Development of Wobble-Plate-Type Fuel Pump in Compression Ignition Engine Fueled With Dimethyl Ether

2015 ◽  
Vol 137 (3) ◽  
Author(s):  
Hyun Kyu Suh
Keyword(s):  
Flow Rate ◽  
High Load ◽  
High Flow ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Fuel Pump ◽  
Fuel Flow ◽  
Type Fuel ◽  
Plate Type ◽  
Load Conditions

This experimental work describes the operation of a wobble-plate-type fuel pump for the stable supply of dimethyl ether (DME) fuel and evaluates its application possibility in a compression ignition engine. To achieve this, different types of flow control valves (normally open and normally closed types) were installed on the wobble-plate-type fuel pump. At the same time, the variations in fuel flow rate, torque, and temperature variation in the main parts of the pump were investigated under various operating conditions using a pump performance test system. In addition, a dummy-rail, which has half the volume of a common-rail, was installed to analyze pump stability under high flow rate/high load conditions. The wobble-plate-type fuel pump has showed satisfactory performance for DME fuel supply. The maximum flow rate (∼60 kg/h) is two times higher and the maximum torque value (∼32 N m) is three times higher than the required fuel flow and torque for stable driving of the DME engine (∼30 kg/h and ∼10 N m), respectively. Application of dummy-rail in wobble-plate-type fuel pump system would be a good solution to control the instability of pump operation in high flow rate/high load conditions.

Assessment of the impacts of combustion chamber bowl geometry and injection timing on a reactivity controlled compression ignition engine at low and high load conditions

2020 ◽  
pp. 146808742096121
Author(s):  
Bahram Jafari ◽  
Mahdi Seddiq ◽  
Seyyed Mostafa Mirsalim
Keyword(s):  
Combustion Chamber ◽  
Fuel Consumption ◽  
High Load ◽  
Injection Timing ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Load Range ◽  
Reactivity Controlled Compression Ignition ◽  
Diesel Injection ◽  
Load Conditions

The present paper aims to assess the impacts of diesel injection timing and two bowl geometries including re-entrant and wide-shallow combustion chambers on the combustion characteristics, emissions formation, and fuel consumption in a reactivity controlled compression ignition diesel engine under low and high load (five and nine bar indicating mean effective pressure) conditions. The results revealed that diesel injection at −60 CA ATDC under low load conditions significantly decreased soot and NOx emissions simultaneously for both piston bowl geometries. The use of the wide-shallow chamber decreased the period of the ignition delay and increased the engine operable load range as a result of more stable combustion under high-load conditions compared to the re-entrant chamber. Moreover, at all diesel injection timings, the indicated specific fuel consumption was decreased by nearly 4.8 and 6.6% under low and high load conditions, respectively when the wide-shallow combustion chamber was used since the heat transfer loss was lower than that of the re-entrant chamber. However, NOx emission under high load conditions at the center of the combustion chamber and more soot emission in the exhaust gas are two disadvantages of the wide-shallow chamber versus the re-entrant combustion chamber.

scholarly journals Engine Performance of a Gardener Compression Ignition Engine using Rapeseed Methyl Esther

2019 ◽  
Vol 4 (2) ◽  
Author(s):  
Hamisu A Dandajeh ◽  
Talib O Ahmadu
Keyword(s):  
Mass Flow Rate ◽  
Mass Flow ◽  
Flow Rate ◽  
Equivalence Ratio ◽  
Engine Speed ◽  
Engine Performance ◽  
Combustion Characteristics ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Air Mass

This paper presents an experimental investigation on the influence of engine speed on the combustion characteristics of a Gardener compression ignition engine fueled with rapeseed methyl esther (RME). The engine has a maximum power of 14.4 kW and maximum speed of 1500 rpm. The experiment was carried out at speeds of 750 and 1250 rpm under loads of 4, 8, 12, 16 and 18 kg. Variations of cylinder pressure with crank angle degrees and cylinder volume have been examined. It was found that RME demonstrated short ignition delay primarily due to its high cetane number and leaner fuel properties (equivalence ratio (φ) = 0.22 at 4kg). An increase in thermal efficiency but decrease in volumetric efficiency was recorded due to increased brake loads. Variations in fuel mass flow rate, air mass flow rate, exhaust gas temperatures and equivalence ratio with respect to brake mean effective pressure at engine speeds of 750 and 1250 rpm were also demonstrated in this paper. Higher engine speed of 1250 rpm resulted in higher fuel and air mass flow rates, exhaust temperature, brake power and equivalent ratio but lower volumetric efficiency. Keywords— combustion characteristics, engine performance, engine speed, rapeseed methyl Esther

scholarly journals THE THERMOHYDRAULIC ANALYSIS OF THE BANDUNG RESEARCH REACTOR CORE WITH PLATE TYPE FUEL ELEMENTS USING THE CFD CODE

2018 ◽  
Vol 20 (3) ◽  
pp. 123
Author(s):  
Reinaldy Nazar ◽  
Sudjatmi KA ◽  
Ketut Kamajaya
Keyword(s):  
Fuel Element ◽  
Surface Temperature ◽  
Forced Convection ◽  
Flow Rate ◽  
Research Reactor ◽  
Saturation Temperature ◽  
Cooling Flow ◽  
Fuel Elements ◽  
Type Fuel ◽  
Plate Type

Due to TRIGA fuel elements are no longer produced by General Atomic, it is necessary to find a solution so that the Bandung TRIGA 2000 reactor can still be operated. One solution is to replace the type of fuel elements. Study on using the MTR plate type fuel elements as used in RSG-GAS Serpong has been done for the Bandung TRIGA 2000. Based on the results of the study using CFD computer program, it is found that Bandung TRIGA 2000 with plate type fuel elements cannot be operated up to 2000 kW power by natural convection cooling mode. Therefore, the reactor must be cooled by forced convection. The analysis using forced convection showed that for cooling flow rate of 50 kg/s and various temperatures of 35oC, 35.5 oC and 36 oC, the surface temperature of the fuel element is between 110.37 oC and 111.27 oC. Meanwhile, the cooling water temperature in the corresponding position is between 61.03 oC and 61.95 oC. In this operation condition, the surface temperatures of fuel elements can approach the saturation temperature and nucleat boiling started to occur. Hence, the use of cooling flow rate entering core less than 50 kg/s should be avoided. The surface temperature of fuel elements decreased under saturation temperature if cooling flow rate is greater than 65 kg/s. The surface temperature of fuel elements is achieved at 96.65 oC and coolant temperature in the corresponding position was 54.38 oC. Keywords: Bandung research reactor, plate type fuel element, thermohydraulic, CFD code ANALISIS TERMOHIDROLIK TERAS REAKTOR RISET BANDUNG BERELEMEN BAKAR TIPE PELAT MENGGUNAKAN PROGRAM CFD. Mengingat tidak diproduksinya lagi elemen bakar TRIGA oleh General Atomic, maka perlu diusahakan suatu solusi agar reaktor TRIGA 2000 Bandung dapat tetap beroperasi. Salah satu solusi adalah dengan melakukan penggantian tipe elemen bakar. Pada studi ini telah dianalisis penggunaan elemen bakar tipe pelat yang sejenis dengan yang digunakan di RSG-GAS Serpong, untuk digunakankan pada teras reaktor TRIGA 2000 Bandung. Berdasarkan hasil penelitian yang telah dilakukan dengan menggunakan program komputer CFD, diketahui bahwa reaktor TRIGA berelemen bakar tipe pelat tidak dapat dioperasikan pada daya 2000 kW dengan menggunakan moda pendinginan konveksi alamiah seperti yang digunakan saat ini. Untuk kondisi ini, pendinginan dilakukan dengan moda pendinginan konveksi paksa. Hasil analisis konveksi paksa menunjukkan bahwa dengan menggunakan laju alir pendingin pompa 50 kg/s dan variasi temperatur pada 35 oC, 35,5 oC dan 36 oC, diperoleh temperatur permukaan pelat elemen bakar antara 110,37 oC – 111,27 oC dan temperatur pendinginnya pada posisi terkait antara 61,03 oC – 61,95 oC. Temperatur permukaan pelat elemen bakar ini mendekati temperatur saturasi dan tentunya telah mulai terjadi pendidihan inti, sehingga penggunaan laju alir pendingin masuk teras reaktor kurang dari 50 kg/s perlu dihindari. Temperatur permukaan pelat elemen bakar mulai menurun menjauhi temperatur saturasi jika digunakan laju alir pendingin lebih besar dari 65 kg/s, dengan temperatur permukaan pelat elemen bakar 96,65 oC dan temperatur pendinginnya pada posisi terkait 54,38 oC.Kata kunci: Reaktor riset Bandung, elemen bakar tipe pelat, termohidrolik, program CFD

scholarly journals Coolant pump for compression-ignition aircraft engine

2019 ◽  
Vol 179 (4) ◽  
pp. 52-57
Author(s):  
Michał GĘCA ◽  
Konrad PIETRYKOWSKI ◽  
Grzegorz BARAŃSKI
Keyword(s):  
Flow Rate ◽  
Cooling System ◽  
Volume Flow Rate ◽  
Volumetric Flow Rate ◽  
Aircraft Engine ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Coolant Pump ◽  
Cooling Liquid ◽  
Compression Ignition Engines

The article presents an analysis of the design of cooling liquid pumps for a compression-ignition aircraft engine. A 100 kW twin- charged, two-stroke, liquid-cooled engine has 3 cylinders and 6 opposed-pistons. In the first part of the study, the amount of heat needed to be removed by the cooling system was estimated to obtain the required volumetric flow rate. Then, the design of automotive cooling liquid pumps for compression-ignition engines with a Common Rail power supply system and power of about 100 kW was analyzed. The aim of the analysis was to select a suitable pump for applications in the aircraft compression-ignition engine. 5 constructions of different shape, diameter and width of the working rotor were selected. The pressure and volume flow rate were determined for a given rotational speed of the pump on a specially built stand. The operation maps of individual pumps were created to select the most efficient types of pumps.

Analysis of Compression Ignition Engine Cycle Based on Irreversible Thermodynamics

2013 ◽  
Vol 837 ◽  
pp. 446-451
Author(s):  
Ion Omocea
Keyword(s):  
Pressure Drop ◽  
Irreversible Thermodynamics ◽  
Pressure Variation ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Fuel Flow ◽  
Marine Propulsion ◽  
Complex Optimization ◽  
Points Of View ◽  
Engine Cycle

We use a model that is based on the cycle behavior inlet pressure variation. This analysis revealed the two main regimes of operation marine propulsion engines. Pressure drop in the suction process can be seen from two points of view: this pressure drop is an active dissipation and at the same time is a passive dissipation, contributing to the deterioration of cycle infrastructure. Interference of the two effects is reflected by the appearance of a ψaopt=0,3...0,35, for which indicated power Pi becomes maximum in terms of given geometric and gazodynamic configurations. Respectively for a weighting of conductance gazodynamic imposed. When fuel flow is imposed, the analysis revealed that the share of shall be amended to variation of ψa, which involves the geometric and gazodynamic configuration variable. In this numerical analysis showed the existence of ψaopt=0,1...0,15, for which indicated efficiency ηi is maximum. These findings are the basis for the complex optimization cycle program for four-stroke compression ignition engine.

Initial Results on a New Light-Duty 2.7L Opposed-Piston Gasoline Compression Ignition Multi-Cylinder Engine

2018 ◽  
Author(s):  
Ashwin Salvi ◽  
Reed Hanson ◽  
Rodrigo Zermeno ◽  
Gerhard Regner ◽  
Mark Sellnau ◽  
...  
Keyword(s):  
Pressure Rise ◽  
High Load ◽  
Combustion Stability ◽  
Residual Fraction ◽  
Compression Ignition ◽  
Cylinder Pressure ◽  
Peak Cylinder Pressure ◽  
Low Load ◽  
Initial Results ◽  
Load Conditions

Gasoline compression ignition (GCI) is a cost-effective approach to achieving diesel-like efficiencies with low emissions. Traditional challenges with GCI arise at low-load conditions due to low charge temperatures causing combustion instability and at high-load conditions due to peak cylinder pressure and noise limitations. The fundamental architecture of the two-stroke Achates Power Opposed-Piston Engine (OP Engine) enables GCI by decoupling piston motion from cylinder scavenging, allowing for flexible and independent control of cylinder residual fraction and temperature leading to improved low load combustion. In addition, the high peak cylinder pressure and noise challenges at high-load operation are mitigated by the lower BMEP operation and faster heat release for the same pressure rise rate of the OP Engine. These advantages further solidify the performance benefits of the OP Engine and demonstrate the near-term feasibility of advanced combustion technologies, enabled by the opposed-piston architecture. This paper presents initial results from a steady state testing on a brand new 2.7L OP GCI multi-cylinder engine. A part of the recipe for successful GCI operation calls for high compression ratio, leading to higher combustion stability at low-loads, higher efficiencies, and lower cycle HC+NOx emissions. In addition, initial results on catalyst light-off mode with GCI are also presented. The OP Engine’s architectural advantages enable faster and earlier catalyst light-off while producing low emissions, which further improves cycle emissions and fuel consumption over conventional engines.

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