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
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Thank You
