) early-injection
400
-36 / 85%
Injection timing/ rp
10
12
746
(b) late-injection
Fig. 5. The in-cylinder pressure, heat release rate, pressure rise rate, and mean gas temperature under different injection timings, the EGR rate was kept at 35%. (a) Early-injection
(30 CA ATDC). (b) Late-injection (9 CA ATDC).
10
-2
10
-3
10
-4
MD
NB
OH
H2O2
-30
-20
-10
0 o 10
20
Crank Angle ( CA ATDC)
30
Mole fraction
Mole fraction
10
-2
10
-3
10
-4
MD
NB
OH
H2O2
-30
-20
-10
0
10
20
o
Crank Angle ( CA ATDC)
30
Fig. 6. The mole fractions of fuels, OH radical and H2O2 at different injection timings (MD, methyl decanoate; NB, n-butanol).
-7 / 85%
400
6
320
240
160
80
0.8
-7 / 90%
96
95
94
93
rp=80%
92
rp=85%
91
48.0
rp=90%
47.5
47.0
46.5
0.4
46.0
-0.4
1600
1400
1200
1000
-15
-10
-5
10
15
20
25
800
30
Fig. 7. The in-cylinder pressure, heat release rate, pressure rise rate, and mean gas
temperature under different premixed ratios, the EGR rate was kept at 35%.
45.5
-45
45.0
Fig. 9. The combustion efciency and indicated thermal efciency under different
premixed ratios and injection timings, the EGR rate was kept at 35%.
retard of combustion phasing and the lower combustion temperature. Compared to the late-injection, the early-injection can achieve lower NOx emissions, which is due to the fact that the more
homogeneous mixture formed in early-injection results in less local
high temperature zones as shown in Fig. 11. Furthermore, the
simulation results in Fig. 11 also show that the regions of high NOx
emissions are agreement with the high temperature zones.
Compared to early-injection, the late-injection has wider high
temperature zones in the cylinder and thus the higher NOx
emissions.
2.0
1.6
1.2
0.8
0.4
0.0
Injection timing / rp
10
rp=90%
-43 / 80%
o
-36 / 85%
320
240
160
80
12
0
Injection timing / rp
0.008
0.006
0.004
0.002
7
0.000
6
5
CA50=9.0 CA
10
0.010
Soot (g/kW.h)
400
-23 / 90%
-5 / 80%
4
3
-6 / 85%
o
-8 / 90%
400
6
320
240
160
80
-15
-10
-5
10
15
20
25
0
30
15
CO (g/kW h)
rp=85%
CA50=8.5 CA
rp=80%
HC (g/kW.h)
0.0
12
97
NOx (g/kW h)
-7 / 80%
10
Injection timing/rp
12
747
12
9
6
3
-5
Fig. 10. The NOx, soot, HC and CO emissions under different premixed ratios and injection timings, the EGR rate was kept at 35%. The equivalence ratio was approximately
0.478 at this case.
748
Fig. 11. The simulation results of NOx and temperature distribution in the cylinder at different injection timings of biodiesel.
The quite low soot emissions (<0.01 g/kW h) are achieved in this
study. This result can be attributed to the following reasons. On one
hand, the dual-fuel combustion system offers more homogeneous
mixture, which leads to the decrease of the local high temperature
and high equivalence ratio zones. On the other hand, the oxygen in
n-butanol and biodiesel can suppress the soot formation. The soot
emissions of late-injection are comparable with those of earlyinjection cases, although the late-injection has stronger charge
stratication. The simulation results of soot and equivalence ratio
distribution and soot formation and oxidation processes are shown
in Fig. 12. It can be seen that the early-injection has lower soot
formation due to the more homogeneous distribution of equivalence ratios. For the late-injection, it results in higher soot formation due to the more local fuel-rich regions. However, the higher
combustion temperature increases the soot oxidation under lateinjection case, which makes the soot emissions under lateinjection conditions quite low either.
Fig. 12. The simulation results of soot and equivalence ratio distribution in the cylinder and the soot formation and oxidation process at different injection timings of biodiesel.
749
36
30
24
18
12
EGR=35%
EGR=40%
EGR=45%
24
22
20
18
16
14
12
-45
10
42
Fig. 14. The ignition delay and combustion duration under different EGR rates and
injection timings, the premixed ratio was kept at 85%.
Fig. 13. The simulation results of CO distribution in the cylinder at different injection
timings of biodiesel.
97
96
95
94
93
EGR=35%
EGR=40%
EGR=45%
92
91
48.0
47.5
47.0
46.5
46.0
45.5
-45
45.0
In this section, the premixed ratio was kept at 85% and the total
equivalent biodiesel mass was also kept at 60 mg per cycle. The EGR
rates were changed from 35% to 45%. The CA50 was also controlled
between 2 CA and 10 CA ATDC. Fig. 14 shows the ignition delay
and combustion duration at different EGR rates and injection timings. At early-injection conditions, different EGR rates have little
effect on ignition delay, while EGR rates have larger effects on
ignition delay at late-injection conditions and higher EGR rates
result in the longer ignition delay. With the increase of EGR rates,
the combustion reaction rate reduces and the combustion duration
increases. Fig. 15 shows the combustion efciency and gross indicated thermal efciency (ITE). With the increase of EGR rates, the
combustion efciency reduces. Increased EGR rates results in the
decrease of combustion temperature and thus partial fuel cannot be
oxidized completely. The ITE is comparable for both 35% and 40%
EGR, while the ITE reduces by 1e2% as increasing EGR to 45%. On
one hand, the decreased combustion efciency results in the
decrease of ITE. On the other hand, the combustion duration is
prolonged under higher EGR rates as shown in Fig. 14, which reduces the degree of constant-volume combustion.
Fig. 16 shows the NOx, soot, HC, and CO emissions at different
EGR rates and injection timings. It can be seen that the NOx
Fig. 15. The combustion efciency and indicated thermal efciency under different
EGR rates and injection timings, the premixed ratio was kept at 85%.
2.0
1.6
1.2
0.8
0.4
0.0
EGR=35%
EGR=40%
EGR=45%
0.008
0.006
0.004
0.002
14
0.000
11
8
5
CO (g/kW h)
20
HC (g/kW.h)
Soot (g/kW.h)
0.010
NOx (g/kW h)
750
16
12
8
4
-45 -40 -35 -30 -25 -20 -15 -10
-5
10
8
6
4
2
0
14
13
12
11
10
9
Knocking point
0.03
0.02
NOx (g/kW h)
0.01
2.5
2.0
1.5
1.0
0.5
0.0
55
0.00
Soot (g/kW.h)
CA50 ( CA)
EGR=35%
EGR=40%
IMEP (bar)
60 65 70 75 80 85 90 95 100
Injection mass of total fuel (mg)
Fig. 17. Large load extension with higher fuel mass ow, the premixed ratio was xed
at 85%.
of the original engine. However, the NOx and soot emissions are
relatively higher at this knocking limit point compared to those of
lower fuel mass ow. If consider the emissions meanwhile, it can be
found that the mass ow at 90 mg has better results which the
IMEP can reach to 12.88 bar (76% load) and the soot and NOx
emission are 0.009 g/kW h and 0.88 g/kW h, respectively. At 35%
EGR, the largest achievable load is 12.19 bar (72% load) and the soot
and NOx emission is 0.016 g/kW h and 0.77 g/kW h, respectively.
Compared to the 35% EGR, the case at 40% EGR can endure a higher
fuel mass ow and keep the low soot emissions. This is due to the
higher EGR rates can prolong the ignition delay and improve the
mixing process. The NOx emissions are also affected by the combustion phasing. It can be seen that the case at 35% EGR has lower
NOx emissions than those of 40% EGR due to the retarding of CA50
at the same fuel mass ow.
Therefore, it can be concluded that the higher EGR rate has more
advantages on extending operating load and reducing NOx and soot
emissions, while the combustion efciency and indicated thermal
efciency decrease using higher EGR rate. Therefore, to obtain the
high efciency and clean combustion process, the cooperated
control is necessary among direct-injection timing, premixed ratio
and EGR rate.
5. Conclusions
The detailed combustion characteristics and emissions of nbutanol/biodiesel dual-fuel injection system were investigated on a
diesel engine based on experiments and simulations. n-Butanol
was injected into the intake port to form premixed charge, while
soybean biodiesel was directly injected into the cylinder. The
different premixed ratios (rp) and EGR rates were investigated. The
injection timings were adjusted to keep the 50% burn point (CA50)
between 2 CA and 10 CA after top dead center for achieving stable
operation. Several conclusions can be drawn from this study.
1. A same CA50 can be achieved by the early or late-injection of
biodiesel. For both early and late-injection, biodiesel is
consumed rstly and triggers the auto-ignition, then n-butanol
starts to take part in the reaction as biodiesel is nearly fully
consumed. As to the early-injection, the combustion process
presents a single-stage high temperature heat release (HTHR).
With the retard of injection timing, the ignition timing advances, the peak of in-cylinder pressure and pressure rise rate
(PRR) increase. As to the late-injection, the combustion process
presents a two-stage HTHR and the rst-state HTHR mainly
comes from the combustion of biodiesel fuel. With the retard of
injection timing, the ignition timing delays, the peak of incylinder pressure and PRR decrease. Increasing the premixed
ratios can retard the combustion phasing and reduce the cylinder pressure and PRR.
2. The combustion efciency and indicated thermal efciency (ITE)
increase rst and then decrease with the retard of injection
timing. The ITE is comparable for both 80% and 85% of rp, while
the ITE reduces by about 0.6% as increasing rp to 90%. The earlyinjection has a little higher ITE compared to the late-injection.
3. Very low NOx and soot emissions can be achieved simultaneously by the dual-fuel combustion system. The early-injection
has lower NOx emissions compared to the late-injection due to
the lower combustion temperature. The soot emissions are
comparable for both early- and late-injection. For earlyinjection, more homogeneous charge results in lower soot formation. For late-injection, more over-rich regions results in
higher soot formation, but the higher combustion temperature
promotes the soot oxidation. The higher premixed ratio leads to
the higher HC and CO emissions.
4. With the increase of EGR rates, the NOx and soot emissions
decrease, while the HC and CO emissions increase. The ITE is
comparable for both 35% and 40% EGR, while the ITE reduces by
1e2% as increasing EGR to 45%. By controlling the combustion
phase and EGR rate, the engine load of 12.88 bar IMEP (76% load
of the original engine) can be achieved and keep quite low NOx
and soot emissions.
Acknowledgement
The authors would like to acknowledge the nancial supports
provided by National Natural Science Found of China (NSFC)
through its project of 51320105008 and 51206120.
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