Optimization of operating parameters of an off-road automotive diesel engine running at highway drive conditions using Response Surface Methodology

2020 ◽  
pp. 1-48 ◽  
Author(s):  
Vinod Babu Marri ◽  
K. Madhu Murthy ◽  
G. Amba Prasad Rao
Keyword(s):  
Response Surface Methodology ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Operating Parameters ◽  
Injection Timing ◽  
Boost Pressure ◽  
Pilot Injection ◽  
Injection Quantity ◽  
Main Injection ◽  
Fuel Injection Pressure

Abstract The typical tradeoff between the two major emissions from compression ignition (CI) engines, smoke and oxides of nitrogen, is the unresolved challenge to the researchers. Techniques like engine downsizing, lowering intake oxygen concentration, multiple injections, use of retarded injection timings and higher injection pressures, etc. are widely employed for the alleviation of these harmful emissions. The influence of variation of fuel injection pressure (FIP), boost pressure, pilot injection timing (PIT), pilot injection quantity (PIQ) and main injection timing (MIT) are experimentally investigated in the present work. Mahindra mHawk four-cylinder diesel engine with provisions of a variable-geometry turbocharger (VGT), exhaust gas recirculation (EGR), and common-rail direct injection (CRDi) is chosen for the experimentation. Test runs are conducted at 1750 rpm and 80.3 N.m (4.6 bar bmep) corresponding to highway drive conditions, using 10 % EGR. Response surface methodology is employed for the design of experiments and to analyze the experimental data. Multi-objective response optimization is carried out to optimize engine-operating parameters that give desired performance and engine-out emissions. Confirmatory tests are conducted at design conditions to validate the results predicted by the model. This study reveals that the optimum performance and emission characteristics could be obtained using 120 kPa boost pressure; 61.1 MPa fuel injection pressure; 11.5 % pilot injection quantity with pilot injection at 332 °CA and main injection at 359 °CA.

An Experimental Study on Smoke Reduction Effect of Post Injection in Combination With Pilot Injection for a Diesel Engine

2013 ◽  
Vol 136 (4) ◽  
Author(s):  
Long Liu ◽  
Naoto Horibe ◽  
Tatsuya Komizo ◽  
Issei Tamura ◽  
Takuji Ishiyama
Keyword(s):  
Diesel Engine ◽  
Injection Pressure ◽  
Injection Timing ◽  
Nox Emissions ◽  
Pilot Injection ◽  
Post Injection ◽  
Spray Flames ◽  
Injection Quantity ◽  
Main Injection ◽  
Reduction Effect

With the universal utilization of the common-rail injection system in automotive diesel engines, the multistage injection strategies have become typical approaches to satisfy the increasingly stringent emission regulations, and especially the post injection has received considerable attention as an effective way for reducing the smoke emissions. Normally the post injection is applied in combination with the pilot injection to restrain the NOx emissions, smoke emissions, and combustion noise simultaneously, and the pilot injection condition affects the combustion process of the main injection and might affect the smoke reduction effect of the post injection. Thus this study aims at obtaining the post injection strategy to reduce smoke emissions in a diesel engine, where post injection is employed in combination with pilot injection. The experiments were performed using a single-cylinder diesel engine under various conditions of pilot and post injection with a constant load at an IMEP of 1.01 MPa, fixed speed of 1500 rpm, and NOx emissions concentration of 150 ± 5 ppm that was maintained by adjusting the EGR ratio. The injection pressure was set at 90 MPa at first, and then it was varied to 125 MPa to evaluate the effects of post injection on the smoke reduction in the case of higher injection pressure. The experimental results show that small post injection quantity with a short interval from the end of main injection causes less smoke emissions. And larger pilot injection quantity and later pilot injection timing lead to higher smoke emissions. And then, to explore and interpret the smoke emissions tendencies with varying pilot and post injection conditions, the experimental results of three-stage injection conditions were compared to those of two reference cases, which only included the pilot and main injection, and the interaction between main spray flames and post sprays was applied for analysis. Based on the comparative analysis, the larger smoke reduction effect of post injection was observed with the larger pilot injection quantity, while it is not greatly influenced by pilot injection timing. In addition, the smoke emissions can be reduced considerably by increasing the injection pressure, however the smoke reduction effect of post injection was attenuated. And all of these tendencies were able to be interpreted by considering the intensity variation of the interaction between main spray flames and post sprays.

Split Injection Strategies for Biodiesel-Fueled Premixed Charge Compression Ignition Combustion Engine—Part II: Particulate Studies

2020 ◽  
Vol 142 (12) ◽  
Author(s):  
Akhilendra Pratap Singh ◽  
Avinash Kumar Agarwal
Keyword(s):  
Fuel Injection ◽  
Combustion Engine ◽  
Chemical Characterization ◽  
Injection Pressure ◽  
Morphological Characterization ◽  
Pilot Injection ◽  
Compression Ignition ◽  
Main Injection ◽  
Fuel Injection Pressure ◽  
Injection Strategies

Abstract In this study, experiments were performed in a single-cylinder research engine to investigate the particulate matter (PM) characteristics of the engine operated in premixed charge compression ignition (PCCI) mode combustion vis-a-vis baseline compression ignition (CI) mode combustion using three test fuels, namely, B20 (20% v/v biodiesel blended with mineral diesel), B40 (40% v/v/ biodiesel blended with mineral diesel), and baseline mineral diesel. The experiments were carried out at constant fuel injection pressure (FIP) (700 bar), constant engine speed (1500 rpm), and constant fuel energy input (0.7 kg/h diesel equivalent). PM characteristics of PCCI mode combustion were evaluated using two different fuel injection strategies, namely, single pilot injection (SPI) (35 deg before top dead center (bTDC)) and double pilot injection (DPI) (35 deg and 45 deg bTDC) at four different start of main injection (SoMI) timings. Results showed that both PCCI mode combustion strategies emitted significantly lower PM compared to baseline CI mode combustion strategy. However, the blending of biodiesel resulted in relatively higher PM emissions from both CI and PCCI combustion modes. Chemical characterization of PM showed that PCCI mode combustion emitted relatively lower trace metals compared to baseline CI mode combustion, which reduced further for B20. For detailed investigations of particulate structure, morphological characterization was done using transmission electron microscopy (TEM), which showed that PM emitted by B20-fueled PCCI mode combustion posed potentially lower health risk compared to baseline mineral diesel-fueled CI mode combustion.

Fuel Injection Strategy for Utilization of Mineral Diesel-Methanol Blend in a Common Rail Direct Injection Engine

2020 ◽  
Vol 142 (8) ◽  
Author(s):  
Akhilendra Pratap Singh ◽  
Nikhil Sharma ◽  
Vikram Kumar ◽  
Dev Prakash Satsangi ◽  
Avinash Kumar Agarwal
Keyword(s):  
Fuel Injection ◽  
Direct Injection ◽  
Injection Pressure ◽  
Pilot Injection ◽  
Oxides Of Nitrogen ◽  
Gas Temperature ◽  
Injection Strategy ◽  
Main Injection ◽  
Pilot Fuel ◽  
Fuel Injection Pressure

Abstract Methanol fueled internal combustion (IC) engines have attracted significant attention due to their contributions in reducing environmental pollution and fossil fuel consumption. In this study, a single-cylinder research engine was operated on MD10 (10% (v/v) methanol blended with mineral diesel) and baseline mineral diesel to explore an optimized fuel injection strategy for efficient combustion and reduced emissions. The experiments were conducted at constant engine speed (1500 rpm) and load (3 kW) using two different fuel injection strategies, namely, single pilot injection (SPI) and double pilot injection (DPI) strategy. For each pilot fuel injection strategy, the start of main injection (SoMI) timing was varied from −3 to 6° crank angle (CA) before top dead center (bTDC). To examine the effect of fuel injection pressure (FIP), experiments were performed at three different FIPs (500, 750, and 1000 bars). Results showed that the MD10 fueled engine resulted in superior combustion compared with baseline mineral diesel, which was further improved by DPI at higher FIPs. The use of DPI strategy was found to be more effective at higher FIPs, resulting in higher brake thermal efficiency (BTE), lower exhaust gas temperature (EGT), and reduced oxides of nitrogen (NOx) emissions compared with SPI strategy. Detailed investigations showed that the addition of methanol in mineral diesel reduced particulates, especially the accumulation mode particles (AMP). Different statistical analysis and qualitative correlations between fuel injection parameters showed that higher FIP and advanced SoMI timings were suitable for particulate reduction from the MD10 fueled engine.

Effect of process parameters on the diesel engine performance fuelled with Prosopis juliflora biodiesel response surface methodology approach

2021 ◽  
pp. 095440892110430
Author(s):  
Abhishek Sharma ◽  
Avdhesh Tyagi ◽  
Yashvir Singh ◽  
Nishant K Singh ◽  
Navneet K Pandey
Keyword(s):  
Response Surface Methodology ◽  
Response Surface ◽  
Fuel Injection ◽  
Engine Performance ◽  
Injection Pressure ◽  
Prosopis Juliflora ◽  
Injection Timing ◽  
Gas Temperature ◽  
Input Parameters ◽  
Fuel Injection Pressure

The rapid consumption of crude oil and resulting pollution are very severe problems in modern energy sectors. To meet these global problems, biodiesels obtained from non-edible plants can play a very crucial role. Keeping this idea in mind the present study focuses on making some efforts for the best utilization of innovative blends of Prosopis juliflora biodiesel in the operation of diesel engines. Four engine input parameters viz. fuel injection pressure (16–24 MPa), P. Juliflora biodiesel blends (0–10%), shaft loads (20–100%) and injection timing (15–31°bTDC (before top dead centre)) are selected for optimization process. The experiments were executed in accordance with response surface methodology. The results of the experiments revealed that the optimum combination for engine input parameters were at fuel injection timing 30°bTDC, fuel injection pressure 22 MPa, 4% P. juliflora biodiesel blending at 59% of engine load to achieve best performance. The individual desirability of brake thermal efficiency, brake specific fuel consumption, exhaust gas temperature and peak cylinder pressure were found to be 0.888, 0.949, 0.624 and 0.749, respectively, and the composite desirability of engine responses was found to be 0.7923 which makes the results acceptable.

Optimization of injection parameters for ethanol blends of plastic oil in VCR engine using RSM and ANN

2021 ◽  
Vol ahead-of-print (ahead-of-print) ◽  
Author(s):  
Datta Bharadwaz Yellapragada ◽  
Govinda Rao Budda ◽  
Kavya Vadavelli
Keyword(s):  
Compression Ratio ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Operating Parameters ◽  
Injection Timing ◽  
Oxides Of Nitrogen ◽  
Operational Parameters ◽  
Content Type ◽  
Injection Parameters ◽  
Ethanol Blends

Purpose The present work aims at improving the performance of the engine using optimized fuel injection strategies and operating parameters for plastic oil ethanol blends. To optimize and predict the engine injection and operational parameters, response surface methodology (RSM) and artificial neural networks (ANN) are used respectively. Design/methodology/approach The engine operating parameters such as load, compression ratio, injection timing and the injection pressure are taken as inputs whereas brake thermal efficiency (BTHE), brake-specific fuel consumption (BSFC), carbon monoxide (CO), hydrocarbons (HC), oxides of nitrogen (NOx) and smoke emissions are treated as outputs. The experiments are designed according to the design of experiments, and optimization is carried out to find the optimum operational and injection parameters for plastic oil ethanol blends in the engine. Findings Optimum operational parameters of the engine when fuelled with plastic oil and ethanol blends are obtained at 8 kg of load, injection pressure of 257 bar, injection timing of 17° before top dead center and blend of 15%. The engine performance parameters obtained at optimum engine running conditions are BTHE 32.5%, BSFC 0.24 kg/kW.h, CO 0.057%, HC 10 ppm, NOx 324.13 ppm and smoke 79.1%. The values predicted from ANN are found to be more close to experimental values when compared with the values of RSM. Originality/value In the present work, a comparative analysis is carried out on the prediction capabilities of ANN and RSM for variable compression ratio engine fuelled with ethanol blends of plastic oil. The error of prediction for ANN is less than 5% for all the responses such as BTHE, BSFC, CO and NOx except for HC emission which is 12.8%.

Experimental investigation of dwell time characteristics in high-pressure double-solenoid-valve fuel injection system

2019 ◽  
Vol 233 (13) ◽  
pp. 3281-3292
Author(s):  
Dan Xu ◽  
Qing Yang ◽  
Xiaodong An ◽  
Baigang Sun ◽  
Dongwei Wu ◽  
...  
Keyword(s):  
Fuel Injection ◽  
Injection Pressure ◽  
Solenoid Valve ◽  
Injection System ◽  
Fuel Injection System ◽  
Pilot Injection ◽  
Main Injection ◽  
Injection Interval ◽  
The Difference ◽  
Variation Rule

The double-solenoid-valve fuel injection system consists of an electronic unit pump and an electronic injector. It can realize the separate control of fuel supply and injection and has the advantages of adjusting pressure by cycle and flexible controlling of the injection rate. The interval angle between the pilot and main injection directly affects the action degree and the characteristics of two adjacent injections, affecting engine performance. This work realizes multiple injection processes on the test platform of a high-pressure double-solenoid-valve fuel injection system, with maximum injection pressure reaching 200 MPa. In this study, the interval between driven current signal of pilot injection termination and that of main injection initiation is defined as the signal interval (DT1), whereas the interval between pilot injection termination and main injection initiation is defined as the injection interval (DT2). The differences between the signal and the injection intervals are calculated, and the variation rule of the difference with respect to the signal interval is analyzed. Results show that the variation rule of the difference with the signal interval first decreases, then increases, and finally decreases. The variation rule of the delay angle from the start of needle movement to the start of fuel injection is found to be the root cause of this rule. The influence of the injection pressure on needle deformation and fuel flow rate of the nozzle results in the variation rule. In addition, the influence of the cam speed, temperature, and pipe length on the difference between the signal and injection interval is determined. This research provides guidance for an optimal control strategy of the fuel injection process.

Simulation and Measurement of Fuel Injection Quantity Based on TB4P

2014 ◽  
Vol 26 (1) ◽  
pp. 34-39 ◽  
Author(s):  
Dongmin Li ◽  
◽  
Jianzhong Zhang ◽  
Jianjun Yuan ◽  
FancanGuo ◽  
...  
Keyword(s):  
Relative Error ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Valve Lift ◽  
Needle Valve ◽  
Fuel Injector ◽  
Injection Pump ◽  
Injection Quantity ◽  
Fuel Injection Pump ◽  
Fuel Injection Pressure

In order to improve the measurement accuracy of fuel injection quantity based on Test Bench for fuel injection Pump (abbr. TB4P), on the basis of the function between needle valve lift and fuel injection quantity, two-level pressure adjustment module, which combines proportional flow rate valve with pressure sensor and takes advantage of spring of fuel injector, is used to control the outlet pressure of fuel injection pump, which results in the fuel injection pressure stably. Fuel injection pump and fuel injector are modeled by use of HCD of AMESim, and the system model of fuel injection quantity measurement is built. Simulation curve of fuel injection quantity is got by AMESim, which is compared with the curve of standard fuel injection quantity according to relative error. The results show that the relative error from the data of simulation system is smaller, so the methods of measurement and simulation in this paper are effective.

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.

Simultaneous Schlieren–PLIF Studies for Ignition and Soot Luminosity Visualization With Close-Coupled High-Pressure Double Injections of n-Dodecane

2017 ◽  
Vol 139 (1) ◽  
Author(s):  
Ahmed Abdul Moiz ◽  
Khanh D. Cung ◽  
Seong-Young Lee
Keyword(s):  
Ignition Delay ◽  
Dwell Time ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Constant Density ◽  
Ambient Temperatures ◽  
Soot Precursors ◽  
Planar Laser ◽  
Main Injection ◽  
Fuel Injection Pressure

Studies are performed in a constant volume preburn type combustion vessel over a range of ambient temperatures (750 K, 800 K, and 900 K) at constant density (22.8 kg/m3) with 15% O2 by volume in the ambient at 1200 bar (n-dodecane) fuel injection pressure. The influence of the pilot (first) spray flame on the ignition and combustion characteristics of the main (second) injection is investigated while varying injection pressure, dwell time, and injection strategy. Simultaneous schlieren (with soot luminosity imaging) and 355 nm planar laser-induced fluorescence (PLIF) imaging for formaldehyde (CH2O) and polycyclic aromatic hydrocarbons (PAH) visualization was performed. At both 900 K and 800 K ambient, main injection exhibits a reduction in ignition delay (ID) by a factor of 2 over their respective pilots. For the ambient temperature condition of 750 K, reducing injection pressure from 1500 bar to 1200 bar causes a significant increase in ignition delay (by ∼0.8 ms), which was attributed to the influence of injection pressure on spray-mixing and early development of cool flame. Also, at 750 K ambient condition, multiple injection schedule having two 0.5 ms injections separated by a 0.5 ms dwell was found to have a shorter ignition delay than a single 0.5 ms injection. Studies carried at an 800 K ambient show that by increasing the dwell time, main interaction with pilot reactive intermediates can be controlled to avoid an early rich ignition of the main spray and to reduce soot precursors.

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