Analysis of the effectiveness of dual injection at Kalamkas field

The article analyzes the results of pilot field tests and the technological assessment of the introduction of technology for simultaneous and separate injection at Kalamkas field of Mangystaumunaigas JSC. The functional tasks of simultaneous-separate injection and the requirements for the technical conditions of the equipment used for transfer to simultaneous-separate injection are considered A relevant and significant point in the implementation of technology for simultaneous-separate injection is that the injection into two layers is carried out through one wellbore using special equipment, the main element of which is a packer that separates the layers from each other and provides the possibility of operating each of them in accordance with the specified technological mode.

Performance of Combustion and Emissions Characteristics of Ethanol Dual Injection Spark Ignition Engine

Ethanol dual injection (DualEI) is a new technology to maximise the benefits of ethanol fuel to the spark-ignition engine. In this study, the combustion and emissions characteristics in a DualEI spark-ignition engine with a variation of the direct injection (DI) ratio and engine speed were experimentally investigated. The volume ratio of DI was varied from 0% (DI0%) to 100% (DI100%), and two engine speeds of 3500 and 4000 RPM were tested. The spark timing for maximum brake torque (MBT) was first determined, and then the results of the effect of DI ratio on the engine performance at the MBT conditions were discussed and analysed. The results showed that the MBT timing for the DI and spark timings were 330 and 30 CAD bTDC, respectively. At the MBT timing, the indicated mean effective pressure slightly increased from 0.47 to 0.50 MPa when the DI ratio increased from DI0% to DI100%. However, the maximum combustion pressure significantly decreased by 8.32%, and volumetric efficiency increased by 4.04%. This was attributed to the reduced combustion temperature due to the cooling effect of ethanol fuel enhanced by the DI strategy. The indicated specific carbon monoxide and hydrocarbons significantly increased due to poor mixture quality caused by fuel impingement associated with the overcooling effect. However, the indicated specific nitric oxides significantly decreased due to the temperature reduction inside the combustion chamber. Results showed the potential of DualEI to increase the compression ratio and consequently increase the engine thermal efficiency without the risk of engine knock.

Effects of Water Injection Strategies on Oxy-Fuel Combustion Characteristics of a Dual-Injection Spark Ignition Engine

Currently, global warming has been a serious issue, which is closely related to anthropogenic emission of Greenhouse Gas (GHG) in the atmosphere, particularly Carbon Dioxide (CO2). To help achieve carbon neutrality by decreasing CO2 emissions, Oxy-Fuel Combustion (OFC) technology is becoming a hot topic in recent years. However, few findings have been reported about the implementation of OFC in dual-injection Spark Ignition (SI) engines. This work numerically explores the effects of Water Injection (WI) strategies on OFC characteristics in a practical dual-injection engine, including GDI (only using GDI), P50-G50 (50% PFI and 50% GDI) and PFI (only using PFI). The findings will help build a conceptual and theoretical foundation for the implementation of OFC technology in dual-injection SI engines, as well as exploring a solution to increase engine efficiency. The results show that compared to Conventional Air Combustion (CAC), there is a significant increase in BSFC under OFC. Ignition delay (θF) is significantly prolonged, and the spark timing is obviously advanced. Combustion duration (θC) of PFI is a bit shorter than that of GDI and P50-G50. There is a small benefit to BSFC under a low water-fuel mass ratio (Rwf). However, with the further increase of Rwf from 0.2 to 0.9, there is an increment of 4.29%, 3.6% and 3.77% in BSFC for GDI, P50-G50 and PFI, respectively. As WI timing (tWI) postpones to around −30 °CA under the conditions of Rwf ≥ 0.8, BSFC has a sharp decrease of more than 6 g/kWh, and this decline is more evident under GDI injection strategy. The variation of maximum cylinder pressure (Pmax) and combustion phasing is less affected by WI temperature (TWI) compared to the effects of Rwf or tWI. BSFC just has a small decline with the increase of TWI from 298 K to 368 K regardless of the injection strategy. Consequently, appropriate WI strategies are beneficial to OFC combustion in a dual-injection SI engine, but the benefit in fuel economy is limited.

Effect of Intake Air Temperature, Pressure And Fuel Injection Pressure On Low Temperature Combustion (LTC) Engine BY Using Dual Injection Strategy For Pollution Reduction

Starting from the invention of engines, automobiles require engines for their application. Even though several alternatives have been proposed like fuel cells, engines play the vital role in the automobile sector. In this scenario, the emissions coming out from the engine contributes to the global air pollution at an unbelievable rate. This led the government to enforce strict emission regulations on automobiles. To achieve those regulations several ideas have been proposed so far, which are generally classified into two categories as in-cylinder measures and after-treatment measures. But the thing is after-treatment measures are too costly and also it mainly depends on combustion rate. So obviously in-cylinder controls will be the potential area for the research. Automobile sector not only focused on emissions; it also wants high thermal efficiency in engine. Due to high thermal efficiency and good fuel economy diesel engines are the favorite one in automobiles. But it emits NOx and PM at higher rate. To overcome this issue low temperature combustion (LTC) concept is introduced, added to the objective it can also maintain high thermal efficiency as like as diesel combustion. The problem regarding to LTC are combustion phasing control, transient operations, limited operating range and mainly it contributes to HC and CO emissions while concentrating on reduction of NOx and PM. In the present work, control emissions and combustion phasing of LTC combustion concept by dual injection strategy was studied and the effect of fuel injection pressure, intake air temperature and pressure also studied. The project was done only on partial load with diesel as fuel. Late injection strategy of LTC was used. Results shown that compared to single injection strategy, thermal efficiency was improved by dual injection strategy. Pilot injection timing and mass fraction played a vital role in controlling emissions and improving thermal efficiency. In all intake air temperature, if fuel injection pressure increase result in increase of thermal efficiency, NO emission and decrease of smoke, CO and HC emissions. Likewise in all intake air temperature and fuel injection pressure, if Intake air pressure increase result in increase of thermal efficiency, smoke and decrease of NO, HC and CO emissions. Maximum Indicated thermal efficiency achieved was 38% which was 8% higher than base readings. Lowest NO emission achieved was 187 ppm, that was 68% less than base reading. Lowest smoke achieved was 3% of opacity, which was 75% less than base reading. An overall comparing result, optimized fuel injection pressure is 600 bar, intake air temperature is 310 K, intake air pressure is 107 kPa. At that condition, smoke reduced to 23%, NO reduced to 63%, CO reduced to 75% and indicated thermal efficiency increased to 4% compare to base readings.