الفهرس 
Effects of High Reactivity Fuels (DI-fuels) on RCCI
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Abstract
Many countries have done numerous researches on biodiesel employment over direct injection (DI) diesel engines, especially in waste cooking oil biodiesel (WCOB) has accomplished a significant effect on diesel engines research due to its cost-effective, nature and waste disposal minimization. Carbon deposits and extremely large viscosity are the two of the most important problems affecting the use of WCOB. Lower volume percentage blends of WCOB have superior combustion characteristics, lowering carbon monoxide (CO), hydrocarbon (HC), and soot emission levels, but they appear to encourage the production of NOx (Nitric oxide). As a method of resolving this issue, utilizing Reactivity controlled compression ignition (RCCI) combustion and Exhaust gas recirculation (EGR). RCCI combustion is a type of combustion that makes use of the reactivity variation between different fuels to manage the phasing of the combustion process. This method of combustion reduces the creation of soot and NOx while maintaining a high level of efficiency. RCCI was presented once Researchers tended to lower EGR in Diesel engines. However, EGR was found as a desirable factor in RCCI combustion, particularly in high load conditions, for maintaining the rate of pressure rise reasonable. The purpose of this work is to investigate the effects of external, hot, and high-pressure EGR on RCCI combustion, performance and emissions under various load conditions. In addition to comparing the influence of different high reactivity fuels on the performance and emissions of a RCCI engine using three different WCO biodiesel/diesel blends as high reactivity fuels: B25, B50, and B75 (direct injected) while maintaining the same low reactivity fuel: LPG (port fuel injected). The tests were performed on direct injection, single-cylinder, and four-stroke modified diesel engine (peak power 5 KW under 1500 rpm) operating in RCCI mode with an exhaust gas recirculation system. To initiate ignition, high reactivity fuel (biodiesel/diesel blends) was injected directly inside the engine’s cylinder whereas low reactivity fuel (LPG) was induced into to intake mixing chamber. EGR at various ratios (30%, 20%, and 10%) was introduced into the engine via the intake mixing chamber, and experiments were done under various loads.