scholarly journals A Study on the Effects of Duration of Injection on Emissions and Combustion Characteristics in a Direct Injection Diesel Engine

2014 ◽  
Vol 17 (4) ◽  
pp. 67-76
Author(s):  
Em Van Tong Nguyen ◽  
Khai Le Duy Nguyen
Keyword(s):  
Diesel Engine ◽  
Direct Injection ◽  
Engine Performance ◽  
Combustion Characteristics ◽  
Injection Timing ◽  
Oxides Of Nitrogen ◽  
Direct Injection Diesel Engine ◽  
Maximum Value ◽  
Nitrogen Emission ◽  
Di Diesel Engine

This paper present a study of the effects of duration of injection on emissions and combustion characteristics in a direct injection diesel engine using CFD code KIVA-3V. In this study, duration of injection was also changed from 6o to 12o CA while the injection timing is constant to evaluate the effect on DI Diesel engine performance, indicated specific fuel consumption and particulates and oxides of nitrogen emission. The obtained results indicate that the capacity of the engine reaches its maximum value and NOx and soot emissions is decreased when the duration of injection is in the range of 6o to 9o CA.

On the Premixed Combustion in a Direct-Injection Diesel Engine

1987 ◽  
Vol 109 (2) ◽  
pp. 187-192 ◽  
Author(s):  
A. C. Alkidas
Keyword(s):  
Diesel Engine ◽  
High Speed ◽  
Engine Speed ◽  
Direct Injection ◽  
Premixed Combustion ◽  
Injection Timing ◽  
Oxides Of Nitrogen ◽  
Nitrogen Emissions ◽  
Direct Injection Diesel Engine ◽  
Diffusion Burning

The factors influencing premixed burning and the importance of premixed burning on the exhaust emissions from a small high-speed direct-injection diesel engine were investigated. The characteristics of premixed and diffusion burning were examined using a single-zone heat-release analysis. The mass of fuel burned in premixed combustion was found to be linearly related to the product of engine speed and ignition-delay time and to be essentially independent of the total amount of fuel injected. Accordingly, the premixed-burned fraction increased with increasing engine speed, with decreasing fuel-air ratio and with retarding injection timing. The hydrocarbon emissions did not correlate well with the premixed-burned fraction. In contrast, the oxides of nitrogen emissions were found to increase with decreasing premixed-burned fraction, indicating that diffusion burning, and not premixed burning, is the primary source of oxides of nitrogen emissions.

Simultaneous Reduction of Oxides of Nitrogen and Smoke Emissions by Using EGR Combined With Particulate Trap in a DI Diesel Engine

2006 ◽  
Author(s):  
R. Anand ◽  
N. V. Mahalakshmi
Keyword(s):  
Diesel Engine ◽  
Low Cost ◽  
Direct Injection ◽  
Substantial Reduction ◽  
Load Condition ◽  
Engine Performance ◽  
Trapping Efficiency ◽  
Clay Material ◽  
Oxides Of Nitrogen ◽  
Di Diesel Engine

Exhaust gas recirculation (EGR) combined with particulate trap technology has proven to reduce nitrogen oxides (NOx) and smoke emissions simultaneously at relatively low cost compared to other reduction strategies. An experimental study was conducted on a single cylinder, direct injection (DI) diesel engine to study the effect of EGR on engine performance and emissions under constant speed of 1500 rpm at various loads. In the present work hot and cool EGR were used to control the formation of NOx in a D.I diesel engine. The findings of both hot and cool EGR are discussed and compared at full load condition corresponding to the maximum allowable EGR proportion of 15%. It is found that cool EGR has a substantial reduction in NOx and smoke emissions compared to hot EGR. Based on the above result it is found that suitable particulate trap which is cost effective and high trapping efficiency is needed before the EGR cooler to reduce the smoke emissions to meet the emission standards. In the present study a substrate made of clay material was used in the particulate trap. They were made into spheres and coated with copper and zinc oxide catalyst material. The results have shown that EGR combined with particulate trap simultaneously reduces the NOx and smoke emissions by 63% and 42% respectively where as it increases brake specific fuel consumption by 10% compared to baseline mode.

Investigating the Effect of Utilizing New Induction Manifold Designs on the Combustion Characteristics and Emissions of a Direct Injection Diesel Engine

2018 ◽  
Vol 140 (12) ◽  
Author(s):  
Mohamed A. Bassiony ◽  
Abdellatif M. Sadiq ◽  
Mohammed T. Gergawy ◽  
Samer F. Ahmed ◽  
Saud A. Ghani
Keyword(s):  
Diesel Engine ◽  
Peak Pressure ◽  
Direct Injection ◽  
Three Dimensional ◽  
Engine Performance ◽  
Combustion Characteristics ◽  
Maximum Pressure ◽  
Performance And Emissions ◽  
Di Diesel Engine ◽  
Dynamics Simulations

New induction manifold designs have been developed in this work to enhance the turbulence intensity and improve the mixing quality inside diesel engine cylinders. These new designs employ a spiral-helical shape with three different helical diameters (1D, 2D, 3D; where D is the inner diameter of the manifold) and three port outlet angles: 0 deg, 30 deg, and 60 deg. The new manifolds have been manufactured using three-dimensional printing technique. Computational fluid dynamics simulations have been conducted to estimate the turbulent kinetic energy (TKE) and the induction swirl generated by these new designs. The combustion characteristics that include the maximum pressure raise rate (dP/dθ) and the peak pressure inside the cylinder have been measured for a direct injection (DI) diesel engine utilizing these new manifold designs. In addition, engine performance and emissions have also been evaluated and compared with those of the normal manifold of the engine. It was found that the new manifolds with 1D helical diameter produce a high TKE and a reasonably strong induction swirl, while the ones with 2D and 3D generate lower TKEs and higher induction swirls than those of 1D. Therefore, dP/dθ and peak pressure were the highest with manifolds 1D, in particular manifold m (D, 30). Moreover, this manifold has provided the lowest fuel consumption with the engine load by about 28% reduction in comparison with the normal manifold. For engine emissions, m (D, 30) manifold has generated the lowest CO, SO2, and smoke emissions compared with the normal and other new manifolds as well, while the NO emission was the highest with this manifold.

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