Simulation of the Effect of Initial Temperature and Fuel Injection Pressure on Hydrogen Combustion Characteristics in Argon-Oxygen Compression Ignition Engine

Hcci Engine ◽

The purpose of this study is to investigate the effect of fuelinjection pressure onhomogeneous charge formation and performanceand emission characteristics of Homogeneous charge compression ignition engine. The fuel injection pressure isone of the primary parameter for improvingthe homogeneity of the mixture and governing the power output and emission characteristics of HCCI engine. In this investigation, diesel fuelwasinjected at different injection pressuresas 2bar, 3bar, 4bar and 5bar respectively throughbyport fuel injector. The experimental investigationsshow that increasing the fuel injection pressure will promote the fuel to penetrate with air and creates well pre mixedair/fuel charge.The result shows, the specific fuel consumption (SFC) of HCCI engine isslightlyhigherthan the SFC of conventional diesel engine.The HCCI engine with 3bar injection pressure operated engine has lower SFC values compared to other injection pressure operated HCCI engine.The brake thermal efficiency of HCCI engine, operated with 3barinjection pressure has maximum BTE values over the other injection pressure operated engine.From theresult, it is observed that HCCI engine has lower smoke density values compared to conventional diesel engine andfurther reducedby increasing the fuel injection pressure. The 3bar injection pressure operated HCCI engine has emitted lower smoke densitycompared to other injection pressure operated HCCI engine. The 3bar injection pressureoperated HCCIengine hasemittedmaximum oxides of nitrogen (NOx) emissions than the other injection pressure operated HCCI engine. Other exhaust emissions of carbon monoxide (CO) and hydrocarbon (HC)emissions are increased when compared toconvention diesel engine

A Study on the Performance and Emissions Characteristics of a DI Compression Ignition Engine Operated With LPG and DTBP Blending Fuels

ASME 2011 Internal Combustion Engine Division Fall Technical Conference ◽

10.1115/icef2011-60214 ◽

2011 ◽

Author(s):

Hoin Kang ◽

Jerald A. Caton ◽

Seangwock Lee ◽

Seokhwan Lee ◽

Seungmook Oh

Keyword(s):

Combustion Chamber ◽

Fuel Injection ◽

Ambient Pressure ◽

Injection Pressure ◽

Chamber Pressure ◽

Injection Timing ◽

Compression Ignition ◽

Bench Tests ◽

LPG (Liquefied Petroleum Gas) has been widely used as an alternative fuel for gasoline and diesel vehicles in light of clean fuel and diversity of energy resources. But conventional LPG vehicles using carburetors or MPI fuel injection systems can’t satisfy the emissions regulations and CO2 targets of the future. Therefore, it is essential to develop LPG engines of spark ignition or compression ignition type such that LPG fuel is directly injected into the combustion chamber under high pressure. A compression ignition engine using LPG is the ideal engine with many advantages of fuel economy, heat efficiency and low CO2, even though it is difficult to develop due to the unique properties of LPG. This paper reports on numerical and experimental studies related to LPG fuel for a compression ignition engine. The numerical analysis is conducted to study the combustion chamber shape with CATIA and to analyze the spray and fluid behaviors with FLUENT for diesel and LPG (n-butane 100%) fuels. In one experimental study, a constant volume chamber is used to observe the spray formation for the chamber pressure 0 to 3MPa and to analyze the flame process, P-V diagram, heat release rate and emissions through the combustion of LPG fuel with the cetane additive DTBP (Di-tert-butyl peroxide) 5 to 15 wt% at 25MPa of fuel injection pressure. In engine bench tests, experiments were performed to find the optimum injection timing, lambda, COV and emissions for the LPG fuel with the cetane additive DTBP 5 to 15 wt% at 25MPa fuel injection pressure and 1500 rpm. The penetration distance of LPG (n-butane 100%) was shorter than that of diesel fuel and LPG was sensitive to the chamber pressure. The ignition delay was in inverse proportion to the ambient pressure linearly. In the engine bench tests, the optimum injection timing of the test engine to the LPG fuel with DTBP 15 wt% was about BTDC 12° CA at all loads and 1500 rpm. An increasing of DTBP blending ratio caused the promotion of flame and fast burn and this lead to reduce HC and CO emissions, on the other hand, to increase NOx and CO2 emissions.

Experimental Investigation on Emission Characteristics of Diesel N-Pentanol Blend in Homogeneous Charged Compression Ignition Engine

International Journal of Vehicle Structures and Systems ◽

10.4273/ijvss.13.3.13 ◽

2021 ◽

Vol 13 (3) ◽

Author(s):

S. Mathavan ◽

T. Mothilal ◽

V. Andal ◽

V. Velukumar

Keyword(s):

Diesel Fuel ◽

Internal Combustion Engines ◽

Fossil Fuels ◽

Fuel Injection ◽

Injection Pressure ◽

Injection Timing ◽

Compression Ignition ◽

Fuel Blend ◽

The invention of internal combustion engines is undoubtedly one of the greatest inventions of the modern era. There has been steady scientific research to look for alternative fuel which is economical, renewable and less harmful to nature and man compared to fossil fuels. The present project is one such experimental work to investigate the performance of a blend of diesel / N-pentanol in an appropriate combustion technique and to establish its suitability as a renewable fuel. The relative performance of diesel fuel and the blend of diesel / n-pentanol will also be analyzed. Diesel fuel blended with 30 percentage n-pentanol is the fuel blend that is proposed to be used in the experiment. Researchers have established that the application of Homogeneously Charged Compression Ignition (HCCI) technique could result in in-cylinder reduction of NOx and PM. Higher thermal efficiency could also be attained. The project also covers studying the emission effect of the diesel/n-pentanol fuel blend for various fuel injection timing, various fuel injection pressure, different EGR rates and different inlet air temperature.

Simulation of Hydrogen Combustion Characteristics in Argon-Oxygen Compression Ignition Engine using Large Eddy Simulation (LES) Turbulence Model

IOP Conference Series Earth and Environmental Science ◽

10.1088/1755-1315/354/1/012056 ◽

2019 ◽

Vol 354 ◽

pp. 012056

Author(s):

Muhammad Arif Arsyad Nasruldin ◽

Mohd Radzi Abu Mansor

Keyword(s):

Large Eddy Simulation ◽

Turbulence Model ◽

Combustion Characteristics ◽

Hydrogen Combustion ◽

Compression Ignition ◽

Eddy Simulation ◽

Large Eddy

Effect of Fuel Injection Pressure and Premixed Ratio on Mineral Diesel-Methanol Fueled Reactivity Controlled Compression Ignition Mode Combustion Engine

Journal of Energy Resources Technology ◽

10.1115/1.4047320 ◽

2020 ◽

Vol 142 (12) ◽

Cited By ~ 2

Author(s):

Akhilendra Pratap Singh ◽

Nikhil Sharma ◽

Dev Prakash Satsangi ◽

Avinash Kumar Agarwal

Keyword(s):

Fuel Injection ◽

Combustion Engine ◽

Engine Performance ◽

Injection Pressure ◽

High Reactivity ◽

Compression Ignition ◽

Oxides Of Nitrogen ◽

Reactivity Controlled Compression Ignition ◽

Hc Emissions ◽

Abstract Reactivity controlled compression ignition (RCCI) mode combustion has attracted significant attention because of its superior engine performance and significantly lower emissions of oxides of nitrogen (NOx) and particulate matter (PM) compared with conventional compression ignition (CI) mode combustion engines. In this experimental study, effects of fuel injection pressure (FIP) of high reactivity fuel (HRF) and premixed ratio of low reactivity fuel (LRF) were evaluated on a diesel-methanol fueled RCCI mode combustion engine. Experiments were performed in a single cylinder research engine at a constant engine speed (1500 rpm) and constant engine load (3 bar BMEP) using three different FIPs (500, 750, and 1000 bar) of mineral diesel and four different premixed ratios (rp = 0, 0.25, 0.50, and 0.75) of methanol. Results showed that RCCI mode resulted in more stable combustion compared with baseline CI mode combustion. Increasing FIP resulted in relatively higher knocking, but it reduced with increasing premixed ratio. Relatively higher brake thermal efficiency (BTE) of RCCI mode combustion compared with baseline CI mode combustion is an important finding of this study. BTE increased with increasing FIP of mineral diesel and increasing premixed ratio of methanol. Relatively dominant effect of increasing FIP on BTE at higher premixed ratios of methanol was also an important finding of this study. RCCI mode combustion resulted in higher carbon monoxide (CO) and hydrocarbon (HC) emissions, but lower PM and NOx emissions compared with baseline CI mode combustion. Increasing FIP of HRF at lower premixed ratios reduced the number concentration of particles; however, effect of FIP became less dominant at higher premixed ratios. Relatively higher number emissions of nanoparticles at higher FIPs were observed. Statistical and qualitative correlations exhibited the importance of suitable FIP at different premixed ratios of LRF on emission characteristics of RCCI mode combustion engine.

Effect of Injection Pressure on Performance and Emission Characteristics HCCI Engines

International Journal of Vehicle Structures and Systems ◽

10.4273/ijvss.12.1.21 ◽

2020 ◽

Vol 12 (1) ◽

Author(s):

S. Gowthaman ◽

G. Balamurugan

Keyword(s):

Thermal Efficiency ◽

Fuel Injection ◽

Injection Pressure ◽

Particulate Emissions ◽

Performance And Emission ◽

Hcci Engine ◽

And Performance ◽

Fuel Injection Pressure ◽

Gas Recirculation

Homogeneous Charged Compression Ignition engine (HCCI) is a suitable replacement of conventional diesel engines as it provides higher thermal efficiency and low oxides of emission (NOx) and particulate emissions. In HCCI engine, direct controlling of ignition timing is not possible. But it can be controlled by varying the engine parameters such as fuel injection pressure, inlet air temperature and exhaust gas recirculation. In this study, HCCI engine is controlled with changing the injection pressure of the fuel and analysed for the effect of injection pressure of the fuel for emission and performance of Karanja methyl ester fuel. The experiments were conducted on HCCI engine with fuel injection pressures of 2 bar, 3 bar, 4 bar and 5 bar and the optimum fuel injection pressure is found out. The results show that, the brake thermal efficiency is increased when the injection pressure is increased due to better atomisation and fuel penetration and also resulted in low emissions (NOx, smoke) compared with diesel engine.