Effects of injection pressure, exhaust gas recirculation and intake pressure on the cycle-to-cycle variations of HCCI combustion

2016 ◽  
Vol 89 (2) ◽  
pp. 293-301 ◽  
Author(s):  
Sun You-cheng ◽  
Xu Min ◽  
Gui Yong ◽  
Cui Yi ◽  
Shi Lei ◽  
...  
Keyword(s):  
Injection Pressure ◽  
Exhaust Gas Recirculation ◽  
Exhaust Gas ◽  
Hcci Combustion ◽  
Intake Pressure ◽  
Gas Recirculation

Effects of Exhaust Gas Recirculation on Knock Intensity of a Downsized Gasoline Spark Ignition Engine

2018 ◽  
Vol 141 (1) ◽  
Author(s):  
Mingzhang Pan ◽  
Haiqiao Wei ◽  
Dengquan Feng
Keyword(s):  
Compression Ratio ◽  
Fuel Injection ◽  
Maximum Amplitude ◽  
Exhaust Gas Recirculation ◽  
Spark Ignition Engine ◽  
Exhaust Gas ◽  
Engine Knock ◽  
Intake Pressure ◽  
Control Port ◽  
Gas Recirculation

Exhaust gas recirculation (EGR) has gained prominence as a significant method to control port fuel injection engine knock caused by high compression ratio and high intake pressure (IP). In this paper, the effect of EGR on knock intensity was investigated under various conditions which included different compression ratios (9:1, 10:1, 11:1), IPs (1.0 bar, 1.2 bar, 1.4 bar) and intake temperatures (ITs, 20 °C, 40 °C, 60 °C). The torque output being a crucial variant was also considered. The results showed that EGR effectively reduced the maximum amplitude of pressure oscillations (MAPO) and knock intensity factor (KI20). The effect of EGR on knock resistance was more significant at higher compression ratio, IP, and IT. The output torque of the engine reached a peak value with a suitable EGR ratio which also controlled the intensity of knock under different conditions.

Contribution to study the effect of exhaust gas recirculation EGR on HCCI combustion mode

2017 ◽  
Vol 35 (1) ◽  
pp. 183-190 ◽  
Author(s):  
Slimane Benhorma ◽  
Mokhtar Aouissi ◽  
C. Mansour ◽  
A. Bounif
Keyword(s):  
Exhaust Gas Recirculation ◽  
Exhaust Gas ◽  
Combustion Mode ◽  
Hcci Combustion ◽  
Gas Recirculation

Chemical kinetic mechanisms for HCCI combustion of wet ethanol with exhaust gas recirculation

2020 ◽  
Author(s):  
Filipe A. Herzer ◽  
Jean L. S. Fagundez ◽  
Mario E. S. Martins ◽  
Nina P. G. Salau
Keyword(s):  
Exhaust Gas Recirculation ◽  
Chemical Kinetic ◽  
Exhaust Gas ◽  
Hcci Combustion ◽  
Kinetic Mechanisms ◽  
Gas Recirculation

Effect of Turbulence and External Exhaust Gas Recirculation on HCCI Combustion Mode and Exhaust Emissions

2009 ◽  
Vol 23 (9) ◽  
pp. 4295-4303 ◽  
Author(s):  
Francisco J. Jiménez-Espadafor ◽  
Miguel Torres Garcia ◽  
José A. Correa Herrero ◽  
José A. Becerra Villanueva
Keyword(s):  
Exhaust Gas Recirculation ◽  
Exhaust Emissions ◽  
Exhaust Gas ◽  
Combustion Mode ◽  
Hcci Combustion ◽  
Gas Recirculation

Characteristics of low temperature and low oxygen diesel combustion with ultra-high exhaust gas recirculation

2007 ◽  
Vol 8 (4) ◽  
pp. 365-378 ◽  
Author(s):  
H Ogawa ◽  
T Li ◽  
N Miyamoto
Keyword(s):  
Oxygen Concentration ◽  
Thermal Efficiency ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Exhaust Gas Recirculation ◽  
Injection Timing ◽  
Exhaust Gas ◽  
Cent Oxygen ◽  
Low Oxygen ◽  
Gas Recirculation

Ultra-low NOx and smokeless operation at higher loads up to half of the rated torque is attempted with large rates of cold exhaust gas recirculation (EGR). NOx decreases below 6 ppm (0.05 g/kW h) and soot significantly increases when first decreasing the oxygen concentration to 16 per cent with cold EGR. However, after peaking at 12–14 per cent oxygen, soot then decreases sharply to essentially zero at 9–10 per cent oxygen while maintaining ultra-low NOx, regardless of fuel injection quantity and injection pressure. However, at higher loads, with the oxygen concentration below 9–10 per cent, the air-fuel ratio has to be over-rich to exceed half of the rated torque, and thermal efficiency, CO, and THC deteriorate significantly. As the EGR rate increases, exhaust gas emissions and thermal efficiency vary with the intake oxygen content rather than with the excess air ratio. Longer ignition delays due to either advancing or retarding the injection timing reduced the smoke emissions, but advancing the injection timing has the advantages of maintaining the thermal efficiency and preventing misfiring. A reduction in the compression ratio is effective to reduce the in-cylinder temperature and increase the ignition delay as well as to expand the smokeless combustion range in terms of EGR and i.m.e.p. (indicated mean effective pressure).

Biodiesel Combustion and Emissions in Engines Using Modern Common-Rail Fuel Injection Systems

2008 ◽  
Author(s):  
Prashanth K. Karra ◽  
Matthias K. Veltman ◽  
Song-Charng Kong
Keyword(s):  
Fuel Injection ◽  
Injection Pressure ◽  
Exhaust Gas Recirculation ◽  
Common Rail ◽  
Injection System ◽  
Injection Timing ◽  
Fuel Injection System ◽  
Nox Emissions ◽  
Exhaust Gas ◽  
Gas Recirculation

This study performed experimental testing of a multi-cylinder diesel engine using different blends of biodiesel and diesel fuel. The engine used an electronically-controlled common-rail fuel injection system to achieve a high injection pressure. The operating parameters that were investigated included the injection pressure, injection timing, and exhaust gas recirculation rate. Results showed that biodiesel generally reduced soot emissions and increased NOx emissions. The increase in NOx emissions was not due to the injection timing shift when biodiesel was used because the present fuel injection system was able to give the same fuel injection timing. At high exhaust gas recirculation rates, emissions using regular diesel and 20% biodiesel blends are very similar while 100% biodiesel produces relatively different emission levels. Therefore, the increase in NOx emissions may not be a concern when 20% biodiesel blends are used with high exhaust gas recirculation rates in order to achieve low temperature combustion conditions.

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