Research on the Heat Release Rate Characteristics of Diesel Engine Coolant System Based on GT-POWER

2012 ◽  
Vol 562-564 ◽  
pp. 1036-1039
Author(s):  
Xing Hua Liu ◽  
Zhi Qiang Fan ◽  
Hong Liang ◽  
Yang Li ◽  
Liang Ping Guo
Keyword(s):  
Heat Release ◽  
Heat Release Rate ◽  
Release Rate ◽  
High Load ◽  
Experimental Result ◽  
Cylinder Pressure ◽  
Low Load ◽  
Power Code ◽  
Engine Coolant ◽  
Coolant System

By means of GT-POWER code, the simulation model of diesel has been established whose cylinder pressure was calibrated. The simulation and experimental result accorded mostly which validated the correctness of this model. The MAP of the heat release rate was obtained basically. The results showed that at low load, the higher the speed is, the larger the heat release rate is; on the condition of the high load, with the increase of the speed, the heat release rate decreases firstly and increases afterwards. This study could offer a guidance to the designment of the coolant system.

Combustion and Emission Characteristics of Dual Fuel Engine for Different Parameters

2021 ◽  
Vol 13 (4) ◽  
Author(s):  
Jianjun Zhu ◽  
Peng Li ◽  
Yufeng Xie ◽  
Xin Geng
Keyword(s):  
Diesel Engine ◽  
Heat Release ◽  
Heat Release Rate ◽  
Compression Ratio ◽  
Release Rate ◽  
Emission Characteristics ◽  
Soot Emission ◽  
Cylinder Pressure ◽  
Fuel Delivery ◽  
Soot Emissions

The effects of compression ratio and fuel delivery advance angle on the combustion and emission characteristics of premixed methanol charge induced ignition by Fischer Tropsch diesel engine were investigated using a CY25TQ diesel engine. In the process of reducing the compression ratio from 16.9 to 15.4, the starting point of combustion is fluctuating, the peak of in-cylinder pressure and the maximum pressure increase rate decrease by 44.5% and 37.7% respectively. The peak instantaneous heat release rate increases by 54.4%. HC and CO emissions are on a rising trend. NOx and soot emissions were greatly decreased. The soot emission has the biggest drop of 50%. Reducing the fuel delivery advance angle will make the peak of in-cylinder pressure and the peak of pressure rise rate increase while the peak of heat release rate decreases. The soot emission is negatively correlated with the fuel delivery advance angle. When the fuel delivery advance angle is 16° CA, the soot emissions increased the most by 130%.

Combustion Characteristics of Single Cylinder Diesel Engine Fueled with Blends of Thumba Biodiesel as an Alternative Fuel

2019 ◽  
Vol 969 ◽  
pp. 451-460
Author(s):  
Manpreet Singh ◽  
Mohd Yunus Sheikh ◽  
Dharmendra Singh ◽  
P. Nageswara Rao
Keyword(s):  
Diesel Engine ◽  
Heat Release ◽  
Heat Release Rate ◽  
Diesel Fuel ◽  
Release Rate ◽  
Mass Fraction ◽  
Pressure Rise ◽  
Cylinder Pressure ◽  
Gas Temperature ◽  
Edible Vegetable Oil

The rapid rise in energy requirement and problem regarding atmosphere pollutions, renewable biofuels are the better alternative choice for the internal combustion engine to partially or totally replace the pollutant petroleum fuel. In the present work, thumba (Citrullus colocynthis) non-edible vegetable oil is used for the production of biodiesel and examine its possibility as diesel engine fuel. Transesterification process is used to produce biodiesel from thumba non-edible vegetable oil. Thumba biodiesel (TBD) is used to prepare five different volume concentration (blends) with neat diesel (D100), such as TBD5, TBD15, TBD25, TBD35 and TBD45 to run a single cylinder diesel engine. The diesel engine's combustion parameter such as in-cylinder pressure, rate of pressure rise, net heat release rate, cumulative heat release, mean gas temperature, and mass fraction burnt analyzed through graphs and compared all thumba biodiesel blends result with neat diesel fuel. The mass fraction burnt start earlier for thumba biodiesel blends compared to diesel fuel because of less ignition delay while peak in-cylinder pressure, maximum rate of pressure rise, maximum net heat release rate, maximum cumulative heat release, and maximum mean gas temperature has found decreased results up to 1.93%, 5.53%, 4.11%, 4.65%, and 1.73% respectively for thumba biodiesel.

Predicting Mixing Rates in Multiple Injection CRDI Engines

2009 ◽  
Author(s):  
S. Rajkumar ◽  
Shamit Bakshi ◽  
Pramod S. Mehta
Keyword(s):  
Heat Release ◽  
Heat Release Rate ◽  
Release Rate ◽  
Fuel Injection ◽  
Direct Injection ◽  
Cylinder Pressure ◽  
Oxides Of Nitrogen ◽  
Multiple Injection ◽  
Mixing Rate ◽  
Air Mixing

The possibility of multiple-injection in Common Rail Direct Injection (CRDI) engine allows achieving improved combination of oxides of nitrogen (NOx) and smoke emissions. In CRDI engines, the turbulent kinetic energy due to high pressure fuel injection is primarily responsible for fuel air mixing and hence the in-cylinder mixture formation. The air fuel mixing characteristics in the case of multiple-injection are quite different from that of single injection schedule. In this work a zero-dimensional model is proposed for mixing rate calculations with multiple-injection scheduling. The model considers generation and dissipation of in-cylinder turbulence through processes namely fuel injection, air swirl and combustion. The model constants are fine tuned with respect to the data available in existing literature. The model predictions are validated with the available data for the cylinder pressure and heat release rate histories on known single and multiple-injection schedules. These comparisons show good agreement to establish the role of mixing rate variations with multiple-injection. A single set of constants were found to match the cylinder pressure and heat release rate histories for single and multiple-injection from different sources in the literature. Further, the mixing rate and peak temperature predictions of the model are found to relate with the possible effect of specific injection scheduling on emission reductions reported in CRDI engine investigations.

Experimental Study on Homogeneous Charge Compression Ignition Combustion With Fuel of Dimethyl Ether and Natural Gas

2005 ◽  
Vol 128 (2) ◽  
pp. 414-420 ◽  
Author(s):  
Mingfa Yao ◽  
Zunqing Zheng ◽  
Jin Qin
Keyword(s):  
Natural Gas ◽  
Heat Release ◽  
Dimethyl Ether ◽  
Flow Rate ◽  
Heat Release Rate ◽  
Release Rate ◽  
Compression Ignition ◽  
Cylinder Pressure ◽  
Hcci Combustion ◽  
Peak Cylinder Pressure

The homogeneous charge compression ignition (HCCI) combustion fueled by dimethyl ether (DME) and compressed natural gas (CNG) was investigated. The experimental work was carried out on a single-cylinder diesel engine. The results show that adjusting the proportions of DME and CNG is an effective technique for controlling HCCI combustion and extending the HCCI operating range. The combustion process of HCCI with dual fuel is characterized by a distinctive two-stage heat release process. As CNG flow rate increases, the magnitude of peak cylinder pressure and the peak heat release rate in the second stage goes up. As DME flow rate increases, the peak cylinder pressure, heat release rate, and NOx emissions increase while THC and CO emissions decrease.

scholarly journals Coating of diesel engine with new generation ceramic material to improve combustion and performance

2021 ◽  
Vol 25 (Spec. issue 1) ◽  
pp. 101-110
Author(s):  
Erdinc Vural ◽  
Serkan Ozel ◽  
Salih Ozer
Keyword(s):  
Diesel Engine ◽  
Heat Release ◽  
Heat Release Rate ◽  
Release Rate ◽  
Bond Coat ◽  
Combustion Engine ◽  
Engine Performance ◽  
Cylinder Pressure ◽  
Engine Torque ◽  
Engine Power

In this study, piston and valve surfaces of a Diesel engine to improve exhaust emis?sion and engine performance values, NiCr with bond coat and without bond coat with Cr2O3, Al2O3+13%TiO2, Cr2O3+25%Al2O3 coatings were coated using plasma spray method. By examining the micro-structures of the coating materials, it was observed that a good coating bond is formed. In this study, unlike other coating applications, two different and proportions of specific ceramic powders were coated on the combustion chamber elements, mounted on a Diesel engine, and their effects on engine performance and emissions were tested on the engine dynamometer. For this purpose, the internal combustion engine was operated at 1400, 1700, 2000, 2300, 2600, 2900, and 3200 rpm engine speeds and engine power, engine torque, in-cylinder pressure changes and heat release rate values were recorded. In this study, the that results were obtained by comparing thermal barrier coated engine with standard engine. An increase of 14.92% in maximum engine power, 12.35% in engine torque, 13% in-cylinder pressure, heat release rate by 4.5%, and brake thermal efficiency by 10.17% was detected, while brake specific fuel consumption decreased by 14.96%.

Diethyl Ether as an Ignition Enhancer for Naphtha Creating a Drop in Fuel for Diesel

2016 ◽  
Author(s):  
R. Vallinayagam ◽  
S. Vedharaj ◽  
S. Mani Sarathy ◽  
Robert W. Dibble
Keyword(s):  
Heat Release ◽  
Heat Release Rate ◽  
Release Rate ◽  
Ignition Delay ◽  
Cetane Number ◽  
Cylinder Pressure ◽  
Auto Ignition ◽  
Peak Heat Release Rate ◽  
Ignition Characteristics ◽  
Ci Engines

Direct use of naphtha in compression ignition (CI) engines is not advisable because its lower cetane number negatively impacts the auto ignition process. However, engine or fuel modifications can be made to operate naphtha in CI engines. Enhancing a fuel’s auto ignition characteristics presents an opportunity to use low cetane fuel, naphtha, in CI engines. In this research, Di-ethyl ether (DEE) derived from ethanol is used as an ignition enhancer for light naphtha. With this fuel modification, a “drop-in” fuel that is interchangeable with existing diesel fuel has been created. The ignition characteristics of DEE blended naphtha were studied in an ignition quality tester (IQT); the measured ignition delay time (IDT) for pure naphtha was 6.9 ms. When DEE was added to naphtha, IDT decreased and D30 (30% DEE + 70% naphtha) showed comparable IDT with US NO.2 diesel. The derived cetane number (DCN) of naphtha, D10 (10% DEE + 90% naphtha), D20% DEE + 80% naphtha) and D30 were measured to be 31, 37, 40 and 49, respectively. The addition of 30% DEE in naphtha achieved a DCN equivalent to US NO.2 diesel. Subsequent experiments in a CI engine exhibited longer ignition delay for naphtha compared to diesel. The peak in-cylinder pressure is higher for naphtha than diesel and other tested fuels. When DEE was added to naphtha, the ignition delay shortened and peak in-cylinder pressure is reduced. A 3.7% increase in peak in-cylinder pressure was observed for naphtha compared to US NO.2 diesel, while D30 showed comparable results with diesel. The pressure rise rate dropped with the addition of DEE to naphtha, thereby reducing the ringing intensity. Naphtha exhibited a peak heat release rate of 280 kJ/m3deg, while D30 showed a comparable peak heat release rate to US NO.2 diesel. The amount of energy released during the premixed combustion phase decreased with the increase of DEE in naphtha. Thus, this study demonstrates the suitability of DEE blended naphtha mixtures as a “drop-in” replacement fuel for diesel.

The potential of heat release rate and cylinder pressure feedback control for conventional and premixed charge compression ignition combustion

2020 ◽  
pp. 146808742094831
Author(s):  
Severin Hänggi ◽  
Giordano Moretto ◽  
Thivaharan Albin ◽  
Christopher Onder
Keyword(s):  
Heat Release ◽  
Heat Release Rate ◽  
Release Rate ◽  
Compression Ignition ◽  
Cylinder Pressure ◽  
Engine Operation ◽  
Engine Efficiency ◽  
Tracking Algorithms ◽  
Pressure Feedback ◽  
Compression Ignition Combustion

Cylinder pressure or heat release rate tracking algorithms for direct-injected compression ignition engines allow to account for various disturbances, such as changes in the fuel characteristics or the effects of engine wear. They are suited for flex-fuel engines and allow the use of multi-injection strategies; hence, they show potential for mobile applications. However, they are based on the assumption that the heat release rate or cylinder pressure correlates well with engine efficiency and emissions and therefore allows a clean and efficient engine operation. With the objective to evaluate the potential of such tracking algorithms, this assumption is investigated for conventional as well as for low-temperature combustion strategies with diesel as fuel of choice. Based on experimental data, exploratory data analysis methods are applied to evaluate how sensitive engine efficiency and emissions are to changes of the heat release rate or cylinder pressure. Furthermore, an extended tracking algorithm is proposed, which can be applied for premixed charge compression ignition combustion concepts.

scholarly journals Effect of Various Supercharger Boost Pressure to in-Cylinder Pressure and Heat Release Rate Characteristics of Direct Injection Diesel Engine at Various Engine Rotation

2019 ◽  
Vol 130 ◽  
pp. 01036
Author(s):  
Willyanto Anggono ◽  
Wataru Ikoma ◽  
Haoyu Chen ◽  
Zhiyuan Liu ◽  
Mitsuhisa Ichiyanagi ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Heat Release ◽  
Heat Release Rate ◽  
Release Rate ◽  
Power Efficiency ◽  
Direct Injection ◽  
Boost Pressure ◽  
Cylinder Pressure ◽  
Stroke Length ◽  
Direct Injection Diesel Engine

The diesel engines are superior in terms of power efficiency and fuel economy compared to gasoline engines. In order to optimize the performance of direct injection diesel engine, the effect of various intake pressure (boost pressure) from supercharging direct injection diesel engine was studied at various engine rotation. A single cylinder direct injection diesel engine was used in this experiment. The bore diameter of the engine used was set to 85 mm, the stroke length was set to 96.9 mm, and the compression ratio was set to 16.3. The variation of engine rotation started from 800 rpm to 2 000 rpm with 400 rpm increment. The variation of boost pressure is bounded from 0 kPa boost pressure (naturally aspirated) to the maximum of 60 kPa boost pressure with 20 kPa boost pressure increment. The performance of the engine is evaluated in terms of in-cylinder pressure and heat release rate as the most important performance characteristics of the diesel engine. The in-cylinder pressure and heat release rate of direct injection diesel engine are increased with the elevation of boost pressure at various engine rotation. The raise of engine rotation resulted in the decrease of maximum in-cylinder pressure and heat release rate.

scholarly journals Diesel engine performance, emissions and combustion characteristics of castor oil blends using pyrolysis

2020 ◽  
Vol 12 (12) ◽  
pp. 168781402097552
Author(s):  
Youssef A. Attai ◽  
Osayed S. Abu-Elyazeed ◽  
Mohamed R. ElBeshbeshy ◽  
Mohamed A. Ramadan ◽  
Mohamed S. Gad
Keyword(s):  
Heat Release ◽  
Fuel Consumption ◽  
Heat Release Rate ◽  
Release Rate ◽  
Thermal Efficiency ◽  
Exhaust Gas ◽  
Cylinder Pressure ◽  
Gas Oil ◽  
Gas Temperature ◽  
Exhaust Gas Temperature

Castor biodiesel (CBD) was manufactured by slow pyrolysis of oil from highly yielded seeds with anhydrous sodium hydroxide catalyst. An experimental study of engine’s performance, emissions and combustion characteristics using biodiesel blended with gas oil in volumetric ratios of 0, 10, 25, 50, 75, and 100% at different loads was performed. Increase of CBD percentage in the blend led to a reduction in engine’s thermal efficiency, cylinder pressure, net heat release rate, and smoke emission. The exhaust gas temperature, specific fuel consumption, unburned hydrocarbon, CO, and nitrogen oxide emissions were increased with the increase of CBD ratio. Biodiesel showed the maximum increase in specific fuel consumption by 10% and the thermal efficiency was decreased by 10.5% about pure diesel. Smoke emissions were decreased for CBD100 by 12% about gas oil. The maximum increases in NOx, CO, HC emissions, and exhaust gas temperature for CBD 100 were 22, 34, 48, and 11%, respectively related to diesel oil. The maximum reductions in cylinder pressure and net heat release rate were 5 and 13% for CBD100 about gas oil, respectively. Biodiesel percentage of 10% showed near values of performance parameters and emissions to gas oil, so, it is recommended as the optimum percentage.

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