Combustion performance investigation of aviation kerosene (RP-3) on a compression ignition diesel engine under various loads

2021 ◽  
pp. 1-22
Author(s):  
Rui Liu ◽  
Kaisheng Huang ◽  
Yuan Qiao ◽  
Zhenyu Wang ◽  
Haocheng Ji
Keyword(s):  
Engine Speed ◽  
Pilot Injection ◽  
Compression Ignition ◽  
Combustion Performance ◽  
Combustion Duration ◽  
Peak Heat Release Rate ◽  
Crank Angle ◽  
Main Injection ◽  
High Engine Speed ◽  
Heavy Loads

Abstract The combustion performance of a compression ignition (CI) four-stroke aviation engine fueled with pure No. 3 rocket propellant (RP-3) was experimentally investigated for comparison with diesel. Pilot injection and main injection for RP-3 and diesel were unified under same test conditions. The results show that when burning RP-3, the maximum power of engine is 1% lower than that of burning diesel, with lower specific fuel consumption (SFC) and effective thermal efficiency (ETE). The combustion durations of RP-3 and diesel show small differences of less than 0.4°CA under heavy loads, while the combustion duration of RP-3 is shorter than that of diesel under low loads. The crank angle at 50% mass fraction burnt (CA50) of RP-3 shows differences of 0.3-1°CA compared to that of diesel. For pilot injection at a high engine speed, the ignition delay angle (IDA) of RP-3 is basically equal to that of diesel. With decreasing engine speed, the maximum difference of 1.2°CA in IDAs exist under medium or small loads. For the main injection, the IDA of RP-3 is lager than diesel under heavy loads at various engine speeds. As the load decreases, the IDA of RP-3 is extended. The peak heat release rate (HRR) of RP-3 during main injection combustion is basically the same as diesel under heavy loads, while the intervention effect of unburnt pilot-injected RP-3 under low loads results in a higher peak HRR.

Investigation on performance and combustion of compression ignition aviation piston engine burning biodiesel and diesel

2020 ◽  
Vol ahead-of-print (ahead-of-print) ◽  
Author(s):  
Rui Liu ◽  
Wanzhong Zhao ◽  
Zhenyu Wang ◽  
Xiaqing Liu
Keyword(s):  
Ignition Delay ◽  
Alternative Fuel ◽  
Combustion Characteristics ◽  
Pilot Injection ◽  
Compression Ignition ◽  
Piston Engine ◽  
Content Type ◽  
Fuel Burning ◽  
Main Injection ◽  
Load Conditions

Purpose This study aims to contrastively investigate the effects of biodiesel and diesel on the power, economy and combustion characteristics of a compression ignition aviation piston engine for unmanned aerial vehicles. Design/methodology/approach Biodiesel used as alternative fuel will not be mixed with diesel during experimental study. Pure diesel fuel is used for the comparative test. Same fuel injection strategies, including pilot and main injection, are guaranteed for two fuels in same test points. Findings The engine-rated power of biodiesel is lower than diesel, which results in higher specific fuel combustion (SFC) and effective thermal efficiency (ETE). Biodiesel has the faster burning rate, shorter combustion duration. The crank angle of 50% mass fraction burned (CA50) is earlier than diesel. The ignition delay angle of biodiesel and diesel in the pilot injection stage is almost the same at high engine speed. As the speed and load decrease, the ignition delay angle of biodiesel in the pilot injection stage is smaller than diesel. At 100% high load conditions, the fuel-burning fraction of biodiesel in the pilot injection is the same as diesel. The peak heat release rate (HRR) of biodiesel is slightly lower than diesel. At 20% part load conditions, the fuel-burning fraction of biodiesel in the pilot injection stage is lower than diesel. Because of the combustion participation of unburned pilot injected fuel, the peak HRR of biodiesel in the main injection is equal to or even higher than diesel. Originality/value The application feasibility of alternative fuel and its effects on aviation engine power, economy and combustion characteristics will be evaluated according to the “drop-in“ requirements and on the low-cost premise without changing the aviation engine structure and parameters.

scholarly journals Crank Angle Resolved HC-Detection Using LIF in the Exhausts of Small Two-Stroke Engines Running at High Engine Speed

1996 ◽  
Author(s):  
Öivind Andersson ◽  
Greger Juhlin ◽  
Martin Ekenberg ◽  
Bengt Johansson ◽  
Marcus Aldén
Keyword(s):  
Engine Speed ◽  
Crank Angle ◽  
High Engine Speed

Characterization of Variations in Cylinder Peak Pressure and its Position of High-Power Turbo-Charged Compression-Ignition Engines

2016 ◽  
Author(s):  
Gong Chen
Keyword(s):  
High Power ◽  
Thermal Loading ◽  
Peak Pressure ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Operating Cycle ◽  
Input Condition ◽  
Combustion Duration ◽  
Crank Angle ◽  
Input Parameters

Cylinder peak pressure (pmax) over operating cycle of a high-power turbo-charged compression-ignition engine indicates its in-cylinder combustion behavior and also the level of mechanical load acting on its power assembly components. It is significantly important to understand how pmax with cylinder pressure (p) varies due to possible changes in engine design and operation input condition parameters. The input parameters considered in this paper include piston crank-angle position (θ), compression ratio (CR), amount of cycle burning heat (Q), injection/combustion duration (Δθ), and fuel injection/combustion-start timing (θs). Effects of the input parameters to pmax and θpmax which is the crank-angle position of pmax in engines of this type are analyzed, predicted and characterized. Results with the approaches to achieving those are presented. It is indicated from the results that the crank-angle position of combustion duration (Δθ) has a significant effect on θpmax for a given engine power density. As the position of Δθ varies, θpmax varies accordingly and can be determined. It is also indicated that as θs is sufficiently retarded from a position before the top dead center (TDC) to a point close to TDC, either before or after, in a large-bore high-power turbocharged engine, the trend of pmax variation would be reversed. This establishes the minimum value of pmax over the range of engine combustion-start timing variation. The results and indications are beneficial and usefully needed in adjusting the design and operation input condition parameters for achieving optimized balances between power-output capacity, fuel efficiency, exhaust emissions and mechanical/thermal loading of engines in this type.

Split Injection Strategies for Biodiesel-Fueled Premixed Charge Compression Ignition Combustion Engine—Part I: Combustion, Performance, and Emission Studies

2020 ◽  
Vol 142 (12) ◽  
Author(s):  
Akhilendra Pratap Singh ◽  
Avinash Kumar Agarwal
Keyword(s):  
Fuel Injection ◽  
Combustion Engine ◽  
Injection Pressure ◽  
Pilot Injection ◽  
Compression Ignition ◽  
Load Range ◽  
Performance And Emission ◽  
Combustion Performance ◽  
Combustion Modes ◽  
Injection Strategies

Abstract In this study, a single-cylinder research engine was used to investigate the comparative combustion, performance, and emissions characteristics of the engine in a 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 mineral diesel. For both combustion modes, experiments were performed at constant fuel injection pressure (FIP, 700 bar), engine speed (1500 rpm), and fuel energy input (0.7 kg/h diesel equivalent). PCCI mode combustion experiments were performed at four different start of main injection (SoMI) timings using two different pilot 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). Results showed that advancing SoMI timing for both CI and PCCI combustion modes resulted in knocking; however, the DPI strategy resulted in relatively lesser knocking compared with the SPI strategy. The performance of PCCI mode combustion was relatively inferior compared with baseline CI mode combustion; however, biodiesel blends slightly improved the performance of PCCI mode combustion. Overall, this study shows that the PCCI mode combustion operating load range can be improved by using the DPI strategy.

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.

Influence of Compression Ratio, EGR Rate and Main Injection Fuel Quantity on Combustion and Emissions in a PCCI Diesel Engine

2014 ◽  
Vol 953-954 ◽  
pp. 1386-1391
Author(s):  
Sen Lin Xiao ◽  
Wan Chen Sun ◽  
Jia Kun Du ◽  
Guo Liang Li ◽  
Man Zhi Tan
Keyword(s):  
Diesel Engine ◽  
Compression Ratio ◽  
Combustion Process ◽  
Compression Ignition ◽  
Oxides Of Nitrogen ◽  
Nitrogen Emissions ◽  
Peak Heat Release Rate ◽  
Air Mixing ◽  
Main Injection ◽  
Gas Recirculation

In this study, simulation model on combustion process of a diesel engine was developed and the results were validated by experiments. Then the compression ignition was switched into PCCI (Premixed Charge Compression Ignition) in order to understand the effects of individual parameters on PCCI combustion and provide the reference for the further studies of testing and simulation. The results illustrate that the lower compression ratio extends the ignition delay and enhances fuel-air mixing and improves PCCI combustion. In addition, the oxygen concentration in cylinder is highly diluted as the EGR (Exhaust Gas Recirculation) rate increases and the NOx (Oxides of nitrogen) emissions are effectively depressed as EGR rate over 30%. Moreover, the reduction of main injection fuel quantity results in a decrease reactivity and peak heat release rate in combustion.

scholarly journals Effect of gasoline additive on combustion and emission characteristics of an n-butanol Partially Premixed Compression Ignition engine under different parameters

2021 ◽  
Vol 11 (1) ◽  
Author(s):  
An Lu ◽  
Chunhua Zhang ◽  
Peng Ji ◽  
Yangyang Li
Keyword(s):  
Volume Fraction ◽  
Volume Ratio ◽  
Emission Characteristics ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Combustion Duration ◽  
Peak Heat Release Rate ◽  
Mixture Concentration ◽  
Combustion Phase ◽  
Partially Premixed

AbstractThe experiments were conducted on a modified two-cylinder diesel engine to investigate the effects of excess-air coefficient (λ) and intake temperature (Tin) of different blending ratios (volume ratio of gasoline in the blends) on the combustion and emission characteristics of a Partially Premixed Compression Ignition (PPCI) engine. The results show that with the increase of gasoline blending ratio, the peak in-cylinder pressure (Pmax), the peak in-cylinder temperature (Tmax) and the peak heat release rate (HRRmax) of four test fuels all increase first and then decrease. When gasoline volume fraction is 10%, HC and CO emissions are the lowest. In addition, intake temperature (Tin) has a significant effect on the n-butanol/gasoline PPCI engine. With the increase of Tin, the in-cylinder Pmax and HRRmax of four test fuels gradually increase, the combustion phase advances and HC and CO emissions decrease, while NOx emissions increase slightly. Furthermore, as λ increases, the Pmax, Tmax and HRRmax of the four test fuels show monotonously reducing trend. At the same time, mixture concentration has basically no effect on start of combustion (CA10), the combustion duration (CD) gradually extends, and HC and CO emissions increase.

Investigation of Alternative Fuels as Low Reactivity Fuel in Port-Charged Compression Ignition (PCCI) Engine

2020 ◽  
pp. 211-233 ◽  
Author(s):  
Karthickeyan V. ◽  
Thiyagarajan S. ◽  
Ashok B.
Keyword(s):  
Alternative Fuels ◽  
Seed Oil ◽  
Fuel Injection ◽  
Alternative Fuel ◽  
Pilot Injection ◽  
Compression Ignition ◽  
Main Injection ◽  
Pilot Fuel ◽  
Lemon Oil ◽  
Conventional Fuel

In this chapter, four alternative fuels were obtained from non-edible oils, namely Moringa oleifera seed oil, pumpkin seed oil, waste cooking palm oil, and lemon oil. The existing diesel engine intake manifold was converted into port charged compression ignition engine by adopting necessary supporting components and control mechanics. In this study, two modes of injection were carried out, namely main injection with conventional fuel and pilot injection with the prepared alternative fuel samples. Due to characteristic fuel properties, lemon oil biofuel in pilot fuel injection experienced high thermal efficiency and low fuel consumption. At all loads, lemon oil biofuel in pilot fuel injection exhibited lower emission than other alternative fuel samples. Lemon oil biofuel in pilot fuel injection and conventional fuel in main injection showed superior combustion characteristics. On the whole, this work recommends the application of the alternative fuel admission in pilot injection mode by adopting PCCI technique to achieve improved engine characteristics.

Reactivity Controlled Compression Ignition Engine Fueled with Mineral Diesel and Butanol at Varying Premixed Ratios and Loads

2021 ◽  
pp. 1-24
Author(s):  
Avinash Kumar Agarwal ◽  
Akhilendra P. Singh ◽  
Vikram Kumar
Keyword(s):  
Engine Speed ◽  
Particle Number ◽  
Engine Performance ◽  
Emission Characteristics ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Engine Exhaust ◽  
Reactivity Controlled Compression Ignition ◽  
Performance And Emission ◽  
Combustion Performance

Abstract Researchers have investigated reactivity-controlled compression ignition (RCCI) combustion in the past several years because of its excellent combustion, performance, and emission features. In this experimental study, the RCCI combustion strategy was investigated using mineral diesel/ butanol fuel-pair at various premixed ratios (rp) on an energy basis (rp= 0.25, 0.50, and 0.75) at varying engine loads (BMEP of 1, 2, 3, and 4 bar) vis-à-vis baseline compression ignition (CI) combustion (rp= 0.0) strategy. Experiments were performed at constant engine speed (1500 rpm) in a single-cylinder research engine equipped with state-of-the-art features. The outcome of the investigation showed that port injection of Butanol as low reactivity fuel (LRF) improved the combustion and yielded superior engine performance than baseline CI combustion strategy. Engine exhaust emissions exhibited significantly lower nitrogen (NOx) oxides with butanol RCCI combustion strategy than baseline CI combustion strategy. Increasing rp of Butanol showed improved combustion and emission characteristics; however, performance characteristics were not affected significantly. Particulate characteristics of the RCCI combustion strategy also showed a significant reduction in particle number concentration than baseline CI combustion. Slightly different combustion, performance, and emission characteristics of mineral diesel/ butanol fueled RCCI combustion strategy compared to other test fuels such as mineral diesel/ methanol, and mineral diesel/ ethanol-fueled RCCI combustion strategy was an interesting observation of this study. Overall, this study indicated that Butanol could be used as LRF in RCCI combustion strategy engines to achieve superior combustion and emission characteristics.

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