scholarly journals Ducted fuel injection: A new approach for lowering soot emissions from direct-injection engines

2017 ◽  
Vol 204 ◽  
pp. 206-220 ◽  
Author(s):  
Charles J. Mueller ◽  
Christopher W. Nilsen ◽  
Daniel J. Ruth ◽  
Ryan K. Gehmlich ◽  
Lyle M. Pickett ◽  
...  
Keyword(s):  
Fuel Injection ◽  
Direct Injection ◽  
New Approach ◽  
Direct Injection Engines ◽  
Soot Emissions

RCCI of Synthetic Kerosene With PFI of N-Butanol-Combustion and Emissions Characteristics

2015 ◽  
Author(s):  
Valentin Soloiu ◽  
Martin Muiños ◽  
Tyler Naes ◽  
Spencer Harp ◽  
Marcis Jansons
Keyword(s):  
Thermal Efficiency ◽  
Fuel Injection ◽  
Direct Injection ◽  
Cetane Number ◽  
Engine Performance ◽  
Reactivity Controlled Compression Ignition ◽  
Ultra Low Sulfur Diesel ◽  
Indicated Mean Effective Pressure ◽  
Soot Emissions ◽  
Low Sulfur

In this study, the combustion and emissions characteristics of Reactivity Controlled Compression Ignition (RCCI) obtained by direct injection (DI) of S8 and port fuel injection (PFI) of n-butanol were compared with RCCI of ultra-low sulfur diesel #2 (ULSD#2) and PFI of n-butanol at 6 bar indicated mean effective pressure (IMEP) and 1500 rpm. S8 is a synthetic paraffinic kerosene (C6–C18) developed by Syntroleum and is derived from natural gas. S8 is a Fischer-Tropsch fuel that contains a low aromatic percentage (0.5 vol. %) and has a cetane number of 63 versus 47 of ULSD#2. Baselines of DI conventional diesel combustion (CDC), with 100% ULSD#2 and also DI of S8 were conducted. For both RCCI cases, the mass ratio of DI to PFI was set at 1:1. The ignition delay for the ULSD#2 baseline was found to be 10.9 CAD (1.21 ms) and for S8 was shorter at 10.1 CAD (1.12 ms). In RCCI, the premixed charge combustion has been split into two regions of high temperature heat release, an early one BTDC from ignition of ULSD#2 or S8, and a second stage, ATDC from n-butanol combustion. RCCI with n-butanol increased the NOx because the n-butanol contains 21% oxygen, while S8 alone produced 30% less NOx emissions when compared to the ULSD#2 baseline. The RCCI reduced soot by 80–90% (more efficient for S8). However, S8 alone showed a considerable increase in soot emissions compared with ULSD#2. The indicated thermal efficiency was the highest for the ULSD#2 and S8 baseline at 44%. The RCCI strategies showed a decrease in indicated thermal efficiency at 40% ULSD#2-RCCI and 42% and for S8-RCCI, respectively. S8 as a single fuel proved to be a very capable alternative to ULSD#2 in terms of combustion performance nevertheless, exhibited higher soot emissions that have been mitigated with the RCCI strategy without penalty in engine performance.

Detecting and Correcting Cylinder Imbalance in Direct Injection Engines

2000 ◽  
Vol 123 (3) ◽  
pp. 413-424 ◽  
Author(s):  
M. J. van Nieuwstadt ◽  
I. V. Kolmanovsky
Keyword(s):  
High Pressure ◽  
Diesel Engine ◽  
High Speed ◽  
Fuel Injection ◽  
Direct Injection ◽  
Direct Injection Engines ◽  
High Speed Diesel ◽  
On Line ◽  
Manufacturing Accuracy ◽  
Adaptation Scheme

Modern direct injection engines feature high pressure fuel injection systems that are required to control the fuel quantity very accurately. Due to limited manufacturing accuracy these systems can benefit from an on-line adaptation scheme that compensates for injector variability. Since cylinder imbalance affects many measurable signals, different sensors and algorithms can be used to equalize torque production by the cylinders. This paper compares several adaptation schemes that use different sensors. The algorithms are evaluated on a cylinder-by-cylinder simulation model of a direct injection high speed diesel engine. A proof of stability and experimental results are reported as well.

Solid State Electrochemical Sensor for Monitoring Lean Direct Injection Engines

2008 ◽  
Author(s):  
Jonathan Rheaume ◽  
Wolfgang Hable ◽  
Robert Dibble ◽  
Albert Pisano
Keyword(s):  
Solid State ◽  
Oxygen Sensor ◽  
Fuel Injection ◽  
Direct Injection ◽  
Power Stroke ◽  
Design Parameters ◽  
Direct Injection Engines ◽  
Lean Direct Injection ◽  
Diesel Cycle ◽  
Sensor Temperature

This work presents a novel scheme for the use of an oxygen sensor operating in dynamic engine conditions. Our modeling and experimental work show that a solid state, single cell, amperometric oxygen sensor located inside the cylinder of a lean direct injection engine produces a signal that provides different information depending on the stroke. During the intake stroke, the sensor’s signal is proportional to the partial pressure of oxygen, facilitating exhaust gas recirculation. During the compression stroke of a diesel engine prior to fuel injection, the sensor’s output indicates the cylinder pressure, which is useful for control and diagnostic purposes. The signal during the power stroke confirms combustion. During the exhaust stroke, the sensor’s signal indicates the oxygen quantity after combustion. Our model of engine and sensor operation simulates the changes in air properties including temperature, pressure, and oxygen concentration over the entire four strokes of the diesel cycle; these parameters affect the diffusivity of oxygen and the signal output. The model describes a sensor signal limited by diffusion or electrolytic conductivity depending on electrode design parameters (dimensions, porosity, tortuosity, etc). Knowledge of the sensor temperature and the engine crank angle are required in order to evaluate the signal. Experimental results confirm the pressure dependence of the oxygen sensor’s output signal when using air as the analyte fluid.

scholarly journals Particle number measurements in the European legislation and future JRC activities

2018 ◽  
Vol 174 (3) ◽  
pp. 3-16
Author(s):  
Barouch GIECHASKIEL ◽  
Tero LAHDE ◽  
Ricardo SUAREZ-BERTOA ◽  
Michael CLAIROTTE ◽  
Theodoros GRIGORATOS ◽  
...  
Keyword(s):  
Solid Particle ◽  
Particle Number ◽  
Fuel Injection ◽  
Direct Injection ◽  
Special Focus ◽  
The European Union ◽  
Heavy Duty ◽  
Direct Injection Engines ◽  
Light Duty ◽  
On The Road

The solid particle number method was introduced in the European Union (EU) light-duty legislation for diesel vehicles to ensure the installation of the best-available technology for particles (i.e., wall-flow diesel particulate filters) without the uncertainties of the volatile nucleation mode and without the need of large investment for purchasing the equipment. Later it was extended to gasoline vehicles with direct injection engines, heavy-duty engines (both compression ignition and positive ignitions) and non-road mobile machinery engines. Real Driving Emissions (RDE) testing on the road with Portable Emissions Measurement Systems (PEMS) for particle number (and NOx) during type approval and in-service conformity testing was recently (in 2017) introduced for light-duty vehicles, and is under discussion for heavy-duty vehicles in-service conformity testing. This paper will summarize the existing legislation regarding solid particle number and discuss the on-going activities at EU level. The main focus at the moment is on improving the calibration procedures, and extending the lower detection size below 23 nm with inter-laboratory exercises. In parallel, discussions are on-going to introduce testing at low ambient temperature, regeneration emissions in the light-duty regulation, a particle limit for other technologies such as gasoline port-fuel injection vehicles, and the feasibility of particle measurements to L-category vehicles (mopeds, motorcycles, tricycles and minicars). A short overview of periodical technical inspection investigations and the situation regarding non-exhaust traffic related sources with special focus on brakes and tyres will be described.

RCCI Investigations With n-Butanol and ULSD

2019 ◽  
Author(s):  
Valentin Soloiu ◽  
Cesar E. Carapia ◽  
Justin T. Wiley ◽  
Jose Moncada ◽  
Remi Gaubert ◽  
...  
Keyword(s):  
Combustion Chamber ◽  
Fuel Injection ◽  
Direct Injection ◽  
Injection Timing ◽  
Compression Ignition ◽  
Reactivity Controlled Compression Ignition ◽  
Ultra Low Sulfur Diesel ◽  
Constant Volume Combustion Chamber ◽  
Soot Emissions ◽  
Low Sulfur

Abstract The focus of this study is to reduce harmful NOx and soot emissions of a compression ignition (CI) engine using reactivity-controlled compression ignition (RCCI) with n-Butanol. RCCI was achieved with the port fuel injection (PFI) of a low reactivity fuel, n-butanol, and a direct injection (DI) of the highly reactive fuel ULSD #2 (Ultra Low Sulfur Diesel) into the combustion chamber. The reactivity, ID, and CD where determined using a Constant Volume Combustion Chamber (CVCC) where ID for n-butanol was found to be 15 times slower than ULSD. The emissions and combustion analysis was conducted at 1500 RPM at an experimental low engine load of 4 bar IMEP; the baseline for emissions comparison was conducted using conventional diesel combustion (CDC) with an injection timing of 16° BTDC at a rail pressure of 800 bar. RCCI was conducted utilizing 75% by mass PFI of n-butanol with 25% ULSD DI, showed a simultaneous reduction of both NOx and soot emissions at a rate of 96.2% and 98.7% respectively albeit with an increase in UHC emissions by a factor of 5. Ringing Intensity was also significantly reduced for Bu75ULSD25 (RCCI Experiment) with a reduction of 62.1% from CDC.

The Ford 2.5 Litre Direct Injection Naturally Aspirated Diesel Engine

1985 ◽  
Vol 199 (2) ◽  
pp. 113-122 ◽  
Author(s):  
G L Bird
Keyword(s):  
High Speed ◽  
First Generation ◽  
Fuel Injection ◽  
Direct Injection ◽  
Specific Reference ◽  
Direct Injection Engines ◽  
Technical Issues ◽  
Performance Development ◽  
Key Aspects ◽  
Engine Systems

The advantages of a high-speed direct injection diesel over an indirect injection engine are well established. In the last decade many studies have been presented which suggest that most of the technical issues preventing operation at high speed have been overcome. The new Ford 2.5 litre engine introduces a first generation of production high-speed direct injection engines. Based on controlled high swirl air management, combined with high rates of fuel injection, the engine produces 52 kW at 4000 r/min. Initial installation of the 2.5 litre high-speed direct injection engine is in the Ford Transit range of vehicles where 25 per cent fuel economy improvements over its predecessor, the York 2.36 litre indirect injection engine, have been achieved. Designed to meet the demands of modern vehicle application, the engine includes many features to improve reliability and durability. This paper describes the engine systems and components of the engine, together with the key aspects of the performance development with specific reference to the actions employed to control noise.

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