A Study on the Performance and Emissions Characteristics of a DI Compression Ignition Engine Operated With LPG and DTBP Blending Fuels

2011 ◽  
Author(s):  
Hoin Kang ◽  
Jerald A. Caton ◽  
Seangwock Lee ◽  
Seokhwan Lee ◽  
Seungmook Oh
Keyword(s):  
Combustion Chamber ◽  
Fuel Injection ◽  
Ambient Pressure ◽  
Injection Pressure ◽  
Chamber Pressure ◽  
Injection Timing ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Bench Tests ◽  
Fuel Injection Pressure

LPG (Liquefied Petroleum Gas) has been widely used as an alternative fuel for gasoline and diesel vehicles in light of clean fuel and diversity of energy resources. But conventional LPG vehicles using carburetors or MPI fuel injection systems can’t satisfy the emissions regulations and CO2 targets of the future. Therefore, it is essential to develop LPG engines of spark ignition or compression ignition type such that LPG fuel is directly injected into the combustion chamber under high pressure. A compression ignition engine using LPG is the ideal engine with many advantages of fuel economy, heat efficiency and low CO2, even though it is difficult to develop due to the unique properties of LPG. This paper reports on numerical and experimental studies related to LPG fuel for a compression ignition engine. The numerical analysis is conducted to study the combustion chamber shape with CATIA and to analyze the spray and fluid behaviors with FLUENT for diesel and LPG (n-butane 100%) fuels. In one experimental study, a constant volume chamber is used to observe the spray formation for the chamber pressure 0 to 3MPa and to analyze the flame process, P-V diagram, heat release rate and emissions through the combustion of LPG fuel with the cetane additive DTBP (Di-tert-butyl peroxide) 5 to 15 wt% at 25MPa of fuel injection pressure. In engine bench tests, experiments were performed to find the optimum injection timing, lambda, COV and emissions for the LPG fuel with the cetane additive DTBP 5 to 15 wt% at 25MPa fuel injection pressure and 1500 rpm. The penetration distance of LPG (n-butane 100%) was shorter than that of diesel fuel and LPG was sensitive to the chamber pressure. The ignition delay was in inverse proportion to the ambient pressure linearly. In the engine bench tests, the optimum injection timing of the test engine to the LPG fuel with DTBP 15 wt% was about BTDC 12° CA at all loads and 1500 rpm. An increasing of DTBP blending ratio caused the promotion of flame and fast burn and this lead to reduce HC and CO emissions, on the other hand, to increase NOx and CO2 emissions.

Experimental Investigation on Emission Characteristics of Diesel N-Pentanol Blend in Homogeneous Charged Compression Ignition Engine

2021 ◽  
Vol 13 (3) ◽  
Author(s):  
S. Mathavan ◽  
T. Mothilal ◽  
V. Andal ◽  
V. Velukumar
Keyword(s):  
Diesel Fuel ◽  
Internal Combustion Engines ◽  
Fossil Fuels ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Injection Timing ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Fuel Blend ◽  
Fuel Injection Pressure

The invention of internal combustion engines is undoubtedly one of the greatest inventions of the modern era. There has been steady scientific research to look for alternative fuel which is economical, renewable and less harmful to nature and man compared to fossil fuels. The present project is one such experimental work to investigate the performance of a blend of diesel / N-pentanol in an appropriate combustion technique and to establish its suitability as a renewable fuel. The relative performance of diesel fuel and the blend of diesel / n-pentanol will also be analyzed. Diesel fuel blended with 30 percentage n-pentanol is the fuel blend that is proposed to be used in the experiment. Researchers have established that the application of Homogeneously Charged Compression Ignition (HCCI) technique could result in in-cylinder reduction of NOx and PM. Higher thermal efficiency could also be attained. The project also covers studying the emission effect of the diesel/n-pentanol fuel blend for various fuel injection timing, various fuel injection pressure, different EGR rates and different inlet air temperature.

scholarly journals Effect of port injection pressure on mixture quality in Homogeneous charges compression ignition (HCCI) engine

2021 ◽  
Vol 9 (2) ◽  
pp. 37-41
Keyword(s):  
Diesel Engine ◽  
Fuel Injection ◽  
Injection Pressure ◽  
The Other ◽  
Emission Characteristics ◽  
Compression Ignition ◽  
Fuel Injector ◽  
Compression Ignition Engine ◽  
Hcci Engine ◽  
Fuel Injection Pressure

The purpose of this study is to investigate the effect of fuelinjection pressure onhomogeneous charge formation and performanceand emission characteristics of Homogeneous charge compression ignition engine. The fuel injection pressure isone of the primary parameter for improvingthe homogeneity of the mixture and governing the power output and emission characteristics of HCCI engine. In this investigation, diesel fuelwasinjected at different injection pressuresas 2bar, 3bar, 4bar and 5bar respectively throughbyport fuel injector. The experimental investigationsshow that increasing the fuel injection pressure will promote the fuel to penetrate with air and creates well pre mixedair/fuel charge.The result shows, the specific fuel consumption (SFC) of HCCI engine isslightlyhigherthan the SFC of conventional diesel engine.The HCCI engine with 3bar injection pressure operated engine has lower SFC values compared to other injection pressure operated HCCI engine.The brake thermal efficiency of HCCI engine, operated with 3barinjection pressure has maximum BTE values over the other injection pressure operated engine.From theresult, it is observed that HCCI engine has lower smoke density values compared to conventional diesel engine andfurther reducedby increasing the fuel injection pressure. The 3bar injection pressure operated HCCI engine has emitted lower smoke densitycompared to other injection pressure operated HCCI engine. The 3bar injection pressureoperated HCCIengine hasemittedmaximum oxides of nitrogen (NOx) emissions than the other injection pressure operated HCCI engine. Other exhaust emissions of carbon monoxide (CO) and hydrocarbon (HC)emissions are increased when compared toconvention diesel engine

scholarly journals Combustion chamber geometry and fuel supply system variations on fuel economy and exhaust emissions of GDI engine with EGR

2021 ◽  
pp. 358-358
Author(s):  
Shivakumar Nagareddy ◽  
Kumaresan Govindasamy
Keyword(s):  
Combustion Chamber ◽  
Fuel Consumption ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Gasoline Direct Injection ◽  
Injection Timing ◽  
Fuel Injector ◽  
Combustion Modes ◽  
Crown Shape ◽  
Fuel Injection Pressure

In this study, the combustion chamber geometry for spray-guided, wall-guided, and air-guided combustion strategies were fabricated. The piston crown shape and the cylinder head in each combustion chamber geometry was machined by fixing the fuel injector and spark plug at proper positions to obtain swirl, turbulence, and squish effects for better mixing of fuel with air and superior combustion of the mixture. Conducted tests on all the three modified gasoline direct injection engines with optimized exhaust gas recirculation and electronic control towards fuel injection timing, the fuel injection pressure, and the ignition timing for better the performance and emissions control. It is clear from the results that NOx emissions from all three combustion modes were reduced by 4.9% upto 50% of loads and it increase for higher loads due to increase of in-cylinder pressure. The fuel consumption and emissions showed better at 150 bar Fuel Injection Pressure for wall-guided combustion chamber geometry. Reduced HC emissions by 3.7% and 4.7%, reduced CO emissions by 2% and 3.3%, reduced Soot emissions by 6.12% and 10.6%. Reduces specific fuel consumption by about 10.3% and 13.3% in wall-guided combustion strategy compare with spray-guided and air-guided combustion modes respectively.

Parametric Study of Ignition and Combustion Characteristics From a Gasoline Compression Ignition Engine Using Two Different Reactivity Fuels

2016 ◽  
Author(s):  
Khanh Cung ◽  
Toby Rockstroh ◽  
Stephen Ciatti ◽  
William Cannella ◽  
S. Scott Goldsborough
Keyword(s):  
High Speed ◽  
Injection Pressure ◽  
Operating Conditions ◽  
Combustion Stability ◽  
Injection Timing ◽  
Strong Impact ◽  
Boost Pressure ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Ignition And Combustion

Unlike homogeneous charge compression ignition (HCCI) that has the complexity in controlling the start of combustion event, partially premixed combustion (PPC) provides the flexibility of defining the ignition timing and combustion phasing with respect to the time of injection. In PPC, the stratification of the charge can be influenced by a variety of methods such as number of injections (single or multiple injections), injection pressure, injection timing (early to near TDC injection), intake boost pressure, or combination of several factors. The current study investigates the effect of these factors when testing two gasoline-like fuels of different reactivity (defined by Research Octane Number or RON) in a 1.9-L inline 4-cylinder diesel engine. From the collection of engine data, a full factorial analysis was created in order to identify the factors that most influence the outcomes such as the location of ignition, combustion phasing, combustion stability, and emissions. Furthermore, the interaction effect of combinations of two factors or more was discussed with the implication of fuel reactivity under current operating conditions. The analysis was done at both low (1000 RPM) and high speed (2000 RPM). It was found that the boost pressure and air/fuel ratio have strong impact on ignition and combustion phasing. Finally, injection-timing sweeps were conducted whereby the ignition (CA10) of the two fuels with significantly different reactivity were matched by controlling the boost pressure while maintaining a constant lambda (air/fuel equivalence ratio).

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.

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.

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