scholarly journals Effect of Intake Air Temperature, Pressure And Fuel Injection Pressure On Low Temperature Combustion (LTC) Engine BY Using Dual Injection Strategy For Pollution Reduction

2021 ◽  
Author(s):  
Bharathiraja Moorthy ◽  
Nithyanandhan Kamaraj ◽  
Somasundaram Periasamy ◽  
Saji Raveendran Padmavathy ◽  
Gaurav Dwivedi ◽  
...  
Keyword(s):  
Air Temperature ◽  
Thermal Efficiency ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Vital Role ◽  
Low Temperature Combustion ◽  
Injection Strategy ◽  
Dual Injection ◽  
Treatment Measures ◽  
Fuel Injection Pressure

Abstract Starting from the invention of engines, automobiles require engines for their application. Even though several alternatives have been proposed like fuel cells, engines play the vital role in the automobile sector. In this scenario, the emissions coming out from the engine contributes to the global air pollution at an unbelievable rate. This led the government to enforce strict emission regulations on automobiles. To achieve those regulations several ideas have been proposed so far, which are generally classified into two categories as in-cylinder measures and after-treatment measures. But the thing is after-treatment measures are too costly and also it mainly depends on combustion rate. So obviously in-cylinder controls will be the potential area for the research. Automobile sector not only focused on emissions; it also wants high thermal efficiency in engine. Due to high thermal efficiency and good fuel economy diesel engines are the favorite one in automobiles. But it emits NOx and PM at higher rate. To overcome this issue low temperature combustion (LTC) concept is introduced, added to the objective it can also maintain high thermal efficiency as like as diesel combustion. The problem regarding to LTC are combustion phasing control, transient operations, limited operating range and mainly it contributes to HC and CO emissions while concentrating on reduction of NOx and PM. In the present work, control emissions and combustion phasing of LTC combustion concept by dual injection strategy was studied and the effect of fuel injection pressure, intake air temperature and pressure also studied. The project was done only on partial load with diesel as fuel. Late injection strategy of LTC was used. Results shown that compared to single injection strategy, thermal efficiency was improved by dual injection strategy. Pilot injection timing and mass fraction played a vital role in controlling emissions and improving thermal efficiency. In all intake air temperature, if fuel injection pressure increase result in increase of thermal efficiency, NO emission and decrease of smoke, CO and HC emissions. Likewise in all intake air temperature and fuel injection pressure, if Intake air pressure increase result in increase of thermal efficiency, smoke and decrease of NO, HC and CO emissions. Maximum Indicated thermal efficiency achieved was 38% which was 8% higher than base readings. Lowest NO emission achieved was 187 ppm, that was 68% less than base reading. Lowest smoke achieved was 3% of opacity, which was 75% less than base reading. An overall comparing result, optimized fuel injection pressure is 600 bar, intake air temperature is 310 K, intake air pressure is 107 kPa. At that condition, smoke reduced to 23%, NO reduced to 63%, CO reduced to 75% and indicated thermal efficiency increased to 4% compare to base readings.

On the Relationship Between Fuel Injection Pressure and Two-Stage Ignition Behavior of Low Temperature Diesel Combustion

2012 ◽  
Vol 134 (4) ◽  
Author(s):  
J. A. Bittle ◽  
T. J. Jacobs
Keyword(s):  
Low Temperature ◽  
Literature Review ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Low Temperature Combustion ◽  
Combustion Duration ◽  
Stage Combustion ◽  
Temperature Combustion ◽  
Fuel Injection Pressure ◽  
The Relationship

In previous work, it is reported that increased dilution at midrange injection pressures produces longer first stage combustion duration. There is also corresponding decreases in nitric oxide concentrations and smoke number with respect to a reference conventional combustion mode. Continuing this effort, the objective of this study is to investigate the effect of injection pressure on the first stage ignition duration under low temperature combustion (LTC) conditions. A sweep of injection pressure is performed and the resulting heat (energy) release profiles are examined. The ignition delay behavior is expected based on changing injection pressure, but the first stage ignition duration does not follow expected trends based on initial literature review. It is postulated that the influence of injection pressure on the local equivalence ratios is causing the observed behavior. The appropriate measurement and analysis tools are not available to the authors to confirm this postulation. A literature review of work investigating ignition conditions in low temperature combustion modes is used to support the postulation made in this study.

Effect of Injection Pressure on Performance and Emission Characteristics HCCI Engines

2020 ◽  
Vol 12 (1) ◽  
Author(s):  
S. Gowthaman ◽  
G. Balamurugan
Keyword(s):  
Thermal Efficiency ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Particulate Emissions ◽  
Compression Ignition Engine ◽  
Performance And Emission ◽  
Hcci Engine ◽  
And Performance ◽  
Fuel Injection Pressure ◽  
Gas Recirculation

Homogeneous Charged Compression Ignition engine (HCCI) is a suitable replacement of conventional diesel engines as it provides higher thermal efficiency and low oxides of emission (NOx) and particulate emissions. In HCCI engine, direct controlling of ignition timing is not possible. But it can be controlled by varying the engine parameters such as fuel injection pressure, inlet air temperature and exhaust gas recirculation. In this study, HCCI engine is controlled with changing the injection pressure of the fuel and analysed for the effect of injection pressure of the fuel for emission and performance of Karanja methyl ester fuel. The experiments were conducted on HCCI engine with fuel injection pressures of 2 bar, 3 bar, 4 bar and 5 bar and the optimum fuel injection pressure is found out. The results show that, the brake thermal efficiency is increased when the injection pressure is increased due to better atomisation and fuel penetration and also resulted in low emissions (NOx, smoke) compared with diesel engine.

On the Relationship Between Fuel Injection Pressure and Two-Stage Ignition Behavior of Low Temperature Diesel Combustion

2011 ◽  
Author(s):  
J. A. Bittle ◽  
T. J. Jacobs
Keyword(s):  
Low Temperature ◽  
Literature Review ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Low Temperature Combustion ◽  
Cool Flame ◽  
Stage Combustion ◽  
Temperature Combustion ◽  
Fuel Injection Pressure ◽  
The Relationship

In previous work, it is reported that increased dilution at mid-range injection pressures produces longer first stage combustion (cool-flame) duration. There is also corresponding decreases in nitric oxide concentrations and smoke number with respect to a reference conventional combustion mode. Continuing this effort, the objective of this study is to investigate the effect of injection pressure on the cool-flame duration under low temperature combustion conditions. A sweep of injection pressure is performed and the resulting heat release profiles are examined. The ignition delay behavior is expected based on changing injection pressure, but the cool-flame duration does not follow expected trends based on initial literature review. It is postulated that the influence of injection pressure on the local equivalence ratios is causing the observed behavior. The appropriate measurement and analysis tools are not available to the authors to confirm this postulation. A literature review of work investigating ignition conditions in low temperature combustion modes is used to support the postulation made in this study.

scholarly journals An Experimental Assessment on the Influence of High Fuel Injection Pressure with Ternary Fuel (Diesel-Mahua methyl ester-Pentanol) on Performance, Combustion and Emission Characteristics of Common Rail Direct Injection Diesel Engine

2021 ◽  
Author(s):  
Jatoth Ramachander ◽  
Santhosh Kumar Gugulothu ◽  
Gadepalli Ravikiran Sastry ◽  
Burra Bhsker
Keyword(s):  
Diesel Engine ◽  
Methyl Ester ◽  
Thermal Efficiency ◽  
Fuel Injection ◽  
Direct Injection ◽  
Injection Pressure ◽  
Brake Thermal Efficiency ◽  
Direct Injection Diesel Engine ◽  
Fuel Injection Pressure ◽  
Ternary Fuel

Abstract This paper deals with analysis of the influence of fuel injection pressure with ternary fuel (diesel + Mahua methyl ester + Pentanol) on the emission, combustion and performance characteristics of a four stroke, single cylinder, common rail direct injection diesel engine working at a constant speed and varying operating scenarios. The usage of ternary fuel raised the NOx emission (12.46%) value and specific fuel consumption (SFC) with a decrease in the BTE (brake thermal efficiency) which attributes to its properties and combustion characteristics. The combustion process was affected by the physical properties of the blended fuel such as volatility and viscosity and this eventually affected the performance of the engine. The fuel injection pressure is varied from 20 MPa to 50 MPa so that ternary fuel can be properly utilized. The high injection pressure of 50 MPa has better combustion characteristics and higher brake thermal efficiency (4.39%) value than other injection pressure values. A better mixture is formed due to well atomized spray and as a result, the levels of CO (22.24%), HC (9.49%) and smoke (7.5%) falls with the increase in injection pressure.

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 fuel injection pressure and EGR techniques on various engine performance and emission characteristics on a CRDI diesel engine when run with linseed oil methyl ester

2021 ◽  
pp. 0958305X2098347
Author(s):  
Manish Kumar ◽  
Varun Kumar Singh ◽  
Abhishek Sharma ◽  
Naushad Ahmad Ansari ◽  
Raghvendra Gautam ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Methyl Ester ◽  
Thermal Efficiency ◽  
Alternative Fuels ◽  
Fuel Injection ◽  
Linseed Oil ◽  
Injection Pressure ◽  
Engine Load ◽  
Input Variables ◽  
Fuel Injection Pressure

Nowadays, owing to the reduction in petroleum supplies due to the growing oil demand, the search for alternate fuels has intensified. However, as alternate fuel choice grows, checking whether alternative fuels are suitable for use in engines has become time-consuming and expensive. Therefore, the usage of Linseed oil methyl ester (linseed biodiesel) in the common rail direct injection (CRDI) diesel engine was optimized for a smaller number of trials in this research. Response surface methodology (RSM) was employed for optimization. Input variables were chosen for LOME content in the blend, fuel injection pressure (FIP), exhaust gas recirculation (EGR) rates, and engine load while output parameters were selected for like indicated power (IP), indicated thermal efficiency (η(I)), indicated mean effective pressure (IMEP), hydrocarbon (HC), and NOx (Oxide of Nitrogen).The model layout employed in the analysis is focused on the matrix of the CCRD (central composite rotating design). The optimal input variables configuration is estimated at 5.45% LOME blend, 57.77 MPa FIP, 6.50% EGR, and 6.909 kg engine load leading to better efficiency together with reduced emissions. The optimized output of the engine at this input configurations are as IP 4.878 kW, IMEP 0.5886 MPa, indicated thermal efficiency 48.36%, HC 23.43 ppm vol., and NOx 533.15 ppm vol. Testing and optimum output response results are measured at acceptable input parameters and are considered to be within an acceptable error range. The findings of this analysis have shown that RSM is an appropriate technique for optimizing CRDI diesel engines.

scholarly journals Impact of injection strategies on combustion characteristics, efficiency and emissions of gasoline compression ignition operation in a heavy-duty multi-cylinder engine

2018 ◽  
Vol 21 (8) ◽  
pp. 1426-1440 ◽  
Author(s):  
Buyu Wang ◽  
Michael Pamminger ◽  
Ryan Vojtech ◽  
Thomas Wallner
Keyword(s):  
High Temperature ◽  
Thermal Efficiency ◽  
Fuel Injection ◽  
Pressure Rise ◽  
Pilot Injection ◽  
Low Temperature Combustion ◽  
Compression Ignition ◽  
Temperature Combustion ◽  
Gas Recirculation ◽  
Direct Fuel Injection

Gasoline compression ignition using a single gasoline-type fuel for direct/port injection has been shown as a method to achieve low-temperature combustion with low engine-out NOx and soot emissions and high indicated thermal efficiency. However, key technical barriers to achieving low-temperature combustion on multi-cylinder engines include the air handling system (limited amount of exhaust gas recirculation) as well as mechanical engine limitations (e.g. peak pressure rise rate). In light of these limitations, high-temperature combustion with reduced amounts of exhaust gas recirculation appears more practical. Furthermore, for high-temperature gasoline compression ignition, an effective aftertreatment system allows high thermal efficiency with low tailpipe-out emissions. In this work, experimental testing was conducted on a 12.4 L multi-cylinder heavy-duty diesel engine operating with high-temperature gasoline compression ignition combustion with port and direct injection. Engine testing was conducted at an engine speed of 1038 r/min and brake mean effective pressure of 1.4 MPa for three injection strategies, late pilot injection, early pilot injection, and port/direct fuel injection. The impact on engine performance and emissions with respect to varying the combustion phasing were quantified within this study. At the same combustion phasing, early pilot injection and port/direct fuel injection had an earlier start of combustion and higher maximum pressure rise rates than late pilot injection attributable to more premixed fuel from pilot or port injection; however, brake thermal efficiencies were higher with late pilot injection due to reduced heat transfer. Early pilot injection also exhibited the highest cylinder-to-cylinder variations due to differences in injector behavior as well as the spray/wall interactions affecting mixing and evaporation process. Overall, peak brake thermal efficiency of 46.1% and 46% for late pilot injection and port/direct fuel injection was achieved comparable to diesel baseline (45.9%), while early pilot injection showed the lowest brake thermal efficiency (45.3%).

Sign in / Sign up

Export Citation Format

Share Document