scholarly journals Combustion Analysis of a Diesel Engine during Warm up at Different Coolant and Lubricating Oil Temperatures

Energies ◽  
2020 ◽  
Vol 13 (15) ◽  
pp. 3931
Author(s):  
Faisal Lodi ◽  
Ali Zare ◽  
Priyanka Arora ◽  
Svetlana Stevanovic ◽  
Mohammad Jafari ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Ignition Delay ◽  
Peak Pressure ◽  
Cold Start ◽  
Lubricating Oil ◽  
Combustion Model ◽  
Injection Timing ◽  
Warm Up ◽  
Combustion Duration ◽  
Hot Start

A comprehensive analysis of combustion behaviour during cold, intermediately cold, warm and hot start stages of a diesel engine are presented. Experiments were conducted at 1500 rpm and 2000 rpm, and the discretisation of engine warm up into stages was facilitated by designing a custom drive cycle. Advanced injection timing, observed during the cold start period, led to longer ignition delay, shorter combustion duration, higher peak pressure and a higher peak apparent heat release rate (AHRR). The peak pressure was ~30% and 20% and the AHRR was ~2 to 5% and ±1% higher at 1500 rpm and 2000 rpm, respectively, during cold start, compared to the intermediate cold start. A retarded injection strategy during the intermediate cold start phase led to shorter ignition delay, longer combustion duration, lower peak pressure and lower peak AHRR. At 2000 rpm, an exceptional combustion behaviour led to a ~27% reduction in the AHRR at 25% load. Longer ignition delays and shorter combustion durations at 25% load were observed during the intermediately cold, warm and hot start segments. The mass fraction burned (MFB) was calculated using a single zone combustion model to analyse combustion parameters such as crank angle (CA) at 50% MFB, AHRR@CA50 and CA duration for 10–90% MFB.

scholarly journals Engine Performance and Emissions Analysis in a Cold, Intermediate and Hot Start Diesel Engine

2020 ◽  
Vol 10 (11) ◽  
pp. 3839 ◽  
Author(s):  
Faisal Lodi ◽  
Ali Zare ◽  
Priyanka Arora ◽  
Svetlana Stevanovic ◽  
Mohammad Jafari ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Cold Start ◽  
Lubricating Oil ◽  
Coolant Temperature ◽  
Effective Pressure ◽  
Warm Up ◽  
Hot Start ◽  
Depth Analysis ◽  
Performance And Emissions ◽  
The Impact

Presented in this paper is an in-depth analysis of the impact of engine start during various stages of engine warm up (cold, intermediate, and hot start stages) on the performance and emissions of a heavy-duty diesel engine. The experiments were performed at constant engine speeds of 1500 and 2000 rpm on a custom designed drive cycle. The intermediate start stage was found to be longer than the cold start stage. The oil warm up lagged the coolant warm up by approximately 10 °C. During the cold start stage, as the coolant temperature increased from ~25 to 60 °C, the brake specific fuel consumption (BSFC) decreased by approximately 2% to 10%. In the intermediate start stage, as the coolant temperature reached 70 °C and the injection retarded, the indicated mean effective pressure (IMEP) and the brake mean effective pressure (BMEP) decreased by approximately 2% to 3%, while the friction mean effective pressure (FMEP) decreased by approximately 60%. In this stage, the NOx emissions decreased by approximately 25% to 45%, while the HC emissions increased by approximately 12% to 18%. The normalised FMEP showed that higher energy losses at lower loads were most likely contributing to the heating of the lubricating oil.

NOx Emissions From a Diesel Engine Fueled With Natural Gas

1995 ◽  
Vol 117 (4) ◽  
pp. 290-296 ◽  
Author(s):  
Y. Tao ◽  
K. B. Hodgins ◽  
P. G. Hill
Keyword(s):  
Diesel Engine ◽  
Natural Gas ◽  
Ignition Delay ◽  
Substantial Reduction ◽  
Equilibrium Concentration ◽  
Nox Emission ◽  
Combustion Model ◽  
Injection Timing ◽  
Exhaust Pipe ◽  
Nox Emissions

The performance and emission characteristics of a single-cylinder two-stroke diesel engine fueled with direct injection of natural gas entrained with pilot diesel ignition enhancer have been measured. The thermal efficiency of the optimum gas-diesel operation was shown to exceed that of the conventional diesel at full load, but to be less at part load where the ignition delay was excessive. At high load, where the NOx emission problem is most serious, substantial reduction in NOx emission rate was obtained with delay of injection timing and also with use of exhaust gas recirculation. Measured cylinder pressures were used with a three-zone combustion model to determine ignition delay and the temperatures of the burned gas. The predicted NOx emissions based on equilibrium concentration of NO at the maximum burned gas temperature were found to correlate closely with exhaust pipe measurements of NOx.

scholarly journals The effects of exhaust gas re-circulation and injection timing on combustion performance and emissions of biodiesel and its blends with 2-methylfuran in a diesel engine

2020 ◽  
Vol 24 (1 Part A) ◽  
pp. 215-229
Author(s):  
Helin Xiao ◽  
Xiaolong Yang ◽  
Ru Wang ◽  
Shengjun Li ◽  
Jie Ruan ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Fuel Consumption ◽  
Thermal Efficiency ◽  
Ignition Delay ◽  
Injection Timing ◽  
Nox Emissions ◽  
Exhaust Gas ◽  
Brake Specific Fuel Consumption ◽  
Combustion Duration ◽  
Circulation Ratio

In this study, the influences of injection timing and exhaust gas re-circulation on combustion and emissions characteristics of biodiesel/2-methylfuran blends are investigated on a modified water-cooled 4-cylinder four-stroke direct injection compression ignition engine. The experimental conditions are, respectively, to adjust injection timing and exhaust gas re-circulation ratio at 0.38 MPa break mean effective pressure with the engine speed at 1800 rpm constantly. With injection timing in advance, the peak cylinder pressure rose while maximum heat re-lease rate first decreased and next slightly raised. Ignition delay and brake specific fuel consumption reduced first and then raised while combustion duration and break thermal efficiency had the opposite trend. The NOx emissions in-creased, and HC emissions first reduced significantly and then slightly increased, while 1,3-butadiene and acetaldehyde emissions presented a reduction tendency. As exhaust gas re-circulation ratio increased gradually, ignition delay as well as combustion duration was prolonged. brake specific fuel consumption increased and break thermal efficiency declined. HC, CO, 1,3-butadiene, and acetaldehyde emissions raised while NOx emissions reduced significantly. Biodiesel could be-have well in a Diesel engine and thus a feasible alternative fuel for diesel. More-over, methylfuran addition into biodiesel could raise break thermal efficiency and the break thermal efficiency of BM20 is higher than BM10. However, both BM10 and BM20 appeared a combustion deterioration when injection timing at 2.5?CA before top head center.

EGR cylinder deactivation strategy to accelerate the warm-up and restart processes in a Diesel engine operating at cold conditions

2021 ◽  
pp. 146808742110395
Author(s):  
José Galindo ◽  
Vicente Dolz ◽  
Javier Monsalve-Serrano ◽  
Miguel Angel Bernal Maldonado ◽  
Laurent Odillard
Keyword(s):  
Steady State ◽  
Diesel Engine ◽  
Internal Combustion Engines ◽  
Cold Start ◽  
Pollutant Emissions ◽  
Oxidation Catalyst ◽  
Maximum Efficiency ◽  
Warm Up ◽  
Cylinder Deactivation ◽  
The Impact

The aftertreatment systems used in internal combustion engines need high temperatures for reaching its maximum efficiency. By this reason, during the engine cold start period or engine restart operation, excessive pollutant emissions levels are emitted to the atmosphere. This paper evaluates the impact of using a new cylinder deactivation strategy on a Euro 6 turbocharged diesel engine running under cold conditions (−7°C) with the aim of improving the engine warm-up process. This strategy is evaluated in two parts. First, an experimental study is performed at 20°C to analyze the effect of the cylinder deactivation strategy at steady-state and during an engine cold start at 1500 rpm and constant load. In particular, the pumping losses, pollutant emissions levels and engine thermal efficiency are analyzed. In the second part, the engine behavior is analyzed at steady-state and transient conditions under very low ambient temperatures (−7°C). In these conditions, the results show an increase of the exhaust temperatures of around 100°C, which allows to reduce the diesel oxidation catalyst light-off by 250 s besides of reducing the engine warm-up process in approximately 120 s. This allows to reduce the CO and HC emissions by 70% and 50%, respectively, at the end of the test.

Simulation of a Single Cylinder Diesel Engine Under Cold Start Conditions Using Simulink

2000 ◽  
Vol 123 (1) ◽  
pp. 117-124 ◽  
Author(s):  
H.-Q. Liu ◽  
N. G. Chalhoub ◽  
N. Henein
Keyword(s):  
Diesel Engine ◽  
Direct Injection ◽  
Cold Start ◽  
Operating Conditions ◽  
Combustion Model ◽  
Nonlinear Dynamic Model ◽  
Single Cylinder ◽  
Engine Model ◽  
Simulink Model ◽  
Engine Components

A nonlinear dynamic model is developed in this study to simulate the overall performance of a naturally aspirated, single cylinder, four-stroke, direct injection diesel engine under cold start and fully warmed-up conditions. The model considers the filling and emptying processes of the cylinder, blowby, intake, and exhaust manifolds. A single zone combustion model is implemented and the heat transfer in the cylinder, intake, and exhaust manifolds are accounted for. Moreover, the derivations include the dynamics of the crank-slider mechanism and employ an empirical model to estimate the instantaneous frictional losses in different engine components. The formulation is coded in modular form whereby each module, which represents a single process in the engine, is introduced as a single block in an overall Simulink engine model. The numerical accuracy of the Simulink model is verified by comparing its results to those generated by integrating the engine formulation using IMSL stiff integration routines. The engine model is validated by the close match between the predicted and measured cylinder gas pressure and engine instantaneous speed under motoring, steady-state, and transient cold start operating conditions.

Experimental investigations on combustion of jatropha methyl ester in a turbocharged direct-injection diesel engine

2008 ◽  
Vol 222 (10) ◽  
pp. 1865-1877 ◽  
Author(s):  
K Anand ◽  
R P Sharma ◽  
P S Mehta
Keyword(s):  
Diesel Engine ◽  
Methyl Ester ◽  
Diesel Fuel ◽  
Fuel Injection ◽  
Peak Pressure ◽  
Direct Injection ◽  
Pressure Rise ◽  
Experimental Investigations ◽  
Injection Timing ◽  
Gas Temperature

Suitability of vegetable oil as an alternative to diesel fuel in compression ignition engines has become attractive, and research in this area has gained momentum because of concerns on energy security, high oil prices, and increased emphasis on clean environment. The experimental work reported here has been carried out on a turbocharged direct-injection multicylinder truck diesel engine using diesel fuel and jatropha methyl ester (JME)-diesel blends. The results of the experimental investigation indicate that an increase in JME quantity in the blend slightly advances the dynamic fuel injection timing and lowers the ignition delay compared with the diesel fuel. A maximum rise in peak pressure limited to 6.5 per cent is observed for fuel blends up to 40 per cent JME for part-load (up to about 50 per cent load) operations. However, for a higher-JME blend, the peak pressures decrease at higher loads remained within 4.5 per cent. With increasing proportion of JME in the blend, the peak pressure occurrence slightly advances and the maximum rate of pressure rise, combustion duration, and exhaust gas temperature decrease by 9 per cent, 15 per cent and 17 per cent respectively. Although the changes in brake thermal efficiencies for 20 per cent and 40 per cent JME blends compared with diesel fuel remain insignificant, the 60 per cent JME blend showed about 2.7 per cent improvement in the brake thermal efficiency. In general, it is observed that the overall performance and combustion characteristics of the engine do not alter significantly for 20 per cent and 40 per cent JME blends but show an improvement over diesel performance when fuelled with 60 per cent JME blend.

Performance Evaluation of a Low Heat Rejection Diesel Engine with Jatropha Oil

2013 ◽  
Vol 11 ◽  
pp. 27-44 ◽  
Author(s):  
N. Janardhan ◽  
M.V.S. Murali Krishna ◽  
P. Ushasri ◽  
P.V.K. Murthy
Keyword(s):  
Diesel Engine ◽  
Thermal Efficiency ◽  
Peak Pressure ◽  
Air Gap ◽  
Injection Timing ◽  
Jatropha Oil ◽  
Opening Pressure ◽  
Brake Thermal Efficiency ◽  
Heat Rejection ◽  
Diesel Operation

Investigations were carried out to evaluate the performance of a low heat rejection (LHR) diesel engine consisting of air gap insulated piston with 3-mm air gap, with superni (an alloy of nickel) crown, air gap insulated liner with superni insert and ceramic coated cylinder head with different operating conditions of crude jatropha oil (CJO) with varied injection timing and injector opening pressure . Performance parameters [brake thermal efficiency, exhaust gas temperature, coolant load and volumetric efficienc and exhaust emissions [smoke and oxides of nitroge were determined at various values of brake mean effective pressure (BMEP). Combustion characteristics [ peak pressure, time of occurrence of peak pressure and maximum rate of pressure ris of the engine were at peak load operation of the engine. Conventional engine (CE) showed deteriorated performance, while LHR engine showed improved performance with vegetable operation at recommended injection timing and pressure. The performance of both versions of the engine improved with advanced injection timing and higher injector opening pressure when compared with CE with pure diesel operation. Relatively, peak brake thermal efficiency increased by 14%, smoke levels decreased by 27% and NOx levels increased by 49% with vegetable oil operation on LHR engine at its optimum injection timing, when compared with pure diesel operation on CE at manufacturers recommended injection timing.

Potential of a Medium Grade Low Heat Rejection Diesel Engine With Crude Tobacco Seed Oil

2013 ◽  
Author(s):  
M. V. S. Murali Krishna ◽  
P. Pavan Kumar ◽  
P. V. K. Murthy ◽  
D. Baswaraju
Keyword(s):  
Diesel Engine ◽  
Maximum Rate ◽  
Seed Oil ◽  
Peak Pressure ◽  
Injection Pressure ◽  
Air Gap ◽  
Injection Timing ◽  
Brake Thermal Efficiency ◽  
Tobacco Seed ◽  
Diesel Operation

Investigations were carried out to evaluate the performance of a medium grade low heat rejection (LHR) diesel engine consisting of air gap insulated piston with 3-mm air gap, with superni (an alloy of nickel) crown and air gap insulated liner with superni insert with different operating conditions of crude tobacco seed oil with varied injection timing and injection pressure. Performance parameters of brake thermal efficiency (BTE), exhaust gas temperature (EGT), volumetric efficiency (VE), coolant load (CL) and sound intensity were determined at various values of brake mean effective pressure (BMEP) of the engine. Exhaust emissions of smoke and oxides of nitrogen (NOx) were noted at different values of BMEP of the engine. Combustion characteristics of peak pressure (PP), time of occurrence of peak pressure (TOPP), maximum rate of pressure rise (MRPR) and time of occurrence of maximum rate of pressure (TOMRPR) were measured with TDC (top dead centre) encoder, pressure transducer, console and special pressure-crank angle software-package at the peak load operation of the engine. Conventional engine (CE) showed deteriorated performance, while LHR engine showed improved performance with crude tobacco seed oil (CTSO) operation when compared with pure diesel operation at recommended injection timing and pressure. The optimum injection timing was found to be 32°bTDC (before top dead centre) with CE while it was 30°bTDC with LHR engine with vegetable oil operation. The performance of both version of the engine improved with advanced injection timing and higher injection pressure with test fuels. Peak brake thermal efficiency increased by 4%, volumetric efficiency decreased by 8%, smoke levels decreased by 4% and NOx levels increased by 37% with vegetable oil operation on LHR engine at its optimum injection timing, when compared with pure diesel operation on CE at manufacturer’s recommended injection timing of 27°bTDC.

Experimental Study of Diesel Engine Cycle-to-Cycle Variation—Part III

1990 ◽  
Vol 34 (03) ◽  
pp. 218-223
Author(s):  
Somsak Jamjang ◽  
R. Latorre ◽  
D. Charnews
Keyword(s):  
Diesel Engine ◽  
Ignition Delay ◽  
Injection Timing ◽  
Cylinder Pressure ◽  
Pressure Impulse ◽  
Cylinder Test ◽  
Cycle Variation ◽  
Marine Diesel ◽  
Best Parameter ◽  
Engine Excitation

Marine diesel engine excitation can occur from the cycle-to-cycle variation in the engine output. The cycle-to-cycle variation in maximum cylinder pressure (Pmax) is often used to represent this variation. Earlier studies examined the correlation between the cycle-to-cycle variation in the maximum cylinder pressure (Ρmax), pressure impulse (PI) and ignition delay (ID) for the case of constant injection setting. This paper summarizes the results of systematic experiments to determine the cycle-to-cycle variations when the injection timing is changed. In these tests the cycle-to-cycle variations in the maximum cylinder pressure (Pmax), ignition delay (ID), and corresponding pressure impulse (PI) are examined for a single-cylinder test diesel engine at various speeds and compression ratios. Comparisons show that the cycle-to-cycle variations of the diesel engine power output are strongly affected by the injection timing. The best parameter for describing the cycle-to-cycle output variation is shown to depend on the specific engine test condition.

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