Zhijun Peng

Current Organizations / Institutes

The organizations/institutes from the scholar's latest article

Previous Organizations / Institutes

The organizations / institutes from the scholar's other articles in the past ten years

Research Subjects

Combustion

Research Interests

Zhijun Peng has a total of 88 co-authors. Here are the top co-authors by number of shared publications:

Xiang Li
School of Mechanical Engineering, Nantong University, Nantong 226019, China
10 shared publications
Yiqiang Pei
Tianjin University, Tianjin 300072, China
7 shared publications
Raouf Mobasheri
University of Ayatollah ozma Boroujerdi
6 shared publications
Raouf Mobasheri
4 shared publications
Tahmina Ajmal
4 shared publications
Yiqiang Pei
4 shared publications

Latest Publications

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Open Access
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Cited by 2
- 18 April 2025
- Published by MDPI AG in Preprints.org
Progress in Clean Energy: A Review of Ammonia-Hydrogen Blended Fuels for Internal Combustion Engine Applications
by Raouf Mobasheri, Xiang Li, Hasan Rezaei, Zhijun Peng
Because of the global increasing demand for energy, combustible fuels are widely used by both home and industry. Today hydrocarbon dependency has led to huge environmental and health risks from the emissions that they cause. As a result, hydrogen (H2) and ammonia (NH3) have been proposed as promising renewable and carbon-neutral energy carriers to mitigate CO2 emissions in transport. For long-range applications like marine diesel engines, typical alternatives, such as battery-electric, hybrid or fuel cell solutions, are simply too expensive and provide insufficient torque output. The low auto-ignition propensity of ammonia necessitates the utilization of highly reactive fuels to facilitate its combustion process, such as hydrogen. Ammonia as a marine fuel offers several benefits, including the elimination of emissions of sulfur oxides (SOx) and particulate matter (PM). However, newly published research suggests that significant combustion difficulties are faced while burning hydrogen-ammonia blends, primarily due to the various ignition delays of hydrogen and ammonia, which results in incomplete combustion and increased generation of nitrogen oxides (NOx) products like NO, NO2, and N2O. This review thoroughly examines the properties of ammonia and hydrogen as potential fuels for internal combustion engines (ICEs), discussing their physicochemical properties, blending methods, and fuel injection techniques, while also identifying critical knowledge gaps that need to be overcome to stimulate the evolution of H2-NH3 fuels.
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- 18 April 2025
- Published by MDPI AG in Preprints.org
Open Access
Progress in Clean Energy: A Review of Ammonia-Hydrogen Blended Fuels for Internal Combustion Engine Applications
by Raouf Mobasheri, Xiang Li, Hasan Rezaei, Zhijun Peng
Because of the global increasing demand for energy, combustible fuels are widely used by both home and industry. Today hydrocarbon dependency has led to huge environmental and health risks from the emissions that they cause. As a result, hydrogen (H2) and ammonia (NH3) have been proposed as promising renewable and carbon-neutral energy carriers to mitigate CO2 emissions in transport. For long-range applications like marine diesel engines, typical alternatives, such as battery-electric, hybrid or fuel cell solutions, are simply too expensive and provide insufficient torque output. The low auto-ignition propensity of ammonia necessitates the utilization of highly reactive fuels to facilitate its combustion process, such as hydrogen. Ammonia as a marine fuel offers several benefits, including the elimination of emissions of sulfur oxides (SOx) and particulate matter (PM). However, newly published research suggests that significant combustion difficulties are faced while burning hydrogen-ammonia blends, primarily due to the various ignition delays of hydrogen and ammonia, which results in incomplete combustion and increased generation of nitrogen oxides (NOx) products like NO, NO2, and N2O. This review thoroughly examines the properties of ammonia and hydrogen as potential fuels for internal combustion engines (ICEs), discussing their physicochemical properties, blending methods, and fuel injection techniques, while also identifying critical knowledge gaps that need to be overcome to stimulate the evolution of H2-NH3 fuels.
Cited by 2
Open Access
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Cited by 4
- 31 October 2024
- Published by MDPI AG in Sustainability
Insights into Microscopic Characteristics of Gasoline and Ethanol Spray from a GDI Injector Under Injection Pressure up to 50 MPa
by Xiang Li, Xuewen Zhang, Tianya Zhang, Ce Ji, Peiyong Ni, Wanzhong Li, Yiqiang Pei, Zhijun Peng, Raouf Mobasheri
Nowadays it has become particularly valuable to control the Particulate Matter (PM) emissions from the road transport sector, especially in vehicle powertrains with an Internal Combustion Engine (ICE). However, almost no publication has focused on a comparison of the microscopic characteristics of gasoline and ethanol spray under injection pressure conditions of more than 30 MPa, except in the impingement process. By using a Phase Doppler Particles Analyser (PDPA) system, the microscopic characteristics of gasoline and ethanol spray from a Gasoline Direct Injection (GDI) injector under injection pressure ( $P_{I}$ ) up to 50 MPa was fully explored in this research. The experimental results demonstrate that under the same $P_{I}$ , the second peak of the probability ( $p_{d}$ ) curves of droplet normal velocity for gasoline is slightly higher than that of ethanol. Moreover, gasoline spray exceeds ethanol by about 5.4% regarding the average droplet tangential velocity at 50 mm of jet downstream. Compared to ethanol, the $p_{d}$ curve’s peak of droplet diameter at (0, 50) for gasoline is 1.3 percentage points higher on average, and the overall Sauter mean diameter of gasoline spray is slightly smaller. By increasing $P_{I}$ from 10 MPa to 50 MPa, $p_{d}$ of the regions of “100 ≤ Weber number ( $W e$ ) < 1000” and “ $W e$ ≥ 1000” increases by about 23%, and the $p_{d}$ of large droplets over 20 μm shows a significant reduction. This research would provide novel insights into the deeper understanding of the comparison between gasoline and ethanol spray in microscopic characteristics under ultra-high $P_{I}$ . Additionally, this research would help provide a theoretical framework and practical strategies to reduce PM emissions from passenger vehicles, which would significantly contribute to the protection and sustainability of the environment.
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- 31 October 2024
- Published by MDPI AG in Sustainability
Open Access
Insights into Microscopic Characteristics of Gasoline and Ethanol Spray from a GDI Injector Under Injection Pressure up to 50 MPa
by Xiang Li, Xuewen Zhang, Tianya Zhang, Ce Ji, Peiyong Ni, Wanzhong Li, Yiqiang Pei, Zhijun Peng, Raouf Mobasheri
Nowadays it has become particularly valuable to control the Particulate Matter (PM) emissions from the road transport sector, especially in vehicle powertrains with an Internal Combustion Engine (ICE). However, almost no publication has focused on a comparison of the microscopic characteristics of gasoline and ethanol spray under injection pressure conditions of more than 30 MPa, except in the impingement process. By using a Phase Doppler Particles Analyser (PDPA) system, the microscopic characteristics of gasoline and ethanol spray from a Gasoline Direct Injection (GDI) injector under injection pressure ( $P_{I}$ ) up to 50 MPa was fully explored in this research. The experimental results demonstrate that under the same $P_{I}$ , the second peak of the probability ( $p_{d}$ ) curves of droplet normal velocity for gasoline is slightly higher than that of ethanol. Moreover, gasoline spray exceeds ethanol by about 5.4% regarding the average droplet tangential velocity at 50 mm of jet downstream. Compared to ethanol, the $p_{d}$ curve’s peak of droplet diameter at (0, 50) for gasoline is 1.3 percentage points higher on average, and the overall Sauter mean diameter of gasoline spray is slightly smaller. By increasing $P_{I}$ from 10 MPa to 50 MPa, $p_{d}$ of the regions of “100 ≤ Weber number ( $W e$ ) < 1000” and “ $W e$ ≥ 1000” increases by about 23%, and the $p_{d}$ of large droplets over 20 μm shows a significant reduction. This research would provide novel insights into the deeper understanding of the comparison between gasoline and ethanol spray in microscopic characteristics under ultra-high $P_{I}$ . Additionally, this research would help provide a theoretical framework and practical strategies to reduce PM emissions from passenger vehicles, which would significantly contribute to the protection and sustainability of the environment.
Cited by 4
Open Access
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Cited by 1
- 9 October 2024
- Published by MDPI AG in Sustainability
Optimising the Particulate Emission Characteristics of a Dual-Fuel Spark Ignition Engine by Changing the Gasoline Direct Injection Strategy
by Xiang Li, Siyue Liu, Wanzhong Li, Yiqiang Pei, Xuewen Zhang, Peiyong Ni, Zhijun Peng, Chenxi Wang
In the current global scenario, it is essential to find more effective and practical solutions to mitigate the problem of particulate emissions from vehicles. In this research, particulate emission characteristics with changing GDI pressure or applying a split GDI strategy with different second injection timings were initially explored in a Dual-Fuel Spark Ignition (DFSI) engine, which employs Ethanol Port Injection (EPI) plus Gasoline Direct Injection (GDI). The experimental results show that by increasing GDI pressure ( $P_{G D I}$ ) from 5.5 MPa to 18 MPa, ignition delay ( $θ_{F}$ ) shows a small decrease of 0.68 degrees. The parameters, such as maximum in-cylinder temperature ( $T_{M I}$ ) and exhaust gas temperature ( $T_{E G}$ ), each increase by 53.75 K and 13.84 K. An apparent reduction of 59.5% and 36.26% was achieved for the concentrations of particulate number ( $N_{P}$ ) and particulate mass ( $M_{P}$ ), respectively. Particulate emissions are effectively reduced by a split GDI strategy with an appropriate range of second injection timing ( $t_{G D I 2}$ ). Under $t_{G D I 2}$ = −260 °CA, $N_{P}$ and $M_{P}$ concentrations exhibit a relatively lower level. However, by delaying $t_{G D I 2}$ from −260 °CA to −140 °CA, there is an increase of more than 60% in $N_{P}$ concentration. The research findings help offer new and valuable insights into optimising particulate number and mass emissions from DFSI engines. Moreover, the findings could contribute novel and valuable insights into the optimisation of particulate emission characteristics in DFSI engines.
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- 9 October 2024
- Published by MDPI AG in Sustainability
Open Access
Optimising the Particulate Emission Characteristics of a Dual-Fuel Spark Ignition Engine by Changing the Gasoline Direct Injection Strategy
by Xiang Li, Siyue Liu, Wanzhong Li, Yiqiang Pei, Xuewen Zhang, Peiyong Ni, Zhijun Peng, Chenxi Wang
In the current global scenario, it is essential to find more effective and practical solutions to mitigate the problem of particulate emissions from vehicles. In this research, particulate emission characteristics with changing GDI pressure or applying a split GDI strategy with different second injection timings were initially explored in a Dual-Fuel Spark Ignition (DFSI) engine, which employs Ethanol Port Injection (EPI) plus Gasoline Direct Injection (GDI). The experimental results show that by increasing GDI pressure ( $P_{G D I}$ ) from 5.5 MPa to 18 MPa, ignition delay ( $θ_{F}$ ) shows a small decrease of 0.68 degrees. The parameters, such as maximum in-cylinder temperature ( $T_{M I}$ ) and exhaust gas temperature ( $T_{E G}$ ), each increase by 53.75 K and 13.84 K. An apparent reduction of 59.5% and 36.26% was achieved for the concentrations of particulate number ( $N_{P}$ ) and particulate mass ( $M_{P}$ ), respectively. Particulate emissions are effectively reduced by a split GDI strategy with an appropriate range of second injection timing ( $t_{G D I 2}$ ). Under $t_{G D I 2}$ = −260 °CA, $N_{P}$ and $M_{P}$ concentrations exhibit a relatively lower level. However, by delaying $t_{G D I 2}$ from −260 °CA to −140 °CA, there is an increase of more than 60% in $N_{P}$ concentration. The research findings help offer new and valuable insights into optimising particulate number and mass emissions from DFSI engines. Moreover, the findings could contribute novel and valuable insights into the optimisation of particulate emission characteristics in DFSI engines.
Cited by 1
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Cited by 2
- 22 June 2024
- Published by Springer Nature
CFD Investigation into Hydrogen-Ammonia Stratification Combustion in IC Engine
by John Gueritz, Zhijun Peng, Aliyu Aliyu, Ivan Zalac, Bo Gao
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- 22 June 2024
- Published by Springer Nature
CFD Investigation into Hydrogen-Ammonia Stratification Combustion in IC Engine
by John Gueritz, Zhijun Peng, Aliyu Aliyu, Ivan Zalac, Bo Gao
Cited by 2
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Cited by 13
- 5 May 2024
- Published by Taylor & Francis in International Journal of Green Energy
Two-phase flow in the gas diffusion layer with different perforation of proton exchange membrane fuel cell
by Tianshu Li, Zhiming Bao, Ronghua Yao, Xu Pan, Fuqiang Bai, Zhijun Peng, Kui Jiao, Zhi Liu
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- 5 May 2024
- Published by Taylor & Francis in International Journal of Green Energy
Two-phase flow in the gas diffusion layer with different perforation of proton exchange membrane fuel cell
by Tianshu Li, Zhiming Bao, Ronghua Yao, Xu Pan, Fuqiang Bai, Zhijun Peng, Kui Jiao, Zhi Liu
Cited by 13
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Cited by 17
- 21 March 2024
- Published by Taylor & Francis in International Journal of Green Energy
Application of template method in fabricating ordered gas diffusion layer of PEMFC
by Zhe Wang, Kang Wang, Kui Jiao, Qing Du, Zhijun Peng, Fuqiang Bai, Zhi Liu
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- 21 March 2024
- Published by Taylor & Francis in International Journal of Green Energy
Application of template method in fabricating ordered gas diffusion layer of PEMFC
by Zhe Wang, Kang Wang, Kui Jiao, Qing Du, Zhijun Peng, Fuqiang Bai, Zhi Liu
Cited by 17
Open Access
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Cited by 3
- 29 June 2023
- Published by MDPI AG in Sustainability
Quantitative Analysis of Water Injection Mass and Timing Effects on Oxy-Fuel Combustion Characteristics in a GDI Engine Fuelled with E10
by Hao Chen, Chenxi Wang, Xiang Li, Yongzhi Li, Miao Zhang, Zhijun Peng, Yiqiang Pei, Zhihao Ma, Xuewen Zhang, Peiyong Ni, et al.
The climate change issue has become a growing concern due to the increasing greenhouse gas emissions. To achieve carbon neutrality for mitigating the climate problem, the oxy-fuel combustion (OFC) technique on internal combustion engines (ICEs) has attracted much attention. Furthermore, the water injection (WI) strategy was proven effective in improving the combustion process and thermal efficiency in engines under OFC mode. However, WI strategy effects on gasoline direct injection (GDI) engines fuelled with gasoline–alcohol blends have not been reported. This study quantitatively analysed WI mass and timing effects on oxy-fuel combustion performance from a GDI engine fuelled with E10 (10% ethanol and 90% gasoline in mass) by simulation. The results show that equivalent brake-specific fuel consumption (BSFC_E) shows a monotonically decreasing trend with the increase in the water–fuel mass ratio ( $R_{w f}$ ) from 0 to 0.2. However, further increasing $R_{w f}$ would cause a deterioration in BSFC_E due to the enhanced cooling effects of water vaporisation. Moreover, an appropriate water injection timing ( $t_{W I}$ ) could be explored for improving OFC performance, especially for large $R_{w f}$ conditions. The difference in BSFC_E between $t_{W I}$ = −100°CA and $t_{W I}$ = −60°CA can be up to around 6.3 g/kWh by increasing $R_{w f}$ to 0.6.
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- 29 June 2023
- Published by MDPI AG in Sustainability
Open Access
Quantitative Analysis of Water Injection Mass and Timing Effects on Oxy-Fuel Combustion Characteristics in a GDI Engine Fuelled with E10
by Hao Chen, Chenxi Wang, Xiang Li, Yongzhi Li, Miao Zhang, Zhijun Peng, Yiqiang Pei, Zhihao Ma, Xuewen Zhang, Peiyong Ni, et al.
The climate change issue has become a growing concern due to the increasing greenhouse gas emissions. To achieve carbon neutrality for mitigating the climate problem, the oxy-fuel combustion (OFC) technique on internal combustion engines (ICEs) has attracted much attention. Furthermore, the water injection (WI) strategy was proven effective in improving the combustion process and thermal efficiency in engines under OFC mode. However, WI strategy effects on gasoline direct injection (GDI) engines fuelled with gasoline–alcohol blends have not been reported. This study quantitatively analysed WI mass and timing effects on oxy-fuel combustion performance from a GDI engine fuelled with E10 (10% ethanol and 90% gasoline in mass) by simulation. The results show that equivalent brake-specific fuel consumption (BSFC_E) shows a monotonically decreasing trend with the increase in the water–fuel mass ratio ( $R_{w f}$ ) from 0 to 0.2. However, further increasing $R_{w f}$ would cause a deterioration in BSFC_E due to the enhanced cooling effects of water vaporisation. Moreover, an appropriate water injection timing ( $t_{W I}$ ) could be explored for improving OFC performance, especially for large $R_{w f}$ conditions. The difference in BSFC_E between $t_{W I}$ = −100°CA and $t_{W I}$ = −60°CA can be up to around 6.3 g/kWh by increasing $R_{w f}$ to 0.6.
Cited by 3
Open Access
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Cited by 5
- 23 May 2023
- Published by Springer Nature in BMC Cardiovascular Disorders
Type I Kounis syndrome induced by COVID-19 vaccination in China: a case report
by Yubing Deng, Zhujun Peng, Xiaoping Peng
Background: Kounis syndrome is a rare clinical condition characterized by the occurrence of an acute coronary event induced by an acute allergic episode. The ongoing pandemic of coronavirus disease 2019 (COVID-19) has contributed to an increase in the incidence of allergic reactions to a certain extent, thereby increasing the incidence of Kounis syndrome. Timely diagnosis and effective management of this disease are important in clinical practice. Case presentation: We report a 43-year-old woman who developed generalized pruritus, breathlessness, paroxysmal precordial crushing pain, and dyspnea after receiving the third dose of the COVID-19 vaccine. After anti-allergic treatment and therapy for acute myocardial ischemia, her symptoms resolved with improvement in cardiac function and resolution of ST-segment changes. The prognosis was satisfactory, and the final diagnosis was type I Kounis syndrome. Conclusion: This patient with type I Kounis syndrome rapidly developed acute coronary syndrome (ACS) after an acute allergic reaction to the COVID-19 vaccine. Timely diagnosis of acute allergic reaction and ACS, and targeted treatment based on the relevant guidelines are the key to successful treatment of the syndrome.
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- 23 May 2023
- Published by Springer Nature in BMC Cardiovascular Disorders
Open Access
Type I Kounis syndrome induced by COVID-19 vaccination in China: a case report
by Yubing Deng, Zhujun Peng, Xiaoping Peng
Background: Kounis syndrome is a rare clinical condition characterized by the occurrence of an acute coronary event induced by an acute allergic episode. The ongoing pandemic of coronavirus disease 2019 (COVID-19) has contributed to an increase in the incidence of allergic reactions to a certain extent, thereby increasing the incidence of Kounis syndrome. Timely diagnosis and effective management of this disease are important in clinical practice. Case presentation: We report a 43-year-old woman who developed generalized pruritus, breathlessness, paroxysmal precordial crushing pain, and dyspnea after receiving the third dose of the COVID-19 vaccine. After anti-allergic treatment and therapy for acute myocardial ischemia, her symptoms resolved with improvement in cardiac function and resolution of ST-segment changes. The prognosis was satisfactory, and the final diagnosis was type I Kounis syndrome. Conclusion: This patient with type I Kounis syndrome rapidly developed acute coronary syndrome (ACS) after an acute allergic reaction to the COVID-19 vaccine. Timely diagnosis of acute allergic reaction and ACS, and targeted treatment based on the relevant guidelines are the key to successful treatment of the syndrome.
Cited by 5
Open Access
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Cited by 7
- 9 January 2023
- Published by Elsevier in Energy Reports
Comparative investigation on macroscopic and microscopic characteristics of impingement spray of gasoline and ethanol from a GDI injector under injection pressure up to 50 MPa
by Xiang Li, Dayou Li, Pavlos Dimitriou, Tahmina Ajmal, Abdel Aitouche, Raouf Mobasheri, Oyuna Rybdylova, Yiqiang Pei, Zhijun Peng
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- 9 January 2023
- Published by Elsevier in Energy Reports
Open Access
Comparative investigation on macroscopic and microscopic characteristics of impingement spray of gasoline and ethanol from a GDI injector under injection pressure up to 50 MPa
by Xiang Li, Dayou Li, Pavlos Dimitriou, Tahmina Ajmal, Abdel Aitouche, Raouf Mobasheri, Oyuna Rybdylova, Yiqiang Pei, Zhijun Peng
Cited by 7
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Cited by 3
- 20 October 2022
- Published by ASME International in Journal of Engineering for Gas Turbines and Power
Effect of Intake Charge Temperature on Oxy-Fuel Combustion in an HCCI Diesel Engine Under Different Carbon Dioxide Dilutions
by Raouf Mobasheri, Abdel Aitouche, J. B. Mumputu, Xiang Li, Zhijun Peng
Carbon dioxide is one of the leading contributors to global warming. Oxy-fuel combustion (OFC) integrated with Carbon Capture and Storage (CCS) technology is an efficient way to reduce carbon dioxide emissions. In OFC, pure oxygen (O₂) is used instead of air to react with hydrocarbon fuel. Consequently, the products of combustion mainly include carbon dioxide (CO₂) and water vapor (H₂O). Meanwhile, due to the absence of N₂ in the intake charge, nitrogen-related emissions are greatly removed from the exhaust gases. In the present study, the effect of intake charge temperature on OFC has been investigated in a diesel engine under the Homogeneous Charge Compression Ignition (HCCI) mode. In order to control combustion temperature and avoid overheating problems caused by oxygen in OFC, a portion of the exhaust CO₂ was added to the O₂ under different diluent strategies ranging from 79-85% v/v. It has been found that OFC can significantly reduce CO and PM emissions while eliminating NOx emissions. With a higher intake charge temperature, combustion occurs earlier with shorter main stages, reducing the Indicated Mean Effective Pressure (IMEP) and increasing the Indicated Specific Fuel Consumption (ISFC), whereas, with a lower intake charge temperature, combustion stability deteriorates leading to incomplete OFC. By raising the intake charge temperature from 140°C to 220°C and applying 21% O₂ and 79% CO₂ v/v, the Indicated Thermal Efficiency (ITE) is reduced from 34.6% to 29.2% while ISFC is increased from 0.24 to 0.285 Kg/kWh.
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- 20 October 2022
- Published by ASME International in Journal of Engineering for Gas Turbines and Power
Effect of Intake Charge Temperature on Oxy-Fuel Combustion in an HCCI Diesel Engine Under Different Carbon Dioxide Dilutions
by Raouf Mobasheri, Abdel Aitouche, J. B. Mumputu, Xiang Li, Zhijun Peng
Carbon dioxide is one of the leading contributors to global warming. Oxy-fuel combustion (OFC) integrated with Carbon Capture and Storage (CCS) technology is an efficient way to reduce carbon dioxide emissions. In OFC, pure oxygen (O₂) is used instead of air to react with hydrocarbon fuel. Consequently, the products of combustion mainly include carbon dioxide (CO₂) and water vapor (H₂O). Meanwhile, due to the absence of N₂ in the intake charge, nitrogen-related emissions are greatly removed from the exhaust gases. In the present study, the effect of intake charge temperature on OFC has been investigated in a diesel engine under the Homogeneous Charge Compression Ignition (HCCI) mode. In order to control combustion temperature and avoid overheating problems caused by oxygen in OFC, a portion of the exhaust CO₂ was added to the O₂ under different diluent strategies ranging from 79-85% v/v. It has been found that OFC can significantly reduce CO and PM emissions while eliminating NOx emissions. With a higher intake charge temperature, combustion occurs earlier with shorter main stages, reducing the Indicated Mean Effective Pressure (IMEP) and increasing the Indicated Specific Fuel Consumption (ISFC), whereas, with a lower intake charge temperature, combustion stability deteriorates leading to incomplete OFC. By raising the intake charge temperature from 140°C to 220°C and applying 21% O₂ and 79% CO₂ v/v, the Indicated Thermal Efficiency (ITE) is reduced from 34.6% to 29.2% while ISFC is increased from 0.24 to 0.285 Kg/kWh.
Cited by 3

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