scholarly journals Visualization Investigation of the Influence of Chamber Profile and Injection Parameters on Fuel Spray Spreading in a Double-Layer Diverging Combustion Chamber for a DI Diesel Engine

Energies ◽  
2018 ◽  
Vol 11 (9) ◽  
pp. 2343 ◽  
Author(s):  
Yao Fu ◽  
Liyan Feng ◽  
Hua Tian ◽  
Wuqiang Long ◽  
Dongsheng Dong ◽  
...  
Keyword(s):  
Combustion Chamber ◽  
Double Layer ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Positive Influence ◽  
Fuel Spray ◽  
Distribution Area ◽  
Injection Timing ◽  
Injection Parameters ◽  
Spray Distribution

The double-layer diverging combustion chamber (DLDC chamber) aims to improve the fuel–air mixing formation and promote in-cylinder air utilization by changing fuel spray spreading characteristics. In order to investigate how the DLDC chamber profile and injection parameters affect the fuel spray spreading, visualization of fuel injection and impingement tests were carried out on two different DLDC chambers with different fuel injection parameters. The visualization test results showed that double-layer fuel spray spreading was obtained in the two DLDC chambers and the peripheral top clearance of each chamber was utilized efficiently. The DLDC chamber with a 50% upper layer volume provided a larger fuel spray distribution region after the start of injection. The DLDC chamber with a 70% upper layer volume obtained a larger fuel spray distribution region with better top clearance utilization at the later stage of injection. The injection parameters mentioned in this research showed significant effects on the fuel spray spreading in the DLDC chamber. Increasing the injection pressure provided a larger fuel spray distribution area at the beginning of injection. Decreasing the nozzle hole diameter had a positive influence on obtaining a larger fuel spray distribution. Advancing the injection timing enabled the enlarging of the fuel distribution region.

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%.

scholarly journals RESEARCH ON THE PROCESS OF BIOFUEL INJECTION / BIODEGALŲ IŠPURŠKIMO PROCESO TYRIMAS

2012 ◽  
Vol 4 (4) ◽  
pp. 381-385
Author(s):  
Birutė Skukauskaitė ◽  
Tomas Mickevičius
Keyword(s):  
Diesel Engine ◽  
Combustion Chamber ◽  
Diesel Fuel ◽  
Rapeseed Oil ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Fuel Spray ◽  
Chamber Volume ◽  
Air Density ◽  
Engine Combustion

The purpose of this research was to examine penetration peculiarities of rapeseed oil injected into the combustion chamber of a diesel engine. For conducting tests, a stand imitating conditions (air density) for the engine combustion chamber was designed. The analysis of pictures obtained using a fast recording camera determined fuel injection into the chamber volume and calculated the velocity of spray head. It was established that fuel spray of injected rapeseed oil proceeds deeper into the combustion chamber than that of mineral diesel fuel. The parameters of fuel spray are mainly influenced by injection pressure rather than by the density of compressed gases. Santrauka Šio darbo tikslas buvo ištirti į dyzelinio variklio degimo kamerą įpurškiamos rapsų aliejaus čiurkšlės kitimo ypatumus, lyginant su mineraliniu dyzelinu. Tyrimams sukonstruotas stendas, kuriame buvo imituojamos sąlygos (oro tankis), esančios variklio degimo kameroje. Analizuojant spartaus filmavimo vaizdo kamera gautus vaizdus, buvo išmatuotas degalų čiurkšlės įsiskverbimo į degimo kamerą dydis, apskaičiuotas čiurkšlės fronto judėjimo greitis. Nustatyta, kad įpurškiamo rapsų aliejaus čiurkšlė į degimo kamerą įsiskverbia giliau, negu mineralinio dyzelino čiurkšlė. Įpurškiamų degalų čiurkšlės parametrams didesnės įtakos turi įpurškimo slėgis nei aplinkos dujų tankis.

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.

Improvement of Emissions From Diesel Engines

1988 ◽  
Vol 110 (3) ◽  
pp. 343-348 ◽  
Author(s):  
T. Morimatsu ◽  
T. Okazaki ◽  
T. Furuya ◽  
H. Furukawa
Keyword(s):  
Mass Transfer ◽  
Combustion Chamber ◽  
Diesel Engines ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Air Entrainment ◽  
Injection Timing ◽  
Injection Pump ◽  
High Injection ◽  
High Injection Pressure

It is important to reduce emissions from diesel engines, which are used in the cogeneration systems. The mass transfer to the fuel spray plays various roles in fuel consumption rate and in trace species emission. High injection pressure and a re-entrant combustion chamber were used to make the mass transfer larger. The need for high injection pressure and controlled injection timing for NOx led the authors to use the new Komatsu fuel injection pump. This pump, which has a re-entrant combustion chamber, resulted in clean engine emissions and confirmed the importance of air entrainment to the spray.

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.

scholarly journals Numerical investigation of injection parameters and piston bowl geometries on emission and thermal performance of DI diesel engine

2021 ◽  
Vol 3 (6) ◽  
Author(s):  
Ikhtedar Husain Rizvi ◽  
Rajesh Gupta
Keyword(s):  
Diesel Engine ◽  
Thermal Performance ◽  
Equivalence Ratio ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Injection Nozzle ◽  
Piston Bowl ◽  
Injection Parameters ◽  
Nozzle Size ◽  
Engine Emission

AbstractTightening noose on engine emission norms compelled manufacturers globally to design engines with low emission specially NOx and soot without compromising their performance. Amongst various parameters, shape of piston bowls, injection pressure and nozzle diameter are known to have significant influence over the thermal performance and emission emanating from the engine. This paper investigates the combined effect of fuel injection parameters such as pressure at which fuel is injected and the injection nozzle size along with shape of piston bowl on engine emission and performance. Numerical simulation is carried out using one cylinder naturally aspirated diesel engine using AVL FIRE commercial code. Three geometries of piston bowls with different tumble and swirl characteristics are considered while maintaining the volume of piston bowl, compression ratio, engine speed and fuel injected mass constant along with equal number of variations for injection nozzle size and pressures for this analysis. The investigation corroborates that high swirl and large turbulence kinetic energy (TKE) are crucial for better combustion. TKE and equivalence ratio also increased as the injection pressure increases during the injection period, hence, enhances combustion and reduces soot formation. Increase in nozzle diameter produces higher TKE and equivalence ratio, while CO and soot emission are found to be decreasing and NOx formation to be increasing. Further, optimization is carried out for twenty-seven cases created by combining fuel injection parameters and piston bowl geometries. The case D2H1P1 (H1 = 0.2 mm, P1 = 200 bar) found to be an optimum case because of its lowest emission level with slightly better performance.

scholarly journals Organization of Six-Cylinder Tractor Diesel Working Process

2021 ◽  
Vol 20 (5) ◽  
pp. 427-433
Author(s):  
G. M. Kuharonak ◽  
M. Klesso ◽  
A. Predko ◽  
D. Telyuk
Keyword(s):  
Combustion Chamber ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Common Rail ◽  
Injection System ◽  
Fuel Injection System ◽  
Rotary Valve ◽  
Original Design ◽  
Working Process ◽  
Common Rail System

The purpose of the work is to consider the organization of the working process of six-cylinder diesel engines with a power of 116 and 156 kW and exhaust gas recirculation. The following systems and components were used in the experimental configurations of the engine: Common Rail BOSСH accumulator fuel injection system with an injection pressure of 140 MPa, equipped with electro-hydraulic injectors with seven-hole nozzle and a 500 mm3 hydraulic flow; direct fuel injection system with MOTORPAL fuel pump with a maximum injection pressure of 100 MPa, equipped with MOTORPAL and AZPI five-hole nozzle injectors; two combustion chambers with volumes of 55 and 56 cm3 and bowl diameters of 55.0 and 67.5 mm, respectively; cylinder heads providing a 3.0–4.0 swirl ratio for Common Rail system, 3.5–4.5 for mechanical injection system. The recirculation rate was set by gas throttling before the turbine using a rotary valve of an original design. The tests have been conducted at characteristic points of the NRSC cycle: minimum idle speed 800 rpm, maximum torque speed 1600 rpm, rated power speed 2100 rpm. It has been established that it is possible to achieve the standards of emissions of harmful substances: on the 116 kW diesel engine using of direct-action fuel equipment and a semi-open combustion chamber; on the 156 kW diesel using Common Rail fuel supply system of the Low Cost type and an open combustion chamber.

Progress on the Investigation of Coal-Water Slurry Fuel Combustion in a Medium-Speed Diesel Engine: Part 5—Combustion Studies

1992 ◽  
Vol 114 (3) ◽  
pp. 515-521 ◽  
Author(s):  
B. D. Hsu ◽  
G. L. Confer ◽  
Z. J. Shen
Keyword(s):  
Diesel Engine ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Combustion Efficiency ◽  
Fuel Combustion ◽  
Injection Timing ◽  
Water Slurry ◽  
Medium Speed ◽  
Engine Part ◽  
Coal Water Slurry

In the GE 7FDL single-cylinder research diesel engine, coal-water slurry (CWS) fuel combustion optimization studies were conducted using electronically controlled CWS and pilot accumulator injectors. The most important performance parameters of peak firing pressure, combustion efficiency (coal burnout), and specific fuel comsumption were evaluated in relationship to CWS and pilot injection timing, CWS injector hole size, shape, and number, CWS fuel injection spray angles and injection pressure. Heat release diagrams, as well as exhaust samples (gaseous and particulate), were analyzed for each case. Interesting effects of fuel spray impingement and CWS fuel “Delayed Ignition” were observed. With the engine operating at 2.0 MPa IMEP and 1050 rpm, it was able to obtain over 99.5 percent combustion efficiency while holding the cylinder firing pressure below 17 MPa and thermal efficiency equivalent to diesel fuel operation.

Evaluation of Fuel Injection Strategies for Biodiesel-Fueled CRDI Engine Development and Particulate Studies

2018 ◽  
Vol 140 (10) ◽  
Author(s):  
Akhilendra Pratap Singh ◽  
Avinash Kumar Agarwal
Keyword(s):  
Fuel Injection ◽  
Direct Injection ◽  
Pressure Rise ◽  
Injection Pressure ◽  
Combustion Noise ◽  
Emission Characteristics ◽  
Biodiesel Blends ◽  
Performance And Emission ◽  
Injection Parameters ◽  
Smoke Opacity

Fuel injection parameters such as fuel injection pressure (FIP) and start of main injection (SoMI) timings significantly affect the performance and emission characteristics of a common rail direct injection (CRDI) diesel engine. In this study, a state-of-the-art single cylinder research engine was used to investigate the effects of fuel injection parameters on combustion, performance, emission characteristics, and particulates and their morphology. The experiments were carried out at three FIPs (400, 700, and 1000 bar) and four SoMI timings (4 deg, 6 deg, 8 deg, and 10 deg bTDC) for biodiesel blends [B20 (20% v/v biodiesel and 80% v/v diesel) and B40 (40% v/v biodiesel and 60% v/v diesel)] compared to baseline mineral diesel. The experiments were performed at a constant engine speed (1500 rpm), without pilot injection and exhaust gas recirculation (EGR). The experimental results showed that FIP and SoMI timings affected the in-cylinder pressure and the heat release rate (HRR), significantly. At higher FIPs, the biodiesel blends resulted in slightly higher rate of pressure rise (RoPR) and combustion noise compared to baseline mineral diesel. All the test fuels showed relatively shorter combustion duration at higher FIPs and advanced SoMI timings. The biodiesel blends showed slightly higher NOx and smoke opacity compared to baseline mineral diesel. Lower particulate number concentration at higher FIPs was observed for all the test fuels. However, biodiesel blends showed emission of relatively higher number of particulates compared to baseline mineral diesel. Significantly lower trace metals in the particulates emitted from biodiesel blend fueled engine was an important finding of this study. The particulate morphology showed relatively smaller number of primary particles in particulate clusters from biodiesel exhaust, which resulted in relatively lower toxicity, rendering biodiesel to be more environmentally benign.

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