An Experimental Study of Effect on Characteristics of Exhaust Emissions by Changing for Fuel Injection Timing and Ratio of Soybean-Oil in Diesel Engines

2021 ◽  
Vol 25 (5) ◽  
pp. 29-36
Author(s):  
Senug-Hun Han ◽  
Sang-Gon Cho
Keyword(s):  
Experimental Study ◽  
Soybean Oil ◽  
Diesel Engines ◽  
Fuel Injection ◽  
Exhaust Emissions ◽  
Injection Timing ◽  
Fuel Injection Timing

Exhaust Emissions From Two Intercity Passenger Locomotives

1994 ◽  
Vol 116 (4) ◽  
pp. 774-783 ◽  
Author(s):  
S. G. Fritz
Keyword(s):  
Fuel Injection ◽  
Exhaust Emissions ◽  
Exhaust Emission ◽  
Injection Timing ◽  
Oxides Of Nitrogen ◽  
So2 Emissions ◽  
Passenger Cars ◽  
California Department ◽  
Fuel Injection Timing ◽  
Smoke Opacity

To enhance the effectiveness of intercity passenger rail service in mitigating exhaust emissions in California, the California Department to Transportation (Caltrans) included limits on exhaust emissions in its intercity locomotive procurement specifications. Because there were no available exhaust emission test data on which emission reduction goals could be based, Caltrans funded a test program to acquire gaseous and particulate exhaust emissions data, along with smoke opacity data, from two state-of-the-art intercity passenger locomotives. The two passenger locomotives (an EMD F59PH and a GE DASH8-32BWH) were tested at the Association of American Railroads Chicago Technical Center. The EMD locomotive was eqiupped with a separate Detroit Diesel, Corporation (DDC) 8V-149 diesel engine used to provide 480 V AC power for the trailing passenger cars. This DDC engine was also emission tested. These data were used to quantify baseline exhaust emission levels as a challenge to locomotive manufacturers to offer new locomotives with reduced emissions. Data from the two locomotive engines were recorded at standard fuel injection timing and with the fuel injection timing retarded 4 deg in an effort to reduce NOx emissions. Results of this emissions testing were incorporated into the Caltrans locomotive procurement process by including emission performance requirements in the Caltrans intercity passenger locomotive specification, and therefore in the procurement decision. This paper contains steady-state exhaust emission test results for hydrocarbons (HC), carbon monoxide (CO), oxides of nitrogen (NOx), and particulate matter (PM) from the two locomotives. Computed sulfur dixoide (SO2) emissions are also given, and are based on diesel fuel consumption and sulfur content. Exhaust smoke opacity is also reported.

Experimental and Simulation Study of Fuel Injection Timing, Pressure and EGR for Lower Exhaust Emissions From Diesel HCCI Combustion

2009 ◽  
Author(s):  
S. Juttu ◽  
S. S. Thipse ◽  
N. V. Marathe ◽  
M. K. Gajendra Babu
Keyword(s):  
Simulation Study ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Exhaust Emissions ◽  
Injection Timing ◽  
Nox Emissions ◽  
Hcci Combustion ◽  
Fuel Injection Timing ◽  
Start Of Injection ◽  
Wide Range

The objective of this work is to study the effect of different control parameters viz. EGR, fuel injection pressure and start of injection timing on exhaust emissions from diesel fueled HCCI combustion concept. A 4-cylinder LCV engine has been selected for experiments and FIRE 3D CFD software was used for simulation study. The basic idea of the simulation study is to find the suitable EGR ratio to run the engine on HCCI combustion mode so as to avoid any damage to the engine during testing. From simulation study, it was observed that the minimum EGR required for running the engine at 5.6 bar BMEP @ 2500 rpm in HCCI mode is approximately 45%. The trends of simulation results viz. soot and NOx emissions are closely following the experiments. The experiments were conducted at different loads at 2500 rpm and EGR varied from 0% to 60%. With increased EGR ratio, soot bump was observed at 50%, 75% and 100%. The BTE dropped to 24.5% from 33.5%. The effect of fuel injection pressures (750bar, 1000bar and 1500bar) were studied to improve the BTE and to control soot bump over a wide range injection timings EGR ratio. Detailed experiments were conducted at 2.8 bar BMEP @ 2500 rpm to study simultaneous reduction of NOx, SOOT, UHC and CO emissions from diesel HCCI combustion. At injection pressure (1500 bar), advanced fuel injection timing and high EGR ratio, the soot CO and THC emissions were reduced significantly without penalty on NOx emissions. The BTE was improved from 24.5% to 31% against 33.5% of convention diesel combustion.

scholarly journals Effects of Retarding Fuel Injection Timing on Toxic Organic Pollutant Emissions from Diesel Engines

2019 ◽  
Vol 19 (6) ◽  
pp. 1346-1354 ◽  
Author(s):  
Yixiu Zhao ◽  
Kangping Cui ◽  
Jingning Zhu ◽  
Shida Chen ◽  
Lin-Chi Wang ◽  
...  
Keyword(s):  
Diesel Engines ◽  
Fuel Injection ◽  
Organic Pollutant ◽  
Pollutant Emissions ◽  
Injection Timing ◽  
Fuel Injection Timing

Development of a Low Emissions Upgrade Kit for EMD GP20D and GP15D Locomotives

2012 ◽  
Author(s):  
Steven G. Fritz ◽  
John C. Hedrick ◽  
Tom Weidemann
Keyword(s):  
Fuel Injection ◽  
Diesel Oxidation Catalyst ◽  
Oxidation Catalyst ◽  
Particulate Filter ◽  
Injection Timing ◽  
Fuel Injection Timing ◽  
Tier 1 ◽  
Emission Regulations ◽  
Diesel Oxidation ◽  
Tier 3

This paper describes the development of a low emissions upgrade kit for EMD GP20D and GP15D locomotives. These locomotives were originally manufactured in 2001, and met EPA Tier 1 locomotive emission regulations. The 1,491 kW (2,000 HP) EMD GP20D locomotives are powered by Caterpillar 3516B engines, and the 1,119 kW (1,500 HP) EMD GP15D locomotives are powered by Caterpillar 3512B engines. CIT Rail owns a fleet of 50 of these locomotives that are approaching their mid-life before first overhaul. Baseline exhaust emissions testing was followed by a low emissions retrofit development focusing on fuel injection timing, crankcase ventilation filtration, and application of a diesel oxidation catalyst (DOC), and then later a diesel particulate filter (DPF). The result was a EPA Tier 0+ certification of the low emissions upgrade kit, with emission levels below EPA Line-Haul Tier 3 NOx, and Tier 4 HC, CO, and PM levels.

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