scholarly journals A Study of Combustion Characteristics of Two Gasoline–Biodiesel Mixtures on RCEM Using Various Fuel Injection Pressures

Energies ◽  
2020 ◽  
Vol 13 (12) ◽  
pp. 3265
Author(s):  
Ardhika Setiawan ◽  
Bambang Wahono ◽  
Ocktaeck Lim
Keyword(s):  
Heat Release ◽  
Ignition Delay ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Fuel Mixture ◽  
Injection Rate ◽  
Injection Duration ◽  
Late Start ◽  
Fuel Injection Rate ◽  
Injection Pressures

Experimental research was conducted on a rapid compression and expansion machine (RCEM) that has characteristics similar to a gasoline compression ignition (GCI) engine, using two gasoline–biodiesel (GB) blends—10% and 20% volume—with fuel injection pressures varying from 800 to 1400 bar. Biodiesel content lower than GB10 will result in misfires at fuel injection pressures of 800 bar and 1000 bar due to long ignition delays; this is why GB10 was the lowest biodiesel blend used in this experiment. The engine compression ratio was set at 16, with 1000 µs of injection duration and 12.5 degree before top dead center (BTDC). The results show that the GB20 had a shorter ignition delay than the GB10, and that increasing the injection pressure expedited the autoignition. The rate of heat release for both fuel mixes increased with increasing fuel injection pressure, although there was a degradation of heat release rate for the GB20 at the 1400-bar fuel injection rate due to retarded in-cylinder peak pressure at 0.24 degree BTDC. As the ignition delay decreased, the brake thermal efficiency (BTE) decreased and the fuel consumption increased due to the lack of air–fuel mixture homogeneity caused by the short ignition delay. At the fuel injection rate of 800 bar, the GB10 showed the worst efficiency due to the late start of combustion at 3.5 degree after top dead center (ATDC).

scholarly journals EXPERIMENTAL STUDY ON THE INJECTION CHARACTERISTICS OF HYDROTREATED VEGETABLE OIL IN A DIESEL ENGINE COMMON RAIL SYSTEM

2022 ◽  
Vol 36 (06) ◽  
Author(s):  
VO TAN CHAU ◽  
DUONG HOANG LONG ◽  
CHINDA CHAROENPHONPHANICH
Keyword(s):  
Vegetable Oil ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Injection Rate ◽  
Common Rail System ◽  
Nox Formation ◽  
Injection Process ◽  
Rate Profile ◽  
The Impact ◽  
Injection Pressures

The diesel combustion is primarily controlled by the fuel injection process. The start of injection therefore has a significant effect in the engine, which relates large amount of injected fuel at the beginning of injection to produces a strong burst of combustion with a high local temperature and high NOx formation. This paper investigated the impact of Hydrotreated Vegetable Oil (HVO) and blends of 10%, 20%, 30%, 50%, 80% by mass of HVO with commercial diesel fuel (mixed 7% FAME-B7) to injection process under the Zeuch’s method and compared to that of B7. The focus was on the injection flow rate in the variation of injection pressures, back pressures, and energizing times. The experimental results indicated that injection delay was inversely correlated to HVO fraction in the blend as well as injection pressure. At different injection pressures, HVO revealed a slightly lower injection rate than diesel that resulted in smaller injection quantity. Discharge coefficient was recognized larger with HVO and its blends. At 0.5ms of energizing time, injection rate profile displayed the incompletely opening of needle. Insignificant difference in injection rate was observed as increasing of back pressure.

Effect of Fuel Injection Timing and Injection Pressure on Combustion and Odorous Emissions in DI Diesel Engines

2009 ◽  
Vol 131 (3) ◽  
Author(s):  
Murari Mohon Roy
Keyword(s):  
Ignition Delay ◽  
Fuel Injection ◽  
Direct Injection ◽  
Injection Pressure ◽  
Injection Timing ◽  
Cylinder Pressure ◽  
Warm Up ◽  
Fuel Injection Timing ◽  
Peak Cylinder Pressure ◽  
Injection Pressures

This study investigated the effect of fuel injection timing and injection pressure on combustion and odorous emissions in a direct injection diesel engine. Injection timings from 15 deg before top dead center (BTDC) to top dead center (TDC) and injection pressures from 20 MPa to 120 MPa were tested. In emissions, exhaust odor, irritation, aldehydes, total hydrocarbon, and hydrocarbon components are compared in different injection timings and injection pressures condition. Injection timings where main combustion takes place very close to TDC are found to show minimum odorous emissions. Moderate injection pressures (60–80 MPa) showed lower emissions including odor and irritation due to proper mixture formation. Below the injection pressure of 40 MPa, and over 80 MPa, emissions become worse. Combustion analysis is performed by taking cylinder pressures after engine warm-up for different injection timings and injection pressures and analyzing cylinder temperatures and heat release rates. Cylinder pressures and temperatures are gradually decreased when injection timings are retarded. Ignition delay becomes shortest at 5–10 deg BTDC injection timings. The peak cylinder pressure and temperature are increased with higher injection pressures. The shortest ignition delay and minimum emissions is found at around 60 MPa of injection pressure.

Mass and Momentum Flux Measurements With a High Pressure Common Rail Diesel Fuel Injector

2010 ◽  
Author(s):  
Samuel E. Johnson ◽  
Jaclyn E. Nesbitt ◽  
Jeffrey D. Naber
Keyword(s):  
High Pressure ◽  
Momentum Flux ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Injection Rate ◽  
Common Rail ◽  
Fuel Injector ◽  
Injection Duration ◽  
Wide Range ◽  
High Pressure Common Rail

The combined optimization of diesel engine power, fuel consumption, and emissions output significantly drives the development and tuning of engines. One leading subsystem that continues to receive major development and advancement is the fuel system. High pressure common rail systems lead fuel injection technology and utilize both solenoid and piezoelectric actuated injectors with a wide range of pressure and injection scheduling control. To optimize engine operation the fuel system’s capability is implemented through complex fuel scheduling coupled with charge preparation. With the number of parameters to control, fuel delivery (including dynamic flow characteristics) is one that must be well understood. Most rate of injection systems provide mass flow rate; however, studies have shown that momentum flux is a critical parameter controlling spray entrainment and penetration. To obtain the mass flow rate and momentum flux for a high pressure common rail diesel fuel injector, a rate of injection meter was designed, constructed, and tested allowing for the dynamic measurement of fuel injection with the capability of in-situ operation in a combustion vessel. Measurements were obtained by recording the force signal from a fuel spray jet impinging on the anvil of a force transducer. Combining the force signal with a measure of cumulative injected mass enables calculation of mass and momentum dynamics. The injection system consisted of a Bosch Generation 2 CRIP 2.2 solenoid controlled fuel injector with a single hole 0.129 mm diameter injector nozzle, driven by a custom programmable injector driver from Southwest Research Institute. Testing control variables were injection pressure and injection duration while using #2 ULSD fuel. Initial results showed high repeatability with a COV of less than 1.1 percent for all injection parameters with an average Cd of 0.92 and Ca of 0.97 for a mean injection pressure of 852 bar. A six point injection pressure sweep from 1000 to 1810 bar showed a 1.74 mg/ms overall increase in injection rate and a 0.16 ms overall decrease in fuel discharge duration. A six point injection duration sweep from 0.25 ms to 1.50 ms showed a 3.36 mg/ms total injection rate increase and a 0.68 ms overall increase in fuel discharge time while maintaining a consistent start-of-injection delay. The results show that this injection rate apparatus provides needed information on injection characteristics to assist engine manufacturers with achieving goals of high power with minimal emissions. Furthermore, it has been shown that this system is versatile for future injector characterizations over a wide range of pressures and durations, along with fuel type and injector parameters including nozzle hole diameter.

Active Control Analysis for Combustion-Driven Dynamic Instabilities in Gas-Turbine Combustors

2000 ◽  
Author(s):  
M. A. Mawid ◽  
T. W. Park ◽  
B. Sekar
Keyword(s):  
Heat Release ◽  
Gas Turbine ◽  
Active Control ◽  
Fuel Injection ◽  
Time Lag ◽  
Injection Rate ◽  
Control Analysis ◽  
Time Lags ◽  
Viscous Effects ◽  
Fuel Flow

A one-dimensional combustor model has been used to simulate combustion-driven dynamic instabilities and then-active control in a generic gas turbine combustor. The combustor model accounts for the unsteady heat release and viscous effects along with choked and open boundaries. Combustion is modeled by using global kinetics for JP-8 fuel. The active control methodology simulated in this study was based upon modulating the primary fuel injection rate. A sinusoidal functional form was implemented to pulse the fuel flow at various frequencies and amounts of pulsated fuel. The numerical results showed that the combustor unstable modes were captured and pressure limit cycle oscillations were attained for certain time lags between the instant of fuel-air mixture injection and heat release. The results also exhibited the effect of varying the time lag to damp out the instability. The simulations also showed that fuel pulsation with frequencies greater or less than the combustor resonant frequencies can suppress the unstable modes.

Characteristics of Diesel Spray With Varying Injection Rate

2019 ◽  
Author(s):  
Intarat Naruemon ◽  
Long Liu ◽  
Dai Liu ◽  
Xiuzhen Ma
Keyword(s):  
Ignition Time ◽  
Fuel Mixture ◽  
Injection Rate ◽  
Diesel Spray ◽  
Low Temperature Combustion ◽  
Multiple Injection ◽  
Injection Duration ◽  
Injection Process ◽  
Temperature Combustion ◽  
Combustion Processes

Abstract Multiple-injection is an effective injection strategy in order to control the advanced combustion processes in diesel engines. However, because of the multiple-injection application, cause the duration of each injection is shortened, such as the pilot injection and post-injection. The short injection duration results in a very short quasi-steady injection process so that the ramping-up and ramping-down injection processes occupied a much larger scale during the injection. As a result, this circumstance of the spray evolution not been fully understood. To investigate the diesel spray propagation with varying injection rate, visual experiments and numerical simulation analyses on diesel spray were performed. The penetrations of diesel sprays with short injection duration were obtained by reflected shadowgraphy in a combustion chamber’s constant-volume with the multi-hole injector. The diesel spray with varying injection rates was modeled by using CONVERGE CFD software and the model was calibrated and validated by the experimental data. Then diagnosed the spray characteristics including spray penetration, Sauter means diameter, as well as fuel concentration distribution, were analyzed with different injection quantities and injection rate shapes. The spray mixing analysis included that after the end-of-injection in order to consider the low-temperature combustion phenomenon. The shape of the improved injection rate in the fuel mixture considered in the case of injection ending before or after the ignition time was summarized for different conditions.

Effect of Injection Parameters on the Spray Characteristics of DME Fuel

2006 ◽  
Author(s):  
Bong Woo Ryu ◽  
Seung Hwan Bang ◽  
Hyun Kyu Suh ◽  
Chang Sik Lee
Keyword(s):  
Dimethyl Ether ◽  
Diesel Fuel ◽  
Cone Angle ◽  
Injection Pressure ◽  
Injection Rate ◽  
Spray Characteristics ◽  
Spray Cone Angle ◽  
Spray Cone ◽  
Injection Duration ◽  
Injection Parameters

The purpose of this study is to investigate the effect of injection parameters on the injection and spray characteristics of dimethyl ether and diesel fuel. In order to analyze the injection and spray characteristics of dimethyl ether and diesel fuel with employing high-pressure common-rail injection system, the injection characteristics such as injection delay, injection duration, and injection rate, spray cone angle and spray tip penetration was investigated by using the injection rate measuring system and the spray visualization system. In this work, the experiments of injection rate and spray visualization are performed at various injection parameters. It was found that injection quantity was decreased with the increase of injection pressure at the same energizing duration and injection pressure In the case of injection characteristics, dimethyl ether showed shorter of injection delay, longer injection duration and lower injected mass flow rate than diesel fuel in accordance with various energizing durations and injection pressures. Also, spray development of dimethyl ether had larger spray cone angle than that of diesel fuel at various injection pressures. Spray tip penetration was almost same development and tendency regardless of injection angles.

Numerical Studies of Glow Plug Shield on Natural Gas Ignition Characteristics in a CI Engine

2016 ◽  
Author(s):  
Kang Pan ◽  
James S. Wallace
Keyword(s):  
Natural Gas ◽  
Ignition Delay ◽  
Fuel Injection ◽  
Numerical Study ◽  
Direct Injection ◽  
Fuel Mixture ◽  
Injection Angle ◽  
Glow Plug ◽  
Gas Ignition ◽  
Ignition And Combustion

This paper presents a numerical study on fuel injection, ignition and combustion in a direct-injection natural gas (DING) engine with ignition assisted by a shielded glow plug (GP). The shield geometry is investigated by employing different sizes of elliptical shield opening and changing the position of the shield opening. The results simulated by KIVA-3V indicated that fuel ignition and combustion is very sensitive to the relative angle between the fuel injection and the shield opening, and the use of an elliptical opening for the glow plug shield can reduce ignition delay by 0.1∼0.2ms for several specific combinations of the injection angle and shield opening size, compared to a circular shield opening. In addition, the numerical results also revealed that the natural gas ignition and flame propagation will be delayed by lowering a circular shield opening from the fuel jet center plane, due to the blocking effect of the shield to the fuel mixture, and hence it will reduce the DING performance by causing a longer ignition delay.

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