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首页> 外文会议>ASME Internal Combustion Engine Division technical conference >COMBUSTION AND EMISSIONS OF JET-A AND N-BUTANOL IN RCCI OPERATION
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COMBUSTION AND EMISSIONS OF JET-A AND N-BUTANOL IN RCCI OPERATION

机译：RCCI操作中JET-A和N-丁醇的燃烧和排放

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Jet-A was investigated in RCCI (Reactivity Controlled Compression Ignition) given that the fuel is readily available and has a similar cetane number compared to ultra-low sulfur diesel (ULSD#2). To promote emissions' control, RCCI was conducted with direct injection (DI) of Jet-A and PFI (port fuel injection) of n-butanol. Combustion and emission characteristics of Jet-A RCCI were investigated for a medium duty DI experimental engine operated at constant boost and 30% EGR rate and compared to ULSD#2 RCCI and single-fuel ULSD#2 operation. DI fuel was injected at 5 CAD ATDC and constant rail pressure of 1500 bar. A 20% pilot by mass was added and investigated at timings from 15 to 5 CAD BTDC for combustion stability. The results showed that the effect of the pilot injection on Jet-A combustion was not as prominent as compared to that of ULSD#2, suggesting a slightly different spray and mixture formation. Ignition delay for Jet-A was 15-20% shorter compared to ULSD#2 in RCCI. When the pilot was set to 5 CAD BTDC, CA50 phased for ULSD#2 RCCI by 3 CAD later when compared to Jet-A RCCI. After TDC, the local pressure maximum for ULSD#2 RCCI decreased by 3 bar, resulting from a 15% difference in peak heat release rate between ULSD#2 and Jet-A in RCCI at the same pilot timing. NO_x and soot levels were reduced by a respective maximum of 35% and 80% simultaneously in Jet-A RCCI mode compared to single-fuel ULSD#2, yet, were higher compared to ULSD#2 RCCI. Ringing intensity was maintained at similar levels and energy specific fuel consumption (ESFC) improved by at least 15% for Jet-A compared to ULSD#2 in RCCI. Mechanical efficiencies additionally improved at earlier pilot timing by 2%. In summary, Jet-A RCCI allowed for emissions control and increased fuel efficiencies compared to single fuel ULSD#2, however, injection should be further tweaked in order to reach lower soot levels.
机译：考虑到燃料易于获得并且与超低硫柴油（ULSD＃2）具有相似的十六烷值，在RCCI（反应性压缩点火）中对Jet-A进行了研究。为了促进排放的控制，RCCI进行了Jet-A的直接喷射（DI）和正丁醇的PFI（港口燃料喷射）的研究。研究了在恒定增压和30％EGR率下运行的中型DI实验发动机的Jet-A RCCI的燃烧和排放特性，并将其与ULSD＃2 RCCI和单燃料ULSD＃2操作进行了比较。在5 CAD ATDC和1500 bar的恒定钢轨压力下注入DI燃料。加入按质量计20％的引燃剂，并在15到5 CAD BTDC的时间进行燃烧稳定性研究。结果表明，与ULSD＃2相比，引燃喷射对Jet-A燃烧的影响不那么明显，表明喷雾和混合物的形成略有不同。与RCCI中的ULSD＃2相比，Jet-A的点火延迟短15-20％。当将飞行员设置为5 CAD BTDC时，与Jet-A RCCI相比，ULSD＃2 RCCI的CA50相差3 CAD。在TDC之后，ULSD＃2 RCCI的局部最大压力降低了3 bar，这是因为在同一先导定时，RCSD中ULSD＃2和Jet-A之间的峰值放热率相差15％。与单燃料ULSD＃2相比，在Jet-A RCCI模式下，NO_x和烟灰水平分别分别降低了35％和80％，但比ULSD＃2 RCCI更高。与RCCI中的ULSD＃2相比，Jet-A的振铃强度保持在相似的水平，并且能量比燃料消耗（ESFC）至少提高了15％。机械效率在较早的试点时间进一步提高了2％。总之，与单燃料ULSD＃2相比，Jet-A RCCI可以控制排放并提高燃料效率，但是，应进一步调整喷射量，以达到更低的烟灰水平。

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