Effect of fuel injection pressure and injection timing on spray characteristics and particulate size–number distribution in a biodiesel fuelled common rail direct injection diesel engine

2014 ◽  
Vol 130 ◽  
pp. 212-221 ◽  
Author(s):  
Avinash Kumar Agarwal ◽  
Atul Dhar ◽  
Jai Gopal Gupta ◽  
Woong Il Kim ◽  
Chang Sik Lee ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Fuel Injection ◽  
Direct Injection ◽  
Injection Pressure ◽  
Injection Timing ◽  
Spray Characteristics ◽  
Direct Injection Diesel Engine ◽  
Size Number ◽  
Particulate Size ◽  
Fuel Injection Pressure

scholarly journals An Experimental Assessment on the Influence of High Fuel Injection Pressure with Ternary Fuel (Diesel-Mahua methyl ester-Pentanol) on Performance, Combustion and Emission Characteristics of Common Rail Direct Injection Diesel Engine

2021 ◽  
Author(s):  
Jatoth Ramachander ◽  
Santhosh Kumar Gugulothu ◽  
Gadepalli Ravikiran Sastry ◽  
Burra Bhsker
Keyword(s):  
Diesel Engine ◽  
Methyl Ester ◽  
Thermal Efficiency ◽  
Fuel Injection ◽  
Direct Injection ◽  
Injection Pressure ◽  
Brake Thermal Efficiency ◽  
Direct Injection Diesel Engine ◽  
Fuel Injection Pressure ◽  
Ternary Fuel

Abstract This paper deals with analysis of the influence of fuel injection pressure with ternary fuel (diesel + Mahua methyl ester + Pentanol) on the emission, combustion and performance characteristics of a four stroke, single cylinder, common rail direct injection diesel engine working at a constant speed and varying operating scenarios. The usage of ternary fuel raised the NOx emission (12.46%) value and specific fuel consumption (SFC) with a decrease in the BTE (brake thermal efficiency) which attributes to its properties and combustion characteristics. The combustion process was affected by the physical properties of the blended fuel such as volatility and viscosity and this eventually affected the performance of the engine. The fuel injection pressure is varied from 20 MPa to 50 MPa so that ternary fuel can be properly utilized. The high injection pressure of 50 MPa has better combustion characteristics and higher brake thermal efficiency (4.39%) value than other injection pressure values. A better mixture is formed due to well atomized spray and as a result, the levels of CO (22.24%), HC (9.49%) and smoke (7.5%) falls with the increase in injection pressure.

scholarly journals Optimization of Injection Pressure and Injection Timing on Fuel Sprays, Engine Performances and Emissions on a Developed DI 20C Biodiesel Engine Prototype

2020 ◽  
Vol 38 (4) ◽  
pp. 827-838
Author(s):  
Bambang Sudarmanta ◽  
Alham A.K. Mahanggi ◽  
Dori Yuvenda ◽  
Hary Soebagyo
Keyword(s):  
Fossil Fuels ◽  
Fuel Injection ◽  
Cetane Number ◽  
Injection Pressure ◽  
Injection Timing ◽  
Spray Characteristics ◽  
Injection Parameter ◽  
Optimal Injection ◽  
Fuel Injection Pressure ◽  
Start Of Combustion

Biodiesel, as a renewable fuel that has the potential to replace diesel fossil fuels. With properties in the form of viscosity, density, and surface tension, which are higher than diesel fossil fuel, biodiesel produces poor spray characteristics, and also the high cetane number and oxygen content so that the ignition delay is shorter causes the start of combustion will shift more forward, therefore need to improve injection parameters including injection pressure and timing. The aim of this research is to get the optimal injection parameter optimization so as to improve engine performances and emissions. The method used is to increase the fuel injection pressure from 200 to 230 kg/cm2 and the injection timings were retarded from 22° to 16° BTDC. The results show that increasing injection pressure can improve spray characteristics as indicated by shorter penetration and smaller spray diameter of 30% and 9.8%, respectively and increase in spray spread angle of 21.9%. Then the optimization of engine performances and emissions, obtained at an injection pressure of 230 kg/cm2 and injection timing of 16° BTDC with an increase of power and thermal efficiency of 3.9% and 13.9%, respectively and reduction in smoke emissions of 45.2% at high load.

Effect of Injection Parameters and Strategy on the Noise From a Single Cylinder Direct Injection Diesel Engine

2011 ◽  
Author(s):  
Sukhbir Singh Khaira ◽  
Amandeep Singh ◽  
Marcis Jansons
Keyword(s):  
Diesel Engine ◽  
Direct Injection ◽  
Injection Pressure ◽  
Combustion Noise ◽  
Injection Timing ◽  
Cylinder Pressure ◽  
Frequency Spectra ◽  
Single Cylinder ◽  
Direct Injection Diesel Engine ◽  
Injection Parameters

Acoustic noise emitted by a diesel engine generally exceeds that produced by its spark-ignited equivalent and may hinder the acceptance of this more efficient engine type in the passenger car market (1). This work characterizes the combustion noise from a single-cylinder direct-injection diesel engine and examines the degree to which it may be minimized by optimal choice of injection parameters. The relative contribution of motoring, combustion and resonance components to overall engine noise are determined by decomposition of in-cylinder pressure traces over a range of load, injection pressure and start of injection. The frequency spectra of microphone signals recorded external to the engine are correlated with those of in-cylinder pressure traces. Short Time Fourier Transformation (STFT) is applied to cylinder pressure traces to reveal the occurrence of motoring, combustion noise and resonance in the frequency domain over the course of the engine cycle. Loudness is found to increase with enhanced resonance, in proportion to the rate of cylinder pressure rise and under conditions of high injection pressure, load and advanced injection timing.

Effects of hydrogen flow rate, injection pressure and EGR on performance of common rail direct injection (CRDi) engine in dual fuel mode

2021 ◽  
Vol ahead-of-print (ahead-of-print) ◽  
Author(s):  
S.V. Khandal ◽  
T.M. Yunus Khan ◽  
Sarfaraz Kamangar ◽  
Maughal Ahmed Ali Baig ◽  
Salman Ahmed N J
Keyword(s):  
Diesel Engine ◽  
Flow Rate ◽  
Fuel Injection ◽  
Direct Injection ◽  
Injection Pressure ◽  
Dual Fuel ◽  
Injection Timing ◽  
Oxides Of Nitrogen ◽  
Content Type ◽  
Hydrogen Flow

PurposeThe different performance tests were conducted on diesel engine compression ignition (CI) mode and CRDi engine.Design/methodology/approachThe CI engine was suitably modified to CRDi engine with Toroidal re-entrant combustion chamber (TRCC) and was run in dual-fuel (DF) mode. Hydrogen (H2) was supplied at different flow rates during the suction stroke, and 0.22 Kg/h of hydrogen fuel flow rate (HFFR) was found to be optimum. Diesel and biodiesel were used as pilot fuels. The CRDi engine with DF mode was run at various injection pressures, and 900 bar was found to be optimum injection pressure (IP) with 10o before top dead center (bTDC) as fuel injection timing (IT).FindingsThese operating engine conditions increased formation of oxides of nitrogen (NOx), which were reduced by exhaust gas recycle (EGR). With EGR of 15%, CRDi engine resulted in 12.6% lower brake thermal efficiency (BTE), 5.5% lower hydrocarbon (HC), 7.7% lower carbon monoxide (CO), 26% lower NOx at 80% load as compared to the unmodified diesel engine (CI mode).Originality/valueThe current research is an effort to study and evaluate the performance of CRDi engine in DF mode with diesel-H2 and BCPO-H2 fuel combinations with TRCC.

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