scholarly journals Performance of Common Rail Direct Injection (CRDi) Engine Using Ceiba Pentandra Biodiesel and Hydrogen Fuel Combination

Energies ◽  
2021 ◽  
Vol 14 (21) ◽  
pp. 7142
Author(s):  
T. M. Yunus Khan ◽  
Manzoore Elahi M. Soudagar ◽  
S. V. Khandal ◽  
Syed Javed ◽  
Imran Mokashi ◽  
...  
Keyword(s):  
Fuel Injection ◽  
Direct Injection ◽  
Injection Pressure ◽  
Common Rail ◽  
Injection Timing ◽  
Hydrogen Fuel ◽  
Ceiba Pentandra ◽  
Hydrogen Supply ◽  
Hc Emissions ◽  
Fuel Injection Pressure

An existing diesel engine was fitted with a common rail direct injection (CRDi) facility to inject fuel at higher pressure in CRDi mode. In the current work, rotating blades were incorporated in the piston cavity to enhance turbulence. Pilot fuels used are diesel and biodiesel of Ceiba pentandra oil (BCPO) with hydrogen supply during the suction stroke. Performance evaluation and emission tests for CRDi mode were carried out under different loading conditions. In the first part of the work, maximum possible hydrogen substitution without knocking was reported at an injection timing of 15° before top dead center (bTDC). In the second part of the work, fuel injection pressure (IP) was varied with maximum hydrogen fuel substitution. Then, in the third part of the work, exhaust gas recirculation (EGR), was varied to study the nitrogen oxides (NOx) generated. At 900 bar, HC emissions in the CRDi engine were reduced by 18.5% and CO emissions were reduced by 17% relative to the CI mode. NOx emissions from the CRDi engine were decreased by 28% relative to the CI engine mode. At 20%, EGR lowered the BTE by 14.2% and reduced hydrocarbons, nitrogen oxide and carbon monoxide by 6.3%, 30.5% and 9%, respectively, compared to the CI mode of operation.

Experimental and Numerical Analysis on the Influence of Direct Fuel Injection Into O2-Depleted Environment of a GDI-HCCI Engine

2020 ◽  
Author(s):  
Ratnak Sok ◽  
Jin Kusaka
Keyword(s):  
Fuel Injection ◽  
Direct Injection ◽  
Injection Pressure ◽  
Single Pulse ◽  
Gasoline Direct Injection ◽  
Injection Timing ◽  
Rich Mixture ◽  
Intake Stroke ◽  
Shift Reaction ◽  
Direct Fuel Injection

Abstract Injected gasoline into the O2-depleted environment in the recompression stroke can be converted into light hydrocarbons due to thermal cracking, partial oxidation, and water-gas shift reaction. These reformate species influence the combustion phenomena of gasoline direct injection homogeneous charge compression ignition (GDI-HCCI) engines. In this work, a production-based single-cylinder research engine was boosted to reach IMEPn = 0.55 MPa in which its indicated efficiency peaks at 40–41%. Experimentally, the main combustion phases are advanced under single-pulse direct fuel injection into the negative valve overlap (NVO) compared with that of the intake stroke. NVO peak in-cylinder pressures are lower than that of motoring, which emphasizes that endothermic reaction occurs during the interval. Low O2 concentration could play a role in this evaporative charge cooling effect. This phenomenon limits the oxidation reaction, and the thermal effect is not pronounced. For understanding the recompression reaction phenomena, 0D simulation with three different chemical reaction mechanisms is studied to clarify that influences of direct injection timing in NVO on combustion advancements are kinetically limited by reforming. The 0D results show the same increasing tendencies of classical reformed species of rich-mixture such as C3H6, C2H4, CH4, CO, and H2 as functions of injection timings. By combining these reformed species into the main fuel-air mixture, predicted ignition delays are shortened. The effects of the reformed species on the main combustion are confirmed by 3D-CFD calculation, and the results show that OH radical generation is advanced under NVO fuel injection compared with that of intake stroke conditions thus earlier heat release and cylinder pressure are noticeable. Also, parametric studies on injection pressure and double-pulse injections on engine combustion are performed experimentally.

Distribution of Two-Stage Direct Injection CNG-Air Mixture near Lean Limit Using CFD

2013 ◽  
Vol 465-466 ◽  
pp. 448-452
Author(s):  
Mas Fawzi ◽  
Bukhari Manshoor ◽  
Yoshiyuki Kidoguchi ◽  
Yuzuru Nada
Keyword(s):  
Fuel Injection ◽  
Direct Injection ◽  
Engine Performance ◽  
Injection Pressure ◽  
Gas Jet ◽  
Exhaust Emission ◽  
Injection Technique ◽  
Injection Timing ◽  
Two Stage ◽  
Lean Burn

Previous work shows that gas-jet ignition with two-stage injection technique is effective to extend lean combustible ranges of CNG engines. In this report, the robustness of the gas-jet ignition with two-stage injection method was investigated purposely to improve the performance of a lean burn direct injection CNG engine. The experiment was conducted using an engine at speed of 900 rpm, fuel-injection-pressure of 3MPa, equivalence ratio at 0.8, and ignition timing at top dead center. The effect of first injection timing on the test engine performance and exhaust emission was analyzed. First injection timings near the gas-jet ignition produced unstable combustion with occurrence of misfires except at a timing which produced distinctively good combustion with low HC and CO emissions. Computational fluid dynamics was used to provide hindsight of the fuel-air mixture distribution that might be the cause of misfires occurrence at certain injection timings.

scholarly journals Particulate emissions from a highly boosted gasoline direct injection engine

2017 ◽  
Vol 19 (3) ◽  
pp. 347-359 ◽  
Author(s):  
Felix Leach ◽  
Richard Stone ◽  
Dave Richardson ◽  
Andrew Lewis ◽  
Sam Akehurst ◽  
...  
Keyword(s):  
Particle Number ◽  
Fuel Injection ◽  
Direct Injection ◽  
Injection Pressure ◽  
Back Pressure ◽  
Gasoline Direct Injection ◽  
Exhaust Gas ◽  
Fuel Injection Pressure ◽  
Gas Recirculation ◽  
Operating Points

Downsized, highly boosted, gasoline direct injection engines are becoming the preferred gasoline engine technology to ensure that increasingly stringent fuel economy and emissions legislation are met. The Ultraboost project engine is a 2.0-L in-line four-cylinder prototype engine, designed to have the same performance as a 5.0-L V8 naturally aspirated engine but with reduced fuel consumption. It is important to examine particle number emissions from such extremely highly boosted engines to ensure that they are capable of meeting current and future emissions legislation. The effect of such high boosting on particle number emissions is reported in this article for a variety of operating points and engine operating parameters. The effect of engine load, air–fuel ratio, fuel injection pressure, fuel injection timing, ignition timing, inlet air temperature, exhaust gas recirculation level, and exhaust back pressure has been investigated. It is shown that particle number emissions increase with increase in cooled, external exhaust gas recirculation and engine load, and decrease with increase in fuel injection pressure and inlet air temperature. Particle number emissions are shown to fall with increased exhaust back pressure, a key parameter for highly boosted engines. The effects of these parameters on the particle size distributions from the engine have also been evaluated. Significant changes to the particle size spectrum emitted from the engine are seen depending on the engine operating point. Operating points with a bias towards very small particle sizes were noted.

The Effects of Fuel Injection Pressure and Fuel Type on the Combustion Characteristics of a Diesel Engine

2015 ◽  
Vol 137 (10) ◽  
Author(s):  
Jim Cowart ◽  
Dianne Luning Prak ◽  
Len Hamilton
Keyword(s):  
Diesel Engine ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Common Rail ◽  
Injection System ◽  
Fuel Type ◽  
System Pressure ◽  
Delay Times ◽  
Fuel Injection Pressure ◽  
Physical And Chemical

In an effort to understand the effects of injection system pressure on alternative fuel performance, a single-cylinder diesel engine was outfit with a modern common rail fuel injection system and piezoelectric injector. As future new fuels will likely be used in both older mechanical injected engines as well as newer high pressure common rail engines, the question as to the sensitivity of a new fuel type across a range of engines is of concern. In this study, conventional diesel fuel (Navy NATO F76) was compared with the new Navy hydroprocessed renewable diesel (HRD) fuel from algal sources, as well as the high cetane reference fuel nC16 (n-hexadecane CN = 100). It was seen that, in general, ignition delay (IGD) was shortened for all fuels with increasing fuel injection pressure and was shortened with higher CN fuels. The combustion duration for all fuels was also significantly reduced with increasing fuel injection pressure, however, longer durations were seen for higher CN fuels at the same fuel pressure due to less premixing before the start of combustion. Companion modeling using the Lawrence Livermore National Lab (LLNL) heavy hydrocarbon and diesel primary reference fuel (PRF) chemical kinetic mechanisms for HRD and nC16 was applied to understand the relative importance of the physical and chemical delay periods of the IGD. It was seen that at low fuel injection pressures, the physical and chemical delay times are of comparable duration. However, as injection pressure increases the importance of the chemical delay times increases significantly (longer), especially with the lower CN fuel.

scholarly journals Theoretical study to determine the proper injection system for upgrading fuel system of diesel engine om357 to common rail system

2018 ◽  
Vol 7 (4) ◽  
pp. 2594
Author(s):  
Razieh Pourdarbani ◽  
Ramin Aminfar
Keyword(s):  
Diesel Engine ◽  
Fuel Injection ◽  
Engine Performance ◽  
Injection Pressure ◽  
Common Rail ◽  
Injection System ◽  
Injection Timing ◽  
Common Rail System ◽  
Common Rail Injection System ◽  
Multi Stage

In this research, we tried to investigate all the fuel injection systems of diesel engines in order to select the most suitable fuel injection system for the OM357 diesel engine to achieve the highest efficiency, maximize output torque and reduce emissions and even reduce fuel consumption. The prevailing strategy for this study was to investigate the effect of injection pressure changes, injection timing and multi-stage injection. By comparing the engines equipped with common rail injection system, the proposed injector for engine OM357 is solenoid, due to the cost of this type of injector, MAP and controller (ECU). It is clear that this will not be possible only with the optimization of the injection system, and so other systems that influence engine performance such as the engine's respiratory system and combustion chamber shape, etc. should also be optimized. 

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