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Zhen Huang - One of the best experts on this subject based on the ideXlab platform.
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Effects of alcohol enrichment on thermochemical Fuel Reforming (TFR): Insights from chemical kinetics
International Journal of Hydrogen Energy, 2021Co-Authors: Lei Zhu, Zhenyingnan Zhang, Xiaogang Cheng, Xinyao Zou, Zhen HuangAbstract:Abstract Thermochemical Fuel Reforming (TFR) is an innovative strategy in spark-ignition natural gas (NG) engines. According to this strategy, methane can be reformed into hydrogen and carbon monoxide with alcohol enrichment. In this study, effects of five kinds of alcohols on TFR were investigated. Differences of alcohols were classified into three parameters: OH/C ratio, hydroxyl numbers and isomerism, which were investigated in the laminar flow reactor platform. Experimental results demonstrated that methanol was regarded as the best enrichment Fuel. Kinetic analysis indicated that alcoholic structure was strongly associated with concentrations of crucial radicals such as H, OH and HO2, which contributed to methane oxidation. Therefore, normal alkyl alcohols with less OH/C ratio and more hydroxyl numbers exhibited greater reactivity, which helped to the formation of CO and H2. Furthermore, this kinetic model was employed in engine simulations, and methanol has been proved to be a promising Fuel for TFR engines.
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Insight into Fuel reactivity effects on thermochemical Fuel Reforming (TFR)
International Journal of Hydrogen Energy, 2020Co-Authors: Qian Sun, Lei Zhu, Yu Shao, Zhen HuangAbstract:Abstract This study uses a port-injection spark-ignition four-cylinder natural gas engine to achieve TFR (Thermochemical Fuel Reforming) mode. To study the effects of Fuel reactivity on combustion, Reforming process, emissions and Fuel economy, chemicals including n-heptane, PRF50 and isooctane are respectively used as enriched Fuel. The results show that the higher the reactivity of the enriched Fuel, the better the combustion and cycle stability of the Reforming cylinder. However, n-heptane enrichment with high reactivity has the problem of knocking at large equivalence ratio. The enrichment limit of PRF50 is the highest, which combines the properties of n-heptane and isooctane. The H2 production abilities of three enriched Fuels are similar, but that of isooctane is slightly lower under large equivalence ratios. In terms of Fuel economy, the three perform similarly at small equivalence ratios. Whereas it’s lower with isooctane enrichment at large equivalence ratios, which is at the expense of increased NOx emission.
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Effects of n-heptane enrichment on in-cylinder thermochemical Fuel Reforming (TFR) characteristics and performances of spark ignition natural gas engine: A comparison with natural gas and methanol enrichment
Fuel, 2020Co-Authors: Jianping Wang, Lei Zhu, Yong Qian, Zhen HuangAbstract:Abstract In this study, the effects of n-heptane enrichment on in-cylinder thermochemical Fuel Reforming (TFR) characteristics and performances of a spark ignition (SI) natural gas (NG) engine were examined. Methanol and NG enrichment cases were also involved for comparative analyses. It was found that n-heptane enrichment substantially improved NG in-cylinder thermochemical Fuel Reforming as methanol enrichment did. Under n-heptane enrichment case, H2 and CO in the reformate could reach up to 4%(v) and 6.5%(v), respectively, when equivalence ratio of TFR cylinder reaches 1.40. At the same time, very slight fraction of unburnt hydrocarbon exists in the reformate, indicating a robust Fuel Reforming in TFR cylinder. With n-heptane enrichment, more stable TFR cylinder combustion was achieved compared with NG enrichment with a concentrated CA50-IMEP distribution for TFR cylinder and lowered standard deviation of IMEP for cylinder #2 (typical of normal cylinders). Besides, compared with NG enrichment, a significantly weaker discrepancy between TFR cylinder and cylinder #2 was achieved with n-heptane enrichment. Similar to methanol enrichment case, n-heptane enrichment did not obviously affect engine CO and THC emissions while remarkably reduced engine NOx emission. With n-heptane enrichment, more than 10 g/kWh BSFC discount could be achieved, though slight knock happens, relative to either NG or methanol enrichment case, indicating better Fuel economy.
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Effects of Fuel Reforming on large-bore low-speed two-stroke dual Fuel marine engine combined with EGR and injection strategy
International Journal of Hydrogen Energy, 2020Co-Authors: Lei Zhu, Yong Qian, Zhen HuangAbstract:Abstract Large-bore low-speed two-stroke dual Fuel engines have become an urgent need to relieve energy crisis and reduce emissions. In this study, the effects of Fuel Reforming on large-bore low-speed two-stroke dual Fuel marine engine combined with EGR and injection strategy were investigated. With increase of injection advance angle, the ISFC increases slightly, and also NOx emissions increase, which indicate that the optimal injection timing is 12.5°CA BTDC in consideration of emission and Fuel economy. A 10% EGR rate is selected for NOx reduction and pressure rise rate suppression, which might increase Fuel consumption in lower combustion temperature. Subsequently, Fuel Reforming is applied for further Fuel consumption optimization. Compared with the base case, ISFC is reduced by 7.80% by introducing 1.29% syngas, but NOx emissions are higher than IMO Tier Ⅲ limit emissions standards. After combined optimization, the indicated thermal efficiency could be increased from nearly 50% (base case) to 55% by 12.5 BTDC_E10_2.25% (pilot Fuel injection timing is 12.5°CA BTDC, EGR rate is 10%, and γReforming is 2.25%). Compared with the base case, the NOx emissions increase, but still lower than the limit value of IMO Tier Ⅲ emission standards, while the ISFC reduce 9.45% by 12.5 BTDC_E10_2.25%. Base on the above discussion, it can be concluded that the collaborative strategy has great potential in improving the Fuel economy and also controlling emissions standard of low-speed dual Fuel marine engine.
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Effects of natural gas, ethanol, and methanol enrichment on the performance of in-cylinder thermochemical Fuel Reforming (TFR) spark-ignition natural gas engine
Applied Thermal Engineering, 2019Co-Authors: Yu Shao, Qian Sun, Zhen Huang, Yong Qian, Lei ZhuAbstract:Abstract In-cylinder thermochemical Fuel Reforming (TFR) process, which involves running one cylinder with a rich equivalent ratio, generates hydrogen and carbon monoxide to be all rebreathed by the intake manifold. Both the thermal efficiency and the emissions can be optimized by the TFR mode. However, when natural gas is used as the single enrichment Fuel, there are still some limitations such as the indicated mean effective pressure (IMEP) discrepancy between the Reforming cylinder and normal cylinders, combustion instability. To overcome these and further improve the engine performance, a more suitable enrichment Fuel, instead of natural gas, should be identified to help the Reforming process. In this paper, methane, methanol, and ethanol are studied to enrich the Reforming cylinder. The results show that methanol not only maintains the thermal efficiency and further reduces the engine-out emissions, but also provides the best engine performance stabilization, followed by ethanol and methane. In addition, engines functioning with methanol enrichment can maintain stable operation on a wide range of rich equivalent ratios in the Reforming cylinder.
Lei Zhu - One of the best experts on this subject based on the ideXlab platform.
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Effects of alcohol enrichment on thermochemical Fuel Reforming (TFR): Insights from chemical kinetics
International Journal of Hydrogen Energy, 2021Co-Authors: Lei Zhu, Zhenyingnan Zhang, Xiaogang Cheng, Xinyao Zou, Zhen HuangAbstract:Abstract Thermochemical Fuel Reforming (TFR) is an innovative strategy in spark-ignition natural gas (NG) engines. According to this strategy, methane can be reformed into hydrogen and carbon monoxide with alcohol enrichment. In this study, effects of five kinds of alcohols on TFR were investigated. Differences of alcohols were classified into three parameters: OH/C ratio, hydroxyl numbers and isomerism, which were investigated in the laminar flow reactor platform. Experimental results demonstrated that methanol was regarded as the best enrichment Fuel. Kinetic analysis indicated that alcoholic structure was strongly associated with concentrations of crucial radicals such as H, OH and HO2, which contributed to methane oxidation. Therefore, normal alkyl alcohols with less OH/C ratio and more hydroxyl numbers exhibited greater reactivity, which helped to the formation of CO and H2. Furthermore, this kinetic model was employed in engine simulations, and methanol has been proved to be a promising Fuel for TFR engines.
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Insight into Fuel reactivity effects on thermochemical Fuel Reforming (TFR)
International Journal of Hydrogen Energy, 2020Co-Authors: Qian Sun, Lei Zhu, Yu Shao, Zhen HuangAbstract:Abstract This study uses a port-injection spark-ignition four-cylinder natural gas engine to achieve TFR (Thermochemical Fuel Reforming) mode. To study the effects of Fuel reactivity on combustion, Reforming process, emissions and Fuel economy, chemicals including n-heptane, PRF50 and isooctane are respectively used as enriched Fuel. The results show that the higher the reactivity of the enriched Fuel, the better the combustion and cycle stability of the Reforming cylinder. However, n-heptane enrichment with high reactivity has the problem of knocking at large equivalence ratio. The enrichment limit of PRF50 is the highest, which combines the properties of n-heptane and isooctane. The H2 production abilities of three enriched Fuels are similar, but that of isooctane is slightly lower under large equivalence ratios. In terms of Fuel economy, the three perform similarly at small equivalence ratios. Whereas it’s lower with isooctane enrichment at large equivalence ratios, which is at the expense of increased NOx emission.
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Effects of n-heptane enrichment on in-cylinder thermochemical Fuel Reforming (TFR) characteristics and performances of spark ignition natural gas engine: A comparison with natural gas and methanol enrichment
Fuel, 2020Co-Authors: Jianping Wang, Lei Zhu, Yong Qian, Zhen HuangAbstract:Abstract In this study, the effects of n-heptane enrichment on in-cylinder thermochemical Fuel Reforming (TFR) characteristics and performances of a spark ignition (SI) natural gas (NG) engine were examined. Methanol and NG enrichment cases were also involved for comparative analyses. It was found that n-heptane enrichment substantially improved NG in-cylinder thermochemical Fuel Reforming as methanol enrichment did. Under n-heptane enrichment case, H2 and CO in the reformate could reach up to 4%(v) and 6.5%(v), respectively, when equivalence ratio of TFR cylinder reaches 1.40. At the same time, very slight fraction of unburnt hydrocarbon exists in the reformate, indicating a robust Fuel Reforming in TFR cylinder. With n-heptane enrichment, more stable TFR cylinder combustion was achieved compared with NG enrichment with a concentrated CA50-IMEP distribution for TFR cylinder and lowered standard deviation of IMEP for cylinder #2 (typical of normal cylinders). Besides, compared with NG enrichment, a significantly weaker discrepancy between TFR cylinder and cylinder #2 was achieved with n-heptane enrichment. Similar to methanol enrichment case, n-heptane enrichment did not obviously affect engine CO and THC emissions while remarkably reduced engine NOx emission. With n-heptane enrichment, more than 10 g/kWh BSFC discount could be achieved, though slight knock happens, relative to either NG or methanol enrichment case, indicating better Fuel economy.
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Effects of Fuel Reforming on large-bore low-speed two-stroke dual Fuel marine engine combined with EGR and injection strategy
International Journal of Hydrogen Energy, 2020Co-Authors: Lei Zhu, Yong Qian, Zhen HuangAbstract:Abstract Large-bore low-speed two-stroke dual Fuel engines have become an urgent need to relieve energy crisis and reduce emissions. In this study, the effects of Fuel Reforming on large-bore low-speed two-stroke dual Fuel marine engine combined with EGR and injection strategy were investigated. With increase of injection advance angle, the ISFC increases slightly, and also NOx emissions increase, which indicate that the optimal injection timing is 12.5°CA BTDC in consideration of emission and Fuel economy. A 10% EGR rate is selected for NOx reduction and pressure rise rate suppression, which might increase Fuel consumption in lower combustion temperature. Subsequently, Fuel Reforming is applied for further Fuel consumption optimization. Compared with the base case, ISFC is reduced by 7.80% by introducing 1.29% syngas, but NOx emissions are higher than IMO Tier Ⅲ limit emissions standards. After combined optimization, the indicated thermal efficiency could be increased from nearly 50% (base case) to 55% by 12.5 BTDC_E10_2.25% (pilot Fuel injection timing is 12.5°CA BTDC, EGR rate is 10%, and γReforming is 2.25%). Compared with the base case, the NOx emissions increase, but still lower than the limit value of IMO Tier Ⅲ emission standards, while the ISFC reduce 9.45% by 12.5 BTDC_E10_2.25%. Base on the above discussion, it can be concluded that the collaborative strategy has great potential in improving the Fuel economy and also controlling emissions standard of low-speed dual Fuel marine engine.
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Effects of natural gas, ethanol, and methanol enrichment on the performance of in-cylinder thermochemical Fuel Reforming (TFR) spark-ignition natural gas engine
Applied Thermal Engineering, 2019Co-Authors: Yu Shao, Qian Sun, Zhen Huang, Yong Qian, Lei ZhuAbstract:Abstract In-cylinder thermochemical Fuel Reforming (TFR) process, which involves running one cylinder with a rich equivalent ratio, generates hydrogen and carbon monoxide to be all rebreathed by the intake manifold. Both the thermal efficiency and the emissions can be optimized by the TFR mode. However, when natural gas is used as the single enrichment Fuel, there are still some limitations such as the indicated mean effective pressure (IMEP) discrepancy between the Reforming cylinder and normal cylinders, combustion instability. To overcome these and further improve the engine performance, a more suitable enrichment Fuel, instead of natural gas, should be identified to help the Reforming process. In this paper, methane, methanol, and ethanol are studied to enrich the Reforming cylinder. The results show that methanol not only maintains the thermal efficiency and further reduces the engine-out emissions, but also provides the best engine performance stabilization, followed by ethanol and methane. In addition, engines functioning with methanol enrichment can maintain stable operation on a wide range of rich equivalent ratios in the Reforming cylinder.
A Megaritis - One of the best experts on this subject based on the ideXlab platform.
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Fuel Reforming for diesel engines
Advanced Direct Injection Combustion Engine Technologies and Development, 2010Co-Authors: A Megaritis, A Tsolakis, Miroslaw L Wyszynski, Stanislaw E. GolunskiAbstract:Abstract: This chapter reviews the application of Fuel Reforming in diesel engines for on-board generation of hydrogen-rich gas (reformate). The chapter first provides background information about engine Fuel Reforming applications. It then presents theoretical aspects of hydrogen production by Fuel Reforming including Reforming thermodynamics and modelling, followed by discussion about diesel Fuel Reforming process parameters and Reforming catalyst screening and evaluation. Finally, issues related to different applications of diesel Fuel Reforming and the corresponding requirements in terms of Reforming catalysts and reactor designs are discussed. This discussion includes Reforming applications aiming to produce reformate for utilisation as diesel combustion and emissions improver, and as diesel exhaust aftertreatment improver.
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application of exhaust gas Fuel Reforming in diesel and homogeneous charge compression ignition hcci engines Fuelled with bioFuels
Energy, 2008Co-Authors: A Tsolakis, A MegaritisAbstract:This paper documents the application of exhaust gas Fuel Reforming of two alternative Fuels, biodiesel and bioethanol, in internal combustion engines. The exhaust gas Fuel Reforming process is a method of on-board production of hydrogen-rich gas by catalytic reaction of Fuel and engine exhaust gas. The benefits of exhaust gas Fuel Reforming have been demonstrated by adding simulated reformed gas to a diesel engine Fuelled by a mixture of 50% ultra low sulphur diesel (ULSD) and 50% rapeseed methyl ester (RME) as well as to a homogeneous charge compression ignition (HCCI) engine Fuelled by bioethanol. In the case of the biodiesel Fuelled engine, a reduction of NOx emissions was achieved without considerable smoke increase. In the case of the bioethanol Fuelled HCCI engine, the engine tolerance to exhaust gas recirculation (EGR) was extended and hence the typically high pressure rise rates of HCCI engines, associated with intense combustion noise, were reduced.
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natural gas hcci engine operation with exhaust gas Fuel Reforming
International Journal of Hydrogen Energy, 2006Co-Authors: D Yap, A Megaritis, S Peucheret, M L WyszynskiAbstract:Natural gas has a high auto-ignition temperature, requiring high compression ratios and/or intake charge heating to achieve homogenous charge compression ignition (HCCI) engine operation. It is shown here that hydrogen in the form of reformed gas helps in lowering the intake temperature required for stable HCCI operation. It has been shown that the addition of hydrogen advances the start of combustion in the cylinder. This is a result of the lowering of the minimum intake temperature required for auto-ignition to occur during the compression stroke, resulting in advanced combustion for the same intake temperatures. This paper documents experimental results using closed loop exhaust gas Fuel Reforming for production of hydrogen. When this reformed gas is introduced into the engine, a decrease in intake air temperature requirement is observed for a range of engine loads. Thus for a given intake temperature, lower engine loads can be achieved. This would translate to an extension of the HCCI lower load boundary for a given intake temperature.
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partially premixed charge compression ignition engine with on board h2 production by exhaust gas Fuel Reforming of diesel and biodiesel
International Journal of Hydrogen Energy, 2005Co-Authors: A Tsolakis, A MegaritisAbstract:Abstract The application of the exhaust gas Fuel Reforming process in diesel engines has been studied experimentally as a way to assist the premixed charge compression ignition operation by substituting part of the main Fuel with hydrogen-rich gas. The technique involves the injection of hydrocarbon Fuel into a catalytic reformer fitted into the exhaust gas recirculation (EGR) system, so that the produced gas mixture is fed back to the engine as reformed EGR (REGR). First, experiments with simulated REGR were conducted with diesel as well as biodiesel as the main engine Fuel. Then, experiments with the product gas of a monolith reformer were carried out. In both cases, REGR resulted in a higher premixed combustion rate and reduction of the diffusion combustion phase. The potential of the technique in terms of achieving reduction of smoke and NO x emissions and improved Fuel economy has been shown and discussed in the paper.
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catalytic exhaust gas Fuel Reforming for diesel engines effects of water addition on hydrogen production and Fuel conversion efficiency
International Journal of Hydrogen Energy, 2004Co-Authors: A Tsolakis, A MegaritisAbstract:Previous work in our laboratory has shown that the exhaust gas assisted Fuel Reforming process has the potential to provide a solution to the diesel engine exhaust emission problems. When simulated reformer product gas rich in hydrogen is fed to the engine, a reduction of both NOx and smoke emissions can be achieved. In this paper, the optimisation of the Reforming process by water addition in the reactor is presented. Using a prototype catalyst at 290°C reactor inlet temperature, up to 15% more hydrogen in the reformer product was obtained compared to operation without water. The process has been found to be mainly a combination of the Fuel oxidation, steam Reforming and water gas shift reactions. The Reforming process efficiency has been shown to improve considerably with water addition up to a certain level after which the adverse effects of the exothermic water gas shift reaction become significant.
Paul J. A. Kenis - One of the best experts on this subject based on the ideXlab platform.
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tailored macroporous sicn and sic structures for high temperature Fuel Reforming
Advanced Functional Materials, 2005Co-Authors: In Kyung Sung, Michael Mitchell, Dong-pyo Kim, Paul J. A. KenisAbstract:The catalytic Reforming of hydrocarbons in a microreformer is an attractive approach to supply hydrogen to Fuel cells while avoiding storage and safety issues. High-surface-area catalyst supports must be stable above 800°C to avoid catalyst coking; however, many porous materials lose their high surface areas below 800 °C. This paper describes an approach to fabricate macroporous silicon carbonitride (SiCN) and silicon carbide (SiC) monoliths with geometric surface areas of 10 5 to 10 8 m 2 per m 3 that are stable up to 1200 °C. These structures are fabricated by capillary filling of packed beds of polystyrene or silica spheres with low-viscosity preceramic polymers. Subsequent curing, pyrolysis, and removal of the spheres yielded SiCN and SiC inverted beaded monoliths with a chemical composition and pore morphology that are stable in air at 1200°C. Thus, these structures are promising as catalyst supports for high-temperature Fuel Reforming.
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Tailored Macroporous SiCN and SiC Structures for High‐Temperature Fuel Reforming
Advanced Functional Materials, 2005Co-Authors: In Kyung Sung, Christian, Michael Mitchell, Dong-pyo Kim, Paul J. A. KenisAbstract:The catalytic Reforming of hydrocarbons in a microreformer is an attractive approach to supply hydrogen to Fuel cells while avoiding storage and safety issues. High-surface-area catalyst supports must be stable above 800°C to avoid catalyst coking; however, many porous materials lose their high surface areas below 800 °C. This paper describes an approach to fabricate macroporous silicon carbonitride (SiCN) and silicon carbide (SiC) monoliths with geometric surface areas of 10 5 to 10 8 m 2 per m 3 that are stable up to 1200 °C. These structures are fabricated by capillary filling of packed beds of polystyrene or silica spheres with low-viscosity preceramic polymers. Subsequent curing, pyrolysis, and removal of the spheres yielded SiCN and SiC inverted beaded monoliths with a chemical composition and pore morphology that are stable in air at 1200°C. Thus, these structures are promising as catalyst supports for high-temperature Fuel Reforming.
Laurent Fulcheri - One of the best experts on this subject based on the ideXlab platform.
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Experimental and theoretical study of exhaust gas Fuel Reforming of Diesel Fuel by a non-thermal arc discharge for syngas production
2011Co-Authors: Alexandre Lebouvier, François Fresnet, Frédéric Fabry, Valérie Boch, Vandad-julien Rohani, François Cauneau, Laurent FulcheriAbstract:An experimental set-up has been developed to study two typical operating points of Diesel powered vehicle, corresponding to high load and low load points. A sensibility study over O/C ratio, injected electric current and mass flow rate have been carried out. The plasma reformer performances have been evaluated in terms of energy efficiency and conversion rate. At low engine load, an energy efficiency of 40% and a conversion rate of 95% have been reached which correspond to a syngas dry molar fraction of 25%. For the most favorable case, only 12 s are needed to regenerate the NOx trap catalyst. The 1D multistage kinetic model developed has shown good trend correlation with experimental results. It has been demonstrated that the oxygen from CO2 and H2O almost does not intervene in the exhaust gas Diesel Fuel Reforming. At the contrary, CO2 and H2O decrease temperatures, the kinetic reaction speed and the energy efficiency compared to POx reaction. To higher the temperature, more oxygen is needed but local combustion can happen and promote H2O and CO2 production.
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Exhaust Gas Fuel Reforming of Diesel Fuel by Nonthermal Arc Discharge for NOx Trap Regeneration Application
Energy & Fuels, 2011Co-Authors: Alexandre Lebouvier, François Fresnet, Frédéric Fabry, Valérie Boch, Vandad-julien Rohani, François Cauneau, Laurent FulcheriAbstract:The present study is dedicated to the Reforming of diesel Fuel with diesel engine exhaust gas (i.e., air, CO2, and H2O mixture) using a nonthermal plasma torch for a NOx trap regeneration application. The plasma technology developed is based on a high voltage/low current nonthermal plasma torch. In the first part of the paper, experimental results on synthesis gas production from exhaust gas Fuel Reforming of diesel Fuel are reported. In the second part of the paper, these experimental results are compared with a 1D multistage model using n-heptane as a surrogate molecule for diesel Fuel. Two compositions of synthetic diesel engine exhaust gas, corresponding to high and low engine loads, have been studied. It has been demonstrated that the oxygen from CO2 and H2O hardly ever intervenes in the Reforming reactions. In the most favorable condition corresponding to a higher O2 rate, a production of 7 × 10−3 mol·s−1 of syngas has been reached, corresponding to an energy efficiency and a conversion rate of 40% ...
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Exhaust gas Fuel Reforming of Diesel Fuel by non-thermal arc discharge for NOx trap regeneration application
Energy and Fuels, 2011Co-Authors: Alexandre Lebouvier, François Fresnet, Frédéric Fabry, Valérie Boch, Vandad-julien Rohani, François Cauneau, Laurent FulcheriAbstract:The present study is dedicated to the Reforming of diesel Fuel with diesel engine exhaust gas (i.e., air, CO2, and H2O mixture) using a nonthermal plasma torch for a NOx trap regeneration application. The plasma technology developed is based on a high voltage/low current nonthermal plasma torch. In the first part of the paper, experimental results on synthesis gas production from exhaust gas Fuel Reforming of diesel Fuel are reported. In the second part of the paper, these experimental results are compared with a 1D multistage model using n-heptane as a surrogate molecule for diesel Fuel. Two compositions of synthetic diesel engine exhaust gas, corresponding to high and low engine loads, have been studied. It has been demonstrated that the oxygen from CO2 and H2O hardly ever intervenes in the Reforming reactions. In the most favorable condition corresponding to a higher O2 rate, a production of 7 × 10−3 mol*s−1 of syngas has been reached, corresponding to an energy efficiency and a conversion rate of 40% and 95%, respectively. The 1D multistage model shows fair trends with experimental results despite an important shift mainly due to thermal losses, which are not taken into account in the 1D model. From these results and considering a real NOx trap regeneration onboard application, it can be estimated for the most favorable case that, during the regeneration phase (approximately 12 s every 11 km), the power needed to run the plasma will be around 2.2% of the engine power.
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Device for generating hydrogen by Fuel Reforming using electric discharge generating plasma, comprises first cylindrical element within which reactive mixture flows, second element forming electrode tip, and continuous current generator
2010Co-Authors: Adeline Darmon, Guillaume Petitpas, Laurent FulcheriAbstract:The hydrogen generating device comprises a first cylindrical element (1) within which a reactive mixture flows, a second element (2) forming an electrode tip (6) arranged along the axis of the first element, and a continuous current generator to establish a potential difference between the elements. The first cylindrical element comprises a conductive area to define with the second element, an area to establish an electrical discharge, a cylindrical electrode (4), and a first cylindrical insulating sleeve (3) closed at the side of the second element. The hydrogen generating device comprises a first cylindrical element (1) within which a reactive mixture flows, a second element (2) forming an electrode tip (6) arranged along the axis of the first element, and a continuous current generator to establish a potential difference between the elements. The first cylindrical element comprises a conductive area to define with the second element, an area to establish an electrical discharge, a cylindrical electrode (4), and a first cylindrical insulating sleeve (3) closed at the side of the second element. A unit for continuously vary the distance between the first conductive area of the first cylindrical element and the second element to vary the length of electric discharge along a flow of the reaction mixture and/or the Fuel nature. The cylindrical electrode is mounted within the first insulating sleeve. The cylindrical electrode of the first cylindrical element is rotating along the axis of the first cylindrical element. A second insulating cylindrical sleeve is applied on the inner surface of the cylindrical electrode. The cylindrical electrode is motionless, and the second insulating sleeve is rotating along the axis of the first cylindrical element. A conductive area is delimited by an electrical insulation element. The electrode is stationary, and the second element forming an electrode tip is rotating along its axis. The cylindrical electrode comprises an alternating conductive element and electrically insulating elements along its axis defining a succession of coaxial conducting rings separated from one another. A switching device is able to select the active conducting part, and the other conductive parts are electrically insulated. The movable cylindrical electrode of the first cylindrical element comprises a slit provided for injection of reactive mixture. The slit cut in the cylindrical electrode of the first cylindrical element having a size equal to the flow of cylindrical electrode. The first insulating sleeve comprises a hole provided for the injection of reactive mixture and arranged opposite to the slit. The slits are each cut into the cylindrical electrode against each holes provided in the sleeve. The length of the slits has a size less than the flow of the cylindrical electrode. The holes of the first sleeve are diametrically opposite with respect to the other with respect to the axis of the first cylindrical element. The second element comprises a helical groove, dug in the element such as in insulation. Earth is coupled to the conductive area of the first cylindrical element, or to the pointed electrode of the second element. An independent claim is included for a process for generating hydrogen by Fuel Reforming.
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Plasma assisted Fuel Reforming for on-board hydrogen rich gas production
2006Co-Authors: Adeline Darmon, Jean-damien Rollier, Emmanuelle Duval, Jose Gonzalez-aguilar, Rudolf Metkemeijer, Laurent FulcheriAbstract:Plasma assisted Fuel Reforming technology appears particularly attractive for automotive applications, especially regarding compactness, response time and absence of catalyst element. In 2003, Renault and CEP have initiated a research programme on this subject. A test bench allowing reformer feeding with different Fuel / air / steam mixtures and coupled with a gas composition analysis system has been especially developed for this application. Preliminary results obtained under partial oxidation condition (H2O/C: 0) have been carried out with unleaded gasoline at atmospheric pressure and around 1500 °C reactor temperature. Under these conditions, a 45 % Fuel Reforming efficiency was obtained (taking into account the electric power needed to generate the plasma and corresponding to H2 and CO production). Besides, numerical models have allowed a better understanding of the reaction phenomena in the plasma reactor.
