Multiple fuel injection strategy for premixed charge compression ignition combustion engine using biodiesel blends

In the last decade, advanced combustion techniques of the low-temperature combustion (LTC) family have attracted researchers because of their excellent emission characteristics; however, combustion control remains the main issue for the LTC modes. The objective of this study was to explore premixed charge compression ignition (PCCI) combustion mode using a double pilot injection (DPI; pilot-pilot-main) strategy to achieve superior combustion control and to tackle the soot-oxides of nitrogen (NOx) trade-off. Experiments were carried out in a single-cylinder research engine fueled with 20% v/v biodiesel blended with mineral diesel (B20) and 40% v/v biodiesel blended with mineral diesel (B40) vis-à-vis baseline mineral diesel. Engine speed and rate of fuel-mass injected were maintained constant at 1500 rpm and 0.6 kg/h mineral diesel equivalent, respectively. Pilot injection timings (at 45° and 35° before top dead center (bTDC)) and fuel quantities were fixed, while three fuel injection pressures (FIPs) and four different start of the main injection (SoMI) timings were investigated in this study. Results showed that multiple pilot injections resulted in a stable PCCI combustion mode, making it suitable for higher engine loads. For all test fuels, advancing SoMI timings led to relatively lesser knocking; however, engine performance characteristics degraded at advanced SoMI timings. B40 exhibited relatively superior engine performance among different test fuels at lower FIP; however, the difference in engine performance was insignificant at higher FIPs. Fuel injection parameters showed a significant effect on emissions, especially on the NOx and particulates. Advancing SoMI timing resulted in 20%–50% lower particulates emissions with a slight NOx increase; however, the differences in emissions at different SoMI timings reduced at higher FIPs. Somewhat higher particulates from biodiesel blends were a critical observation of this study, which was more dominant at advanced SoMI timings. Qualitative correlation between NOx-total particulate mass (TPM) was another critical analysis, which exhibited the relative importance of different fuel injection parameters for other alternative fuels. Overall, B20 at 700 bar FIP and 20° SoMI timing emerged as the most promising proposition with some penalty in CO emission.

Comparative Study of Tip Injection in a Transonic and Subsonic Compressor

Discrete tip injection is an effective method to enhance stability of compressors. This study compares the effects of injection parameters on compressor performance and underlying mechanisms in two different compressors. The transonic compressor is studied using unsteady simulations and the subsonic compressor is mainly investigated with experiment. Results show that tip injection improves stable operating range by 35.6% and 77.9% for the transonic compressor and subsonic compressor, respectively, without decreasing compressor efficiency. The effects of circumferential coverage percentage and injector throat height on compressor stability are similar in the two compressors when the injection velocity is double the velocity of main flow. The optimal injector throat height which is normalized by the tip clearance size is the same for the two compressors, and the best circumferential coverage percentage for the subsonic compressor is lower than that in the transonic compressor. For the two compressors, the adaption of the main flow to the discrete tip injection is unsteady, and the hysteresis effect that the recovery of tip blockage lags behind the recovery of tip leakage vortex accounts for the improved stability using partial coverage of injection. The injection efficiency, which is defined to quantify the improved quality of the flow field in the injection domain, is proven to determine the stall limits by studying the effects of several injection parameters. The guidelines built in the subsonic compressor can be used in the transonic compressor to design tip injection, but the optimal values of some injection parameters should be reconfirmed.

Transport of Swirling Entropy Waves through an Axial Turbine Stator

The transport of entropy waves and their impact on the stage aerodynamics are still open questions. This paper shows the results of an experimental campaign that focuses on the swirling entropy waves advection through an axial turbine stator. The research aims at quantifying the aerodynamic impact of the swirling entropy waves on the first nozzle and characterizing their transport. The disturbance is generated by a novel entropy wave generator that ensures a wide set of different injection parameters. The device injects the disturbance axially, four different clocking positions are investigated. Measurements show a severe temperature attenuation of the swirling entropy wave at stator outlet. The high temperature location changes with the injection position as a result of the different interaction with the stator secondary flows. Depending on the injection position, the aerodynamic flow field is strongly perturbed by the injected swirl profile, instead the entropy wave effect is negligible.

Optimization of injection parameters for temperature time response gel plugging agent

Aiming at the temperature time response gel plugging agent developed by Daqing exploration and development institute. In this paper, the injection volume, injection speed and injection concentration are optimized. The experimental results show that: the temperature time response gel can achieve the best plugging effect under the injection volume 0.1PV, injection concentration 1000mg/L and injection speed 0.6ml/min. In the subsequent water injection stage, the conductivity of high permeability layer decreases from 72.7% to 0.7%, that of low permeability layer increases from 4.1% to 14.3%, and that of medium permeability layer increases from 23.2% to 85%.