Scribd
Upload
21 views18 pages

06 Mukundmisra 23d0876

Uploaded by

mukund mis
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PPTX, PDF, TXT or read online on Scribd
21 views18 pages

06 Mukundmisra 23d0876

Uploaded by

mukund mis
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PPTX, PDF, TXT or read online on Scribd
You are on page 1/ 18

Experimental Investigation of Exergy

Analysis of RCCI Engines


Mukund Misra
23D0876
INTRODUCTION

Fig.1 Operating Regimes for IC Engines (Maurya(2018))


Reactivity Controlled Compression Ignition
• RCCI is a dual fuel mode of combustion where two
fuels having different reactivity are used to control the
combustion phasing and duration of combustion.
• Two different mode of injection strategy are followed.
One for low reactivity fuel like gasoline and other for
high reactivity fuels like diesel. Port fuel injection
system is used for fuels having lower reactivity which
premixes with air during the intake process through
the intake manifold.
• The fuel having higher reactivity is directly injected
to the cylinder while compression stroke is taking
place in the combustion chamber.
• Fuel with high reactivity act as a source of ignition in
Fig 2 RCCI Engine Sonachalam, M (2019)
the engine cylinder.
Exergy Analysis

• Input Exergy:

Exin= Ʃmf *(LHV)*ɸ

mf mass of fuel , LHV- lower heating value , ɸ -chemical exergy factor of the fuel

ɸ=[1.0401+0.1728*(H/C)+0.0432*(O/C)+0.2169*(S/C)+(1-2.0628*(H/C))]

Here H, C, O, S are the mass fraction of hydrogen, carbon, oxygen, and sulphur in the fuel

• Fuel Properties:
Properties Diesel Gasoline
Lower Heating Value(MJ/kg) 42.5 42.7
Auto ignition Temperature(0C) 246 420
Carbon content (wt.%) 86 86
Hydrogen content(wt.%) 14 14
Work Exergy:
It refers to the exergy when the combustion process takes place inside the combustion chamber and the piston moves against
the atmospheric pressure

V () =

P -instantaneous pressure, Po - pressure at dead state.

- stroke, b -bore, r- compression ratio, L -connecting rod length, a - crank radius ,

R=L/a (ratio of connecting rod length and crank radius)


Heat Transfer Exergy:

Availability due to heat transfer from in-cylinder gas is given


To find heat transfer coefficient Hohenberg’s heat transfer
by
correlation model will be used:

Here C1 and C2 are the constants with values 130 and 1.4

Ti -instantaneous in-cylinder gas temperature respectively;


S is the mean piston speed
To - environment temperature
Ti is the instantaneous gas temperature;

T­wall - average wall temperature [450 K] P is the instantaneous gas pressure;


V () =
Aw -Available surface area for heat transfer

Pivc & Vivc are inlet valve closing pressure and volume
respectively.
Exhaust gas exergy:
The exergy carried by the exhaust gas can be divided into 2 components, one is thermomechanical or physical exergy and other as chemical exergy.
Exhaust gas exergy is the sum total of thermomechanical and chemical exergy.

Ex exh= Exth exh + Exch exh

Thermomechanical component exhaust gas exergy Chemical component of exhaust gas exergy

Exth exh=Σ [(h(Te)-ho(To)- To[ (s(Te)-so(T0)-R*ln]] Exch exh = Σ R * To *ln ()]

Species: such as CO2, N2


h and s are the enthalpy and entropy of the exhaust gas y-mole fractions of the components in the exhaust
species.
gas
Pe and Te are the exhaust pressure and temperature. y0 are mole fraction at reference dead state
P0 and T0 are the pressure and temperature at the reference
dead state (taken as 101.325 Kpa and 298 K). For component that does not exist in environment
:
R is the ideal gas constant NO (1/2) N2 + (1/2) O2

Chemical exergy:

ExNO=(hNO-T0SNO)-(1/2) * ((hN2-ToSN2)-(hO2-T0SO2))
Exergy destroyed:

Major cause of exergy destruction is due to combustion process, mixing ,friction.

• represents the irreversibilities caused due reasons such as combustion, friction etc.

• input exergy in the form of chemical exergy stored in the fuel.

• is the work exergy.

• exergy due to heat transfer.

• chemical exergy lost due to incomplete combustion(chemical exhaust exergy due HC & CO emission)
Results and Discussion
In-cylinder Pressure and heat release rate variation
Effect of diesel injection timing

• Advancing injection timing

Peak cylinder pressure

Peak Heat release


In-cylinder Pressure and heat release rate variation

Effect of mass of gasoline

• Mass of port-injected gasoline

Peak cylinder pressure

Peak of heat release


Emission Characteristics Exhaust Advanced port-
Species SOI injecte
d fuel

THC

Nox

CO (6,11)

(17,23,27)
Exergy distribution for different diesel injection timing at fixed mass of gasoline
Exergy distribution for fixed diesel injection timing at different mass of gasoline
Variation of exergy efficiency with diesel SOI and mass of port-injected gasoline.
Conclusions
 advancing diesel injection timing and increasing the mass of gasoline peak cylinder pressure decreases and heat release rate retards.

 NOx emission is reduced on advancing diesel SOI and increasing the mass of gasoline.

 For a fixed SOI, the percentage of input fuel exergy converted into work exergy has decreased with an increase in port-injected

gasoline.

 Heat transfer exergy has decreased on advancing diesel injection timing and increasing mass of port-injected gasoline.

 Exhaust gas exergy has increased on advancing the diesel injection timing. Exhaust gas exergy has increased by increasing the mass

of gasoline.

 For a fixed mass of gasoline, on advancing the diesel injection timing the exergy destruction has increased. Destruction of exergy

increases on increase in mass of gasoline.


References

1. Taghavifar, H., Nemati, A., Salvador, F. J., & De la Morena, J. (2021). 1D energy, exergy, and performance assessment of turbocharged
diesel/hydrogen RCCI engine at different levels of diesel, hydrogen, compressor pressure ratio, and combustion duration. International Journal of
Hydrogen Energy, 46(42), 22180-22194

2. Maurya, R. K., Jaggi, P., & Saxena, M. R. (2018). Crank-Angle resolved exergy analysis of ethanol fueled HCCI engine using newly reduced
ethanol oxidation mechanism (No. 2018-01-1683). SAE Technical Paper.

3. Saxena, M. R., Ranjane, V., & Maurya, R. K. (2022). Crank Angle Based Exergy Analysis of Syngas Fuelled Homogeneous Charge Compression
Ignition Engine (No. 2022-01-1037). SAE Technical Paper.

4. Som, S. K., & Datta, A. (2008). Thermodynamic irreversibilities and exergy balance in combustion processes. Progress in energy and combustion
science, 34(3), 351-376

5. Rangasamy, M., Duraisamy, G., & Govindan, N. (2020). A comprehensive parametric, energy and exergy analysis for oxygenated biofuels based
dual-fuel combustion in an automotive light duty diesel engine. Fuel, 277, 118167

6. Mahabadipour, H., Srinivasan, K. K., & Krishnan, S. R. (2019). An exergy analysis methodology for internal combustion engines using a multi-
zone simulation of dual fuel low temperature combustion. Applied Energy, 256, 113952
Thank You

You might also like

pFad - Phonifier reborn

Pfad - The Proxy pFad of © 2024 Garber Painting. All rights reserved.

Note: This service is not intended for secure transactions such as banking, social media, email, or purchasing. Use at your own risk. We assume no liability whatsoever for broken pages.


Alternative Proxies:

Alternative Proxy

pFad Proxy

pFad v3 Proxy

pFad v4 Proxy