Effect of Reformer Gas on HCCI Combustion- Part II: Low Octane Fuels
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1 Effect of Reformer Gas on HCCI Combustion- Part II: Low Octane Fuels Vahid Hosseini, and M David Checkel Mechanical Engineering University of Alberta, Edmonton, Canada project supported by Auto21 National Center of Excellence SAE World Congress 2007 Detroit, MI, USA April, (Monday April 16- Room D2-15)
2 Outline Introduction Low octane HCCI combustion, Research target and methodology, Reformer gas Experimental setup Definitions Experimental Results Operating region, pressure trace characteristics, heat release analysis Modeling Heat release, temperature, intermediate species Conclusions
3 Outline Introduction Low octane HCCI combustion, Research target and methodology, Reformer gas Experimental setup Definitions Experimental Results Operating region, pressure trace characteristics, heat release analysis Modeling Heat release, temperature, intermediate species Conclusions
4 Introduction HCCI combustion engine fueled with n-heptane n (1) Low-octane octane HCCI is easier to achieve and more practical than high octane fuel Double-stage ignition process happens in the engine time scale Varying EGR mainly controls ignition timing, while varying λ controls combustion duration* * Peng et al. SAE paper
5 Introduction Research target, methodology Control combustion timing of n-heptane n fueled HCCI engine independent of EGR and λ. Use blended dual-fuel concept, taking advantage of double-stage combustion and reaction inhibition Experimental work on a research engine, combustion diagnosis,, confirmation of results with a chemical kinetic model. Use the model to examine chemistry alteration. (2)
6 Introduction Reformer Gas (RG) RG is a light gas dominated by hydrogen and carbon monoxide It can be produced on-board by re-forming conventional fuels Current progress on fuel reformers is mainly aimed at fuel cell applications RG can be produced by partial oxidation, steam reforming or autothermal reforming Study used 75% H % CO as RG (3)
7 Outline Introduction Low octane HCCI combustion, Research target and methodology, Reformer gas Experimental setup Definitions Experimental Results Operating region, pressure trace characteristics, heat release analysis Modeling Heat release, temperature, intermediate species Conclusions
8 Experimental Setup Engine and Instrumentation (4) Throttle Heater T RG EGR P P Feedback to heater Air Fuel Constant T mixture Air Mass Flow Meter T T CFR Engine
9 Experimental Setup Operating Condition (5) The engine was not motored Steady state constant speed of 700 RPM Wide open throttle, natural aspiration Simulated RG mixture: H 2 (75%) and CO (25%) Other inert gases in RG compensated by EGR Electrical intake heater controlled to provide constant intake temperature AFTER fuel injection and EGR.
10 Outline Introduction Low octane HCCI combustion, Research target and methodology, Reformer gas Experimental setup Definitions Experimental Results Operating region, pressure trace characteristics, heat release analysis Modeling Heat release, temperature, intermediate species Conclusions
11 Definitions Engine operating parameters (6) λ was calculated based on the both fuel and reformer gas T intake is the temperature of the mixture entering the cylinder (air, fuel, RG, EGR) RG mass fraction (%) = 100 m& RG m& RG + m& fuel
12 Definitions Example of RG replacement effect (7) N=700 RPM, EGR=0%, WOT, Heptane, λ=2.0 RG mass fraction 0% 30% Heptane flow rate reduction 0% 23% Air flow reduction 0% 3% Energy flow reduction 0% 1%
13 Definitions Combustion Diagnosis Parameters Rate of heat release HTR max Gross cumulative heat release 90% GHR max GHR max (8) LTR max NTC CAD, atdc LTR timing HTR timing RHR=0 J/CAD Combustion Duration (CD) NTC 10% GHR max (SOC) CAD, atdc LTR: Low Temperature Reaction HTR: High Temperature Reaction NTC: Negative Temperature Coefficient SOC: Start of Combustion CD: Combustion Duration GHR: Gross Heat Release
14 Outline Introduction Low octane HCCI combustion, Research target and methodology, Reformer gas Experimental setup Definitions Experimental Results Operating region, pressure trace characteristics, heat release analysis Modeling Heat release, temperature, intermediate species Conclusions
15 Experimental Results RG effect on operating region boundaries (9) 2.4 RG addition at any fixed EGR rate pushed back the knock boundary toward richer mixture λ RG increase no RG added operating region n-heptane base fueled CR=9.5 Intake Temperature =100 o C N=700 RPM 1.2 RG-enriched operating region EGR (%)
16 Experimental Results RG effect on pressure characteristics (10) 8 48 Increasing RG fraction decreased maximum pressure and maximum rate of pressure rise n-heptane fueled CR=11.5 λ=1.24 ±0.02 EGR=40% cyl. max. pressure rate (bar/cad) (dp/dθ) max P max RG mass fraction (%) cyl. max. pressure (bar)
17 Experimental Results RG effect on heat release characteristics (11) Increasing RG prolonged NTC* and reduced 1 st to 2 nd rate of heat release ratio CR=11.5 λ=2.03 ±0.02 EGR=10% *NTC region is period between first-stage stage and second-stage stage (main) ignition. negative temp. coef., NTC (CAD) st /2 nd heat release ratio NTC RG mass fraction (%) LTR max to HTR max rate of heat release ratio (%)
18 Experimental Results RG effect on combustion characteristics (12) Increasing RG fraction retarded the main combustion and had no significant impact on combustion duration CR=11.5 λ=2.03 ±0.02 EGR=10% start of combustion, SOC (CAD, atdc) CD SOC RG mass fraction (%) combustion duration, CD (CAD)
19 Experimental Results RG effect on rate of heat release Increasing RG fraction retarded the main combustion and had no significant impact on combustion duration RG=0% RG=7% RG=10% RG=12% RG=20% (13) rate of heat release (J/CAD) CR=11.5 λ=1.24 ±0.02 EGR=40% EGR=40% CAD, atdc 0
20 Experimental Results RG effect on efficiencies (14) Increasing RG fraction slightly increased thermal efficiency and decreased combustion efficiency (This study does not take RG reforming efficiency and intake heater power into account ) combustion efficiency (%) thermal efficiency combustion efficiency thermal efficiency (%) CR=11.5 λ=2.03 ±0.02 EGR=10% RG mass fraction (%) 15
21 Outline Introduction Low octane HCCI combustion, Research target and methodology, Reformer gas Experimental setup Definitions Experimental Results Operating region, pressure trace characteristics, heat release analysis Modeling Heat release, temperature, intermediate species Conclusions
22 Modeling Chemical kinetic model *,** Single Zone Semi-reduced mechanism of 290 reactions and 57 species for n-heptane n *** SOC, LTR, and NTC timing is predicted precisely * Kongsereeparp et al, 2005, Fall Technical Conference of the ASME ICE Division, Ottawa, Canada ** Kongsereeparp et al,sae Pressure (bar) Experiment ChemComb-SZM rate of heat release (15) CAD, atdc *** Mechanisms by Dr. V Golovichev, Chalmers University of Technology,
23 Modeling RG effect on rate of heat release (16) With increasing RG replacement fraction, the model showed very similar effects to the engine experiments. CR=11.5 Intake temp =373 K N=700 RPM rate of heat release, RHR (J/CAD) RG = 0 % RG = 5 % RG = 10 % RG = 17 % RG = 23 % RG mass fraction increase λ= CAD,aTDC
24 Modeling (17) RG effect on end-of of-compression and combustion temperatures 860 Increasing RG fraction raises end-of of-compression temperature but lowers combustion temperature CR=11.5 Intake temp =373 K N=700 RPM λ=2.02 Temperature (K) RG mass fraction increase RG = 0 % RG = 5 % RG = 10 % RG = 17 % RG = 23 % CAD, atdc
25 Modeling Important intermediate species (18) OH appears at the main ignition stage and is present in combustion products. H 2 O 2 and CH 2 O appear at the first-stage stage ignition and disappear at the main ignition stage. OH, H 2 O 2, and CH 2 O mol fraction (mol/mol) H 2 O 2 CH 2 O RHR OH RHR (J/CAD) HCCI combustion of n-n heptane without RG CAD, atdc
26 Modeling H 2 O 2 production rate Increasing RG fraction -reduces H 2 O 2 production rate at the 1 st stage, -delays but amplifies H 2 O 2 production at the 2 nd stage of combustion CR=11.5 Intake temp =373 K N=700 RPM λ=2.02 d[h 2 O 2 ]/dt (mole/cc-s) LTR CAD, atdc HTR RG = 0 % RG = 5 % RG = 10 % RG = 17 % RG = 23 % RG mass fraction increase CAD, atdc (19)
27 Modeling H 2 O 2 production / destruction by key reactions CR=11.5 Intake temp =373 K N=700 RPM λ=2.02 d[h 2 O 2 ]/dt (mole/cc-s) RG = 23 % RG = 17 % RG = 10 % RG = 5 % RG = 0 % RG mass increase total rate RG mass increase (20) RHR reaction 122 production rate reaction 123 destruction rate T (K) #122: HO 2 + HO 2 H 2 O 2 + O 2 #123: OH + OH (+M) H 2 O 2 (+M)
28 Modeling H 2 O 2 mole fraction Overall, total molar concentration of H 2 O 2 is reduced, particularly during the period between 1 st and 2 nd stage ignition CR=11.5 Intake temp =373 K N=700 RPM λ=2.02 H 2 O 2 mole fraction (mol H2O2 /mol total ) RG mass fraction increase RG = 0 % RG = 5 % RG = 10 % RG = 17 % RG = 23 % (21) CAD, atdc
29 Outline Introduction Low octane HCCI combustion, Research target and methodology, Reformer gas Experimental setup Definitions Experimental Results Operating region, pressure trace characteristics, heat release analysis Modeling Heat release, temperature, intermediate species Conclusions
30 Conclusion (22) Experimental study showed that RG can effectively control ignition timing independent of λ and EGR, (ie.. timing control at a essentially constant load). Increasing RG mass fraction: Did not change LTR timing (1st stage ignition). Reduced LTR max (magnitude of 1st stage ignition) Prolonged NTC (period between 1st stage & main ignition) Delayed HTR (time of main stage ignition) Effect of RG on engine operating parameters was: Expanded operating range toward richer mixture, pushing back knocking limit Higher thermal efficiency and lower combustion efficiency at any constant λ and EGR.
31 Conclusion (23) A Single-zone heat release model predicted SOC precisely and showed the same effect of RG on combustion timing as experiments. Increasing RG fraction raised end-of of-compression temperature and decreased post-combustion temperature. Increasing RG fraction accelerated both production and destruction rates of critical intermediate species but total molar concentration was lower, particularly in the period between 1 st stage and main ignition.
32 Thank you for your attention QUESTIONS? Vahid Hosseini The contribution of the Auto21 National Center of Excellence to supporting this work is gratefully acknowledged.
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