Effect of Compression Ratio and Injection Pressure on Emissions and Fuel Consumption of a Small Displacement Common Rail Diesel Engine

2005 ◽  
Author(s):  
F. Mallamo ◽  
M. Badami ◽  
F. Millo
Keyword(s):  
Diesel Engine ◽  
Fuel Consumption ◽  
Compression Ratio ◽  
Injection Pressure ◽  
Common Rail ◽  
Small Displacement

scholarly journals The installation of a common rail diesel engine on a light helicopter of the eurocopter EC120 class

2016 ◽  
Vol 36 (1) ◽  
pp. 6-13
Author(s):  
Leonardo Frizziero ◽  
Luca Piancastelli
Keyword(s):  
Diesel Engine ◽  
Power Plant ◽  
Fuel Consumption ◽  
Feasibility Study ◽  
Total Mass ◽  
Cooling System ◽  
Direct Injection ◽  
Common Rail ◽  
Automotive Engine

<p>A feasibility study for the installation of a CRDID (Common Rail Direct Injection Diesel) on a light helicopter is introduced. The total mass available for the CRDID is evaluated starting from fuel consumption and helicopter data. The conversion of an automotive unit was discarded to excessive mass and excessive costs of the conversion. A derivative of an automotive engine was then considered. This solution proved to be feasible. The installation of the new CRDID was then studied. The turbocharger and the cooling system were defined for the application. The result was the evaluation of the power plant installation mass that proved to be much lower than the maximum admissible. The installation is then possible.</p>

scholarly journals Comparison of the Emissions, Noise, and Fuel Consumption Comparison of Direct and Indirect Piezoelectric and Solenoid Injectors in a Low-Compression-Ratio Diesel Engine

Energies ◽  
2019 ◽  
Vol 12 (21) ◽  
pp. 4023 ◽  
Author(s):  
Stefano d’Ambrosio ◽  
Alessandro Ferrari ◽  
Alessandro Mancarella ◽  
Salvatore Mancò ◽  
Antonio Mittica
Keyword(s):  
Diesel Engine ◽  
Fuel Consumption ◽  
Compression Ratio ◽  
Fuel Injection ◽  
Engine Performance ◽  
Combustion Noise ◽  
Driving System ◽  
Performance And Emissions ◽  
Direct Acting ◽  
Engine Performance And Emissions

An experimental investigation has been carried out to compare the performance and emissions of a low-compression-ratio Euro 5 diesel engine featuring high EGR rates, equipped with different injector technologies, i.e., solenoid, indirect-acting, and direct-acting piezoelectric. The comparisons, performed with reference to a state-of-the-art double fuel injection calibration, i.e., pilot-Main (pM), are presented in terms of engine-out exhaust emissions, combustion noise (CN), and fuel consumption, at low–medium engine speeds and loads. The differences in engine performance and emissions of the solenoidal, indirect-acting, and direct-acting piezoelectric injector setups have been found on the basis of experimental results to mainly depend on the specific features of their hydraulic circuits rather than on the considered injector driving system.

Performance and emissions of an electronic control common-rail diesel engine fuelled with liquefied natural gas-diesel dual-fuel under an optimization control scheme

2018 ◽  
Vol 233 (6) ◽  
pp. 1380-1390 ◽  
Author(s):  
Jiantong Song ◽  
Chunhua Zhang ◽  
Guoqing Lin ◽  
Quanchang Zhang
Keyword(s):  
Diesel Engine ◽  
Natural Gas ◽  
Fuel Consumption ◽  
Liquefied Natural Gas ◽  
Common Rail ◽  
Dual Fuel ◽  
Brake Specific Fuel Consumption ◽  
Electronic Control ◽  
Control Scheme ◽  
Optimization Control

In order to reduce the fuel consumption and hydrocarbon and CO emissions of liquefied natural gas-diesel dual-fuel engines under light loads, an optimization control scheme, in which the dual-fuel engine runs in original diesel mode under light loads, is used in this paper. The performance and exhaust emissions of the dual-fuel engine and the original diesel engine are compared and analyzed by bench tests of an electronic control common-rail diesel engine. Experimental results show that the brake-specific fuel consumption and hydrocarbon and CO emissions of the liquefied natural gas-diesel dual-fuel engine are not deteriorated under light loads. Compared with diesel, the brake power and torque of dual-fuel remain unchanged, the brake-specific fuel consumption decreases, and the smoke density and CO2 emissions of dual-fuel decrease, while the hydrocarbon and CO emissions increase, and there is no significant difference in NOx emissions.

scholarly journals The initiation and development of combustion under cold idling conditions using a glow plug in diesel engines

2016 ◽  
Vol 18 (3) ◽  
pp. 240-255 ◽  
Author(s):  
Q Li ◽  
PJ Shayler ◽  
M McGhee ◽  
A La Rocca
Keyword(s):  
Diesel Engine ◽  
Experimental Work ◽  
Compression Ratio ◽  
Equivalence Ratio ◽  
Common Rail ◽  
Local Temperature ◽  
Gas Temperature ◽  
Glow Plug ◽  
Start Of Injection ◽  
Fuel Vapour

Factors determining the success or failure of combustion initiation using a glow plug have been investigated through experimental work on a single cylinder, common rail diesel engine with a geometric compression ratio of 15.5, and a quiescent combustion bomb with optical access. A glow plug was required to avoid engine misfires when bulk gas temperature at the start of injection was less than 413 °C. The distance between the glow plug and the spray edge, the glow plug temperature, and the bulk gas temperature were important factors in meeting two requirements for successful ignition: a minimum local temperature of 413 °C and a minimum air/fuel vapour equivalence ratio of 0.15–0.35.

Low End Performance Improvement by Effective Use of Multiple Injection Strategy in Common Rail Diesel Engine

2009 ◽  
Author(s):  
Dilunath Hareendranath ◽  
Nilesh Gajarlawar ◽  
Murali Manickam ◽  
Ghodke Pundlik
Keyword(s):  
Diesel Engine ◽  
Engine Speed ◽  
Injection Pressure ◽  
Common Rail ◽  
Multiple Injection ◽  
Injection Strategy ◽  
Part Load ◽  
Black Smoke ◽  
Multiple Injection Strategy ◽  
Lower Engine Speed

Main advantages of diesel engine are low fuel consumption coupled with high specific power output. However, benchmark Noise, Vibration and Harshness (NVH) of its counterpart (Gasoline), future stringent emission norms and overall system cost poses tough challenges. In a growing market like India, these benefits of diesel attract the buyer over its counterpart. Diesel engines are known for its heavy visible black smoke. The black smoke formation is more prominent in lower engine speed. This is due to lower injection pressure and the system limitation in conventional injection system and less air availability. Introduction of the common rail injection technology overcomes this difficulty by allowing the injection pressure to build irrespective of the engine speed. However, improving the air flow is a challenge. Generally waste gate turbo chargers are optimized for higher engine speed to match the rated engine performance, but compromising the lower engine speed performance. The use of Variable Geometry turbo charging (VGT), increase in number of valves per cylinder, two stage turbo charging are some of the solutions to this problem but it involves additional cost and fundamental design changes. Hence, it was a challenge to come up with a strategy to overcome this problem without any cost impact. Multiple injection strategy is one of the tools which improve the engine torque without the penalty of smoke. In this paper, a Multi Utility Vehicle (MUV) powered by a 2.5Ldiesel common rail engine, low end performance was effectively improved by this strategy. Current engine has BOSCH 2nd generation common rail system with waste gate Turbocharger. Torque at full load in lower engine speed was improved by introducing the early pilot with relatively higher quantity. However, in the part load, this pilot quantity was split into two successive pilot injections. Selection of pilot separation was optimized in such a way that Noise and Smoke levels are maintained or improved. In part load, improvement in smoke and BSFC was achieved without sacrificing noise level. Engine level trials were conducted with cylinder pressure and Noise Measurement with AVL Indicom. The Concept of Design of experiment (DOE) was used to minimize the number of iteration and for analysis of results. The vehicle performance, pass by noise were found to be improved.

scholarly journals Effect of cetane improver addition into diesel fuel: Methanol mixtures on performance and emissions at different injection pressures

2017 ◽  
Vol 21 (1 Part B) ◽  
pp. 555-566 ◽  
Author(s):  
Feyyaz Candan ◽  
Murat Ciniviz ◽  
Ilker Ors
Keyword(s):  
Diesel Engine ◽  
Fuel Consumption ◽  
Diesel Fuel ◽  
Engine Performance ◽  
Injection Pressure ◽  
Specific Fuel Consumption ◽  
Exhaust Emission ◽  
Brake Specific Fuel Consumption ◽  
Consumption Values ◽  
Smoke Opacity

In this study, methanol in ratios of 5-10-15% were incorporated into diesel fuel with the aim of reducing harmful exhaust gasses of Diesel engine, di-tertbutyl peroxide as cetane improver in a ratio of 1% was added into mixture fuels in order to reduce negative effects of methanol on engine performance parameters, and isobutanol of a ratio of 1% was used as additive for preventing phase separation of all mixtures. As results of experiments conducted on a single cylinder and direct injection Diesel engine, methanol caused the increase of NOx emission while reducing CO, HC, CO2, and smoke opacity emissions. It also reduced torque and power values, and increased brake specific fuel consumption values. Cetane improver increased torque and power values slightly compared to methanol-mixed fuels, and reduced brake specific fuel consumption values. It also affected exhaust emission values positively, excluding smoke opacity. Increase of injector injection pressure affected performances of methanol-mixed fuels positively. It also increased injection pressure and NOx emissions, while reducing other exhaust emissions.

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.

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