Relevant bibliographies by topics / 3000 bar Fuel Injection System

Academic literature on the topic '3000 bar Fuel Injection System'

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Published: 14 March 2023

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Journal articles on the topic "3000 bar Fuel Injection System"

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Shatrov, Mikhail, Leonid Golubkov, Andrey Dunin, Andrey Yakovenko, and Pavel Dushkin. "Influence of high injection pressure on fuel injection perfomances and diesel engine worcking process." Thermal Science 19, no. 6 (2015): 2245–53. http://dx.doi.org/10.2298/tsci151109192s.

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In MADI, investigations are carried out in the field of diesel engine working process perfection for complying with prospective ecological standards such as Euro-6 and Tier-4. The article describes the results of the first stage of experimental research of the influence of injection pressure up to 3000 bar on working processes of diesel engine and its fuel system. Justification of the design of a Common Rail injector for fuel injection under 3000 bar pressure is presented. The influence of raising injection pressure (up to 3000 bar) on the fuel spray propagation dynamics is demonstrated. The combined influence of injection pressure (up to 3000 bar) and air boost pressure on fuel spray propagation dynamics is shown, including on engine emission and noise.
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Gopalan, Kesavan, Christopher R. Smith, Simon G. Pickering, Christopher J. Chuck, and Christopher D. Bannister. "Factors affecting diesel fuel degradation using a bespoke high-pressure fuel system rig." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 232, no. 1 (August 19, 2017): 106–17. http://dx.doi.org/10.1177/0954407017723796.

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Recently, there has been automotive-industry-wide impetus to reduce the overall diesel vehicle emissions and the fuel consumption by increasing the fuel injection pressure within common-rail systems. Many production fuel injection systems are now capable of delivering rail pressures of 1800–2000 bar, with those able to achieve 3000 bar under development. In addition, there has been a gradual increase in the permitted fatty acid methyl ester content in EN 590 diesel from 5% to 7% with further increases to 10% proposed. With these changes, there has been mounting speculation that increasing the injection pressure, particularly with an elevated biodiesel content, can contribute to fuel degradation, deposit formation, fuel filter blocking and corresponding vehicle reliability issues. In this investigation, a bespoke high-pressure fuel injection rig was designed and commissioned to mimic conditions representative of those experienced within a modern vehicle engine. The impacts of the rail pressure, the biodiesel content and the accelerated testing conditions on the stability of the diesel fuel and deposit formation leading to filter blocking were assessed. Despite the abundance of literature on laboratory-based biodiesel degradation, in these more realistic operating conditions it was found that biodiesel did not increase the likelihood of deposit formation within the high-pressure fuel system, with the same level of filter blocking observed for both the baseline diesel B0 (i.e. no biodiesel) and the B10 blend (which contains 10% biodiesel). This implies that the filter-blocking problem caused by onboard fuel degradation has the potential to occur broadly in a wide range of different fuel compositions. B10 fuel tested with a rail pressure of 2000 bar resulted in a pressure drop across the fuel filter of 0.5 bar within 12,000 min (approximately 8.3 days), whereas the corresponding experiment at a rail pressure of 1000 bar showed no increase in the filter pressure. When using model (B10) fuel, filter blocking was observed at rail pressures of both 2000 bar and 1000 bar, but with a lower pressure at a much reduced rate, leading to the belief that the increases in the rail pressure towards 2000 bar has a significant effect on the propensity of vehicle diesel filters to block. Measures taken to increase the severity of the test, such as recirculating injected fuel to simulate shear effects, were found to increase the rate of degradation but did not change the chemical composition of the solids formed, thus implying that they were valid methods of reducing the test duration without introducing new degradation mechanisms. The rig presented here is therefore a suitable accelerated testing system for assessing the behaviour of fuels at higher pressures that will be common throughout the global diesel fleet in the near future.
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Boccardo, Giulio, Federico Millo, Andrea Piano, Luigi Arnone, Stefano Manelli, Simon Fagg, Paolo Gatti, Olaf Erik Herrmann, Dirk Queck, and Jost Weber. "Experimental investigation on a 3000 bar fuel injection system for a SCR-free non-road diesel engine." Fuel 243 (May 2019): 342–51. http://dx.doi.org/10.1016/j.fuel.2019.01.122.

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Brust, Sebastian, Hossein Karbasian, Steffen Zimmermann, and Karl Meiwes. "Injection Lines for 3000 bar System Pressure." MTZ worldwide 83, no. 1 (December 10, 2021): 48–53. http://dx.doi.org/10.1007/s38313-021-0739-7.

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Mohammed A. Fayad, Amera A. Radhi, Salman Hussien Omran, and Farag Mahel Mohammed. "Influence of Environment-Friendly Fuel Additives and Fuel Injection Pressure on Soot Nanoparticles Characteristics and Engine Performance, and NOX Emissions in CI Diesel Engine." Journal of Advanced Research in Fluid Mechanics and Thermal Sciences 88, no. 1 (October 11, 2021): 58–70. http://dx.doi.org/10.37934/arfmts.88.1.5870.

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Next generation of fuels and injection technology system are growing attention in the transportation sector. The effects of castor oil of biodiesel (C30D) and two conditions (500 bar and 1000 bar) of fuel injection pressure (FIP) on soot nanoparticles characteristics and NOX emissions were performed in a direct injection (DI) diesel engine. The results showed that size distributions of soot particulate decreased from C30D combustion by 43.62% compared to the diesel combustion for different FIP. Furthermore, the soot particle number concentration decreased more with 1000 bar of FIP compared with 500 bar for both fuels tests. The combustion of C30D decreased the average number of primary particles (npo) by 44.35% compared with diesel. For an injection pressure, it was observed that high injection pressure (1000 bar) significantly decreased the npo by 11.6 nm and 25.4 nm compared to the 500 bar by 22.4 nm and 33.2 from C30D and diesel, respectively. In addition, the average diameter of soot primary particle (dpo) was smaller by 47.68% during C30D combustion than to the diesel combustion for all conditions of injection pressure. In case of engine performance, the BTE, BSFC increased from the C30D combustion compared with diesel under different FIP. It is indicated that increasing injection pressure improved the engine performance for C30D and diesel. In contrast, the high injection pressure and C30D increased the NOX emissions by 21.37% compared with diesel fuel.
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Palanisamy, Madhushankar, Jeffrey Lorch, Russell J. Truemner, and Brian Baldwin. "Combustion Characteristics of a 3000 Bar Diesel Fuel System on a Single Cylinder Research Engine." SAE International Journal of Commercial Vehicles 8, no. 2 (September 29, 2015): 479–90. http://dx.doi.org/10.4271/2015-01-2798.

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Simpson, Tyler, and Christopher Depcik. "Multiple Fuel Injection Strategies for Compression Ignition Engines." Energies 15, no. 14 (July 19, 2022): 5214. http://dx.doi.org/10.3390/en15145214.

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Until the early 1990s, the predominant method of fuel delivery for compression ignition engines was the mechanical pump-line-nozzle system. These systems typically consisted of a cam-driven pump that would send pressurized fuel to the fuel injectors where injection timing was fixed according to the pressure needed to overcome the spring pressure of the injector needle. These configurations were robust; however, they were limited to a single fuel injection event per thermodynamic cycle and respectively low injection pressures of 200–300 bar. Due to their limited flexibility, a poorly mixed and highly stratified air fuel mixture would result in and produce elevated levels of both nitrogen oxides and particulate matter. The onset of stringent emissions standards caused the advancement of fuel injection technology and eventually led to the proliferation of high-pressure common rail electronic fuel injection systems. This system brought about two major advantages, the first being operation at fuel pressures up to 2500 bar. This allowed better atomization and fuel spray penetration that improves mixing and the degree of charge homogenization of the air fuel mixture. The second is that the electronic fuel injector allows for flexible and precise injection timing and quantity while allowing for multiple fuel injection events per thermodynamic cycle. To supply guidance in this area, this effort reviews the experimental history of multiple fuel injection strategies involving both diesel and biodiesel fuels through 2019. Summaries are supplied for each fuel highlighting literature consensus on the mechanisms that influence noise, performance, and emissions based on timing, amount, and type of fuel injected during multiple fuel injection strategies.
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Theile, Martin, Martin Reißig, Egon Hassel, Dominique Thévenin, Martin Hofer, and Karsten Michels. "Numerical analysis of the influence of early fuel injection on charge motion in a direct injection spark ignition engine using scale-resolving simulations." International Journal of Engine Research 21, no. 4 (July 7, 2019): 664–82. http://dx.doi.org/10.1177/1468087419860725.

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This work summarizes the numerical analysis of the effect of early fuel injection on the charge motion in a direct injection spark ignition engine concerning cyclic fluctuations of the flow field. The combination of the scale-resolving turbulence model “Scale Adaptive Simulation” and post-processing routines for vortex trajectory visualization allows for a detailed insight into the temporal resolved and cycle-dependent behavior of the charge motion. In the first part, a simplified engine set-up is presented and used as a validation case to ensure correct behavior of the turbulence model and post-processing routines. In the second part, the computational fluid dynamics model of the real engine is introduced. The application of the proposed vortex tracking algorithm is shown, and a short discussion about the transient behavior of the charge motion in this engine set-up is given. The third part describes the analysis of the influence of the fuel injection on the charge motion at different engine speeds from 1000 to 3000 r/min and variations of the intake pressure from 1 to 2 bar. Finally, the impact on different flow field properties at possible ignition timings is discussed. Changes in mean flow field quantities as well as in aerodynamic fluctuations are found as a consequence of fuel injection.
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Karim, Zailan, M. A. Jusoh, A. R. Bahari, Mohd Zaki Nuawi, Jaharah Abd Ghani, and S. Abdullah. "Preliminary Study of Fuel Injector Monitoring System by I-KazTM Multilevel Analysis." Applied Mechanics and Materials 471 (December 2013): 229–34. http://dx.doi.org/10.4028/www.scientific.net/amm.471.229.

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Fuel injector in automotive engine is a very important component in injecting the correct amount of fuel into the combustion chamber. The injection system need to be in a very safe and optimum condition during the engine operation. The mulfunction of the injection system can be avoided if the current working condition is known and a proper maintenence procedure is implemented. This paper proposes the development of a fuel injector monitoring method using strain signals captured by a single-channel strain gage attached on the fuel injector body. The fuel injector was operated under three main sets of parameters; pulse width (ms), frequency (Hz) and pressure (bar) which were varried from 5 ms to 15 ms, 17 Hz to 25 Hz and 10 bar to 70 bar respectively. The settings produce 27 different engine operations and the strain signal will be captured at each operation. The captured strain signals will be analyzed using I-kazTM Multilevel technique and will be correlated with the main parameters. The relationship between the I-kazTM Multilevel coefficient and the main parameters indicate good correlations which can be used as the guidance for fuel injector monitoring during actual operation. The I-kaz Multilevel technique was found to be very suitable in this study since it is capable of showing consistence pattern change at every parameter change during the engine operation. This monitoring system has a big potential to be developed and improved for the optimization of fuel injector system performance in the automotive industry.
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Wloka, Johann A., Sebastian Pflaum, and Georg Wachtmeister. "Potential and Challenges of a 3000 Bar Common-Rail Injection System Considering Engine Behavior and Emission Level." SAE International Journal of Engines 3, no. 1 (April 12, 2010): 801–13. http://dx.doi.org/10.4271/2010-01-1131.

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Dissertations / Theses on the topic "3000 bar Fuel Injection System"

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BOCCARDO, GIULIO. "Experimental and numerical investigation of a high boost and high injection pressure Diesel engine concept for heavy duty applications." Doctoral thesis, Politecnico di Torino, 2018. http://hdl.handle.net/11583/2709722.

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The upcoming European Stage V emissions regulation for Non-Road Heavy Duty Diesel Engines will force OEMs to adopt Diesel Particulate Filters, adding a further degree of complexity to the aftertreatment system, which in several cases already includes specific devices for NOx reduction. Since complex aftertreatment systems can rise packaging problems as well as reliability issues, a project in collaboration with Kohler, Politecnico di Torino, Ricardo and Denso, has been carried out to explore the feasibility of a Stage V compliant SCR-free architecture for a 90kW Non Road Diesel engine. To this scope a prototype engine based on the Kohler KDI3404, was equipped with a low-pressure Exhaust Gas Recirculation system, a two-stage turbocharger and a 3000 bar injection pressure-capable Fuel Injection System. This thesis focuses on the experimental and numerical assessment of emissions and performances of this engine architecture over the Stage V certification procedure. It will be shown how the high-pressure Fuel Injection System is the key technology to meet the stringent requirements, demonstrating how increasing the injection pressure from 2000 to 3000 bar can dramatically improve the NOx-Soot and NOx-Particulate Number trade-off, together with engine efficiency, without adversely affecting the emission of nanoparticles. Moreover, the use of extremely high injection pressures in conjunction with after injection as a soot reduction technique, was found to be capable of achieving up to 50% smoke reduction with a more than acceptable engine efficiency degradation. Thanks to a dedicated steady state and transient calibration, the engine was able to run a compliant NRSC and NRTC with more than 10% margin on NOx and a level of particulate matter and particulate number which can be easily managed by the DOC+DPF aftertreatment system. However, some components of the tested engine, such as the turbochargers, were found to be far from the optimal, thus resulting into relatively poor efficiency figures. Therefore, a 1D-CFD model featuring predictive combustion and emissions models was developed in order to assess the full potentials of this architecture on a kind of “virtual test rig”, on which different components could be easily evaluated. The model results proved that, with a better design of the exhaust and EGR line, and with a slightly higher performance turbocharger, consistent engine efficiency improvements could be obtained, making the SCR-free solution as a valuable alternative to the SCR architecture to meet the Stage V emissions regulations.
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Book chapters on the topic "3000 bar Fuel Injection System"

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Zhang, Yajun, Chuanhui Cheng, and Zheng Xu. "Experimental Research of 500 bar Ultra-high-pressure Fuel Injection System for Gasoline Direct Injection Engine." In Lecture Notes in Electrical Engineering, 850–61. Singapore: Springer Nature Singapore, 2022. http://dx.doi.org/10.1007/978-981-19-3842-9_64.

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Conference papers on the topic "3000 bar Fuel Injection System"

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Engelmayer, Michael, Gert Taucher, Andreas Wimmer, Gernot Hirschl, and Thomas Kammerdiener. "Impact of Very High Injection Pressure on Soot Emissions of Medium Speed Large Diesel Engines." In ASME 2014 Internal Combustion Engine Division Fall Technical Conference. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/icef2014-5692.

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Measures exist to adjust tailpipe NOx emissions to assigned values, for example cooled exhaust gas recirculation (EGR) or a SCR catalyst in conjunction with urea. The situation is quite different with soot when use of a trap is not feasible for reasons of cost, space requirements and maintenance. Due to the highly complex soot formation and oxidation process, soot emissions can’t be targeted as easily as NOX. So how can soot be kept within the limits? In principle, soot can be controlled by allocating sufficient oxygen and establishing good mixing conditions with vaporized fuel. The most effective measures target the injection system, e.g. increasing injection pressure, applying multiple injections, optimizing nozzle geometry. To investigate the impact of very high injection pressure on soot, an advanced injection system with rail pressure capability up to 3000 bar and a Bosch injector was installed at the Large Engines Competence Center (LEC) in Graz. Full load and part load operating points at constant speed and in accordance with the propeller law were investigated at the test bed to quantify the impact of high injection pressure on soot emissions. Test runs were conducted with both SCR and EGR while varying injection timing and air-fuel ratios. Use of a statistical method, Design of Experiments (DOE), helped reduce the number of tests. Optical investigations of the spray and combustion were conducted. The goal was to obtain soot concentration history traces with the two color method in order to better understand how soot originates and to be able to calibrate 3D CFD FIRE spray models for use with injection pressures of up to 3000 bar. Very low soot emissions can be achieved using high pressure injection, even when EGR is applied. DOE results provide a clear picture of the relationships between the parameters and can be used to optimize set values for the whole speed and load range. A reliable spray break up model can be used in further 3D CFD simulation to investigate how to reduce soot emissions.
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Fisher, Brian T., Jim S. Cowart, Michael R. Weismiller, Zachary J. Huba, and Albert Epshteyn. "Effects of Amorphous Ti-Al-B Nanopowder Additives on Combustion in a Single-Cylinder Diesel Engine." In ASME 2016 Internal Combustion Engine Division Fall Technical Conference. American Society of Mechanical Engineers, 2016. http://dx.doi.org/10.1115/icef2016-9315.

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Energetic nanoparticles have shown promise as additives to liquid hydrocarbon fuels due to their high specific surface area, high energy content, and catalytic capability. Novel amorphous reactive mixed-metal nanopowders (RMNPs) containing Ti, A1, and B, synthesized via a sonochemical reaction, have been developed at the Naval Research Laboratory. These materials have higher energy content than commercial nano-aluminum (nano-A1), making them potentially useful as energy-boosting fuel components rather than simply catalytic additives. This work examines the combustion behavior of these RMNPs in a small, single-cylinder, 4-stroke diesel engine (Yanmar L48V). Fuel formulations included varying fractions of RMNPs, up to 4 wt. %, suspended in jet fuel JP-5. Comparative experiments also were conducted with equivalent suspensions of nano-A1 in JP-5. For each fuel formulation, with the engine operating at constant speed of 3000 RPM, load was varied across its full range. At each load, cylinder pressure data were recorded for 30 seconds (750 cycles) to enable determination of important combustion characteristics. Although differences were small, both nano-A1 and RMNPs resulted in shorter ignition delays, retarded peak pressure locations, decreased maximum rates of heat release, and increased burn durations. In addition, a similar but larger engine (Yanmar L100V) was used to examine fuel consumption and emissions for a suspension of 8 wt. % RMNPs in JP-5 (and 8 wt. % nano-A1 for comparison). The engine was connected to a genset operating at a constant speed of 3600 RPM and constant load with nominal gIMEP (gross indicated mean effective pressure) of 6.5 bar. Fuel consumption rate was determined from time required to consume 175 mL of each fuel formulation, while emissions levels were recorded once per minute during that time. Unfortunately, combustion data and visual inspection of the injector indicated that RMNPs led to significant deposits on the injector tip and in and around the orifices, which had a negative impact on both fuel consumption rate and emissions. The engine stalled after four minutes of operation with the nano-A1-laden fuel, apparently due to clogging at the bottom of the fuel reservoir. It was concluded that particle settling in the fuel reservoir and particle clogging in the fuel system and injector were significant problems for these composite liquid/powder fuels. Nevertheless, fuel consumption rate was found to be 17% lower for the nano-A1 suspension compared to baseline JP-5 for the period of time that the engine was able to operate, which is a significant achievement towards demonstrating the potential value of reactive metal powder additives in boosting the volumetric energy density of hydrocarbon fuels.
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Wickman, D. D., K. V. Tanin, P. K. Senecal, Rolf D. Reitz, K. Gebert, R. L. Barkhimer, and N. J. Beck. "Methods and Results from the Development of a 2600 Bar Diesel Fuel Injection System." In SAE 2000 World Congress. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2000. http://dx.doi.org/10.4271/2000-01-0947.

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Dunin, A. Y., Nguyen Thin Quynh, and L. N. Golubkov. "Computational Study of the Effect of Increasing the Fuel Injection Pressure Up to 3000 Bar on the Performance of the Diesel Engine and its Gaseous Emissions." In 2020 International Conference on Engineering Management of Communication and Technology (EMCTECH). IEEE, 2020. http://dx.doi.org/10.1109/emctech49634.2020.9261516.

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Kalghatgi, Gautam, Leif Hildingsson, and Bengt Johansson. "Low NOx and Low Smoke Operation of a Diesel Engine Using Gasoline-Like Fuels." In ASME 2009 Internal Combustion Engine Division Spring Technical Conference. ASMEDC, 2009. http://dx.doi.org/10.1115/ices2009-76034.

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Much of the technology in advanced diesel engines, such as high injection pressures, is aimed at overcoming the short ignition delay of conventional diesel fuels to promote premixed combustion in order to reduce NOx and smoke. Previous work in a 2 litre single cylinder diesel engine with a compression ratio of 14 has demonstrated that gasoline fuel, because of its high ignition delay, is very beneficial for premixed compression ignition compared to a conventional diesel fuel. We have now done similar studies in a smaller — 0.537 litre — single cylinder diesel engine with a compression ratio of 15.8. The engine was run on three fuels of very different auto-ignition quality — a typical European diesel fuel with a cetane number (CN) of 56, a typical European gasoline of 95 RON and 85 MON with an estimated CN of 16 and another gasoline of 84 RON and 78 MON (estimated CN of 21). The previous results with gasoline were obtained only at 1200 rpm — here we compare the fuels also at 2000 rpm and 3000 rpm. At 1200 rpm, at low loads (∼4 bar IMEP) when smoke is negligible, NOx levels below 0.4 g/kWh can be easily attained with gasoline without using EGR while this is not possible with the 56 CN European diesel. At these loads, the maximum pressure rise rate is also significantly lower for gasoline. At 2000 rpm, with 2 bar absolute intake pressure, NOx can be reduced below 0.4 g/kWh with negligible smoke (FSN <0.1) with gasoline between 10 and 12 bar IMEP using sufficient EGR while this is not possible with the diesel fuel. At 3000 rpm, with the intake pressure at 2.4 bar absolute, NOx of 0.4 g/KWh with negligible smoke was attainable with gasoline at 13 bar IMEP. Hydrocarbon and CO emissions are higher for gasoline and will require after-treatment. High peak heat release rates can be alleviated using multiple injections. Large amounts of gasoline, unlike diesel, can be injected very early in the cycle without causing heat release during the compression stroke and this enables the heat release profile to be shaped.
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Gao, Tongyang, Kelvin Xie, Shui Yu, Xiaoye Han, Meiping Wang, and Ming Zheng. "Characterization of N-Butanol High Pressure Injection From Modern Common Rail Injection System." In ASME 2015 Internal Combustion Engine Division Fall Technical Conference. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/icef2015-1129.

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Increasing attention has being paid to alternative fuels that have the potential to reduce overall greenhouse gas emissions and fossil fuel dependence. The alcohol fuel n-butanol, as one of the advanced biofuels, can be potentially utilized as a partial or complete substitute for the diesel fuel in diesel engines. Experimental results from literature, as well as from the authors’ previous research, have shown promising trend of low soot and nitrogen oxides emissions from the combustion with n-butanol high pressure direct injection. However, due to the significant fuel property differences between n-butanol and diesel, the fuel delivery mechanism and combustion control algorithm need to be optimized for n-butanol use. A better understanding of the high pressure n-butanol injection characteristics, such as the injector opening/closing delays and spray droplet sizes, can provide the guidance for the control optimization and insights to the empirical observations of engine combustion and emissions. Meanwhile, the experimental data could be used for the model development of the n-butanol high pressure fuel injection events. In this work, injection rate measurement, high-speed video direct imaging, and phase Doppler anemometry (PDA) analysis of neat n-butanol and diesel fuel have been conducted with a light-duty high pressure common-rail fuel injection system. The injection rate measurement was performed with an offline injection rate analyzer at 20 bar backpressure to obtain the key parameters of the injector opening/closing delays, and the instantaneous pressure rise. The spray direct imaging was carried out in a pressurized chamber, and the PDA measurement was conducted on a test bench at ambient temperature and pressure. The injector dynamics and spray behavior with respect to the different fuels, variation of injection pressures, and variation of injection durations are discussed.
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Kar, Tanmay, Toluwalase Fosudo, Bret Windom, Daniel Olsen, Jensen Hoke, and Jeff Rogers. "Development of a Liquid-Phase LPG Delivery System for Direct Injection, Spark-Ignited Engines." In ASME 2022 ICE Forward Conference. American Society of Mechanical Engineers, 2022. http://dx.doi.org/10.1115/icef2022-91081.

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Abstract Liquefied petroleum gas (LPG) is a promising diesel fuel alternative for heavy-duty vehicle applications due to its CO2 reduction potential, high knock resistance, easy liquefication capability, and lower fuel cost. Direct injection (DI) of liquid-phase LPG has emerged as a promising technology in spark-ignited (SI) engines due to the benefits from the in-cylinder charge cooling effect in comparison to external mixture formation systems. But this DI LPG technology requires a fuel delivery system that can supply the desired amount of LPG fuel in the liquid state at high pressure. This work first describes the design and component integration of an LPG fuel system that delivers fuel from the tank to the injector in the liquid state at around 172 bar, mainly focusing on thermal management aspects to avoid multi-phase behavior within the system. A detailed description of the injector developmental work, from reverse engineering of stock injectors to manufacturing a prototype LPG direct injector, is also presented, including nozzle modifications to accommodate a high LPG flow rate for heavy-duty applications. A one-dimensional (1D) flow model of the fuel delivery system is developed using the MATLAB/Simulink software platform to guide the selection and sizing of components and characterize the prototype injector. Bench testing of the fuel delivery system is performed with the unmodified stock and prototype LPG injectors using a Viscor calibration fluid and LPG to study the effect of fuel pressure and current profiles on the injected fuel quantity. The simulation models are shown to be capable of predicting the experimental results. Durability tests are also performed to understand the failure modes of different components in the fuel delivery system.
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Dwivedi, U., C. D. Carpenter, E. S. Guerry, A. C. Polk, S. R. Krishnan, and K. K. Srinivasan. "Performance and Emissions Characteristics of Diesel-Ignited Gasoline Dual Fuel Combustion in a Single Cylinder Research Engine." In ASME 2013 Internal Combustion Engine Division Fall Technical Conference. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/icef2013-19108.

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Diesel-ignited gasoline dual fuel combustion experiments were performed in a single-cylinder research engine (SCRE), outfitted with a common-rail diesel injection system and a stand-alone engine controller. Gasoline was injected in the intake port using a port-fuel injector. The engine was operated at a constant speed of 1500 rev/min, a constant load of 5.2 bar IMEP, and a constant gasoline energy substitution of 80%. Parameters such as diesel injection timing (SOI), diesel injection pressure, and boost pressure were varied to quantify their impact on engine performance and engine-out ISNOx, ISHC, ISCO, and smoke emissions. Advancing SOI from 30 DBTDC to 60 DBTDC reduced ISNOx from 14 g/kWhr to less than 0.1 g/kWhr; further advancement of SOI did not yield significant ISNOx reduction. A fundamental change was observed from heterogeneous combustion at 30 DBTDC to “premixed enough” combustion at 50–80 DBTDC and finally to well-mixed diesel-assisted gasoline HCCI-like combustion at 170 DBTDC. Smoke emissions were less than 0.1 FSN at all SOIs, while ISHC and ISCO were in the range of 8–20 g/kWhr, with the earliest SOIs yielding very high values. Indicated fuel conversion efficiencies were ∼ 40–42.5%. An injection pressure sweep from 200 to 1300 bar at 50 DBTDC SOI and 1.5 bar intake boost showed that very low injection pressures lead to more heterogeneous combustion and higher ISNOx and ISCO emissions, while smoke and ISHC emissions remained unaffected. A boost pressure sweep from 1.1 to 1.8 bar at 50 DBTDC SOI and 500 bar rail pressure showed very rapid combustion for the lowest boost conditions, leading to high pressure rise rates, higher ISNOx emissions, and lower ISCO emissions, while smoke and ISHC emissions remained unaffected by boost pressure variations.
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Singh, Aditya Prakash, Gordon Patrick McTaggart-Cowan, and Patrick Kirchen. "Air Fuel Dilution in a Pilot Ignited Direct Injection Natural Gas Engine: Pollutants, Performance, and System Level Considerations." In ASME 2019 Internal Combustion Engine Division Fall Technical Conference. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/icef2019-7200.

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Abstract Dilution of natural gas fuel with air for use in a pilot ignited direct injection natural gas engine was investigated to evaluate the impact of this strategy on emissions and engine performance. A representative heavy-duty mode (mid to high-load at medium speed) was considered and the equivalence ratio (Φ) and exhaust gas recirculation (EGR) rates were varied from this representative mode. Air dilution resulted in a significant reduction in several pollutants: 90 to 97% reductions in black carbon particulate matter, 45 to 95% reductions in carbon monoxide, 68 to 85% reductions in total unburnt hydrocarbons. NOx emissions were found to increase by between 1.5 and 2.5x, depending on Φ and EGR, for a fixed combustion phasing. Beyond the emissions improvements, the gross indicated thermal efficiency increased by 2.5 percentage points at both high and low EGR rates. At higher EGR rates, this improvement was due to improved combustion efficiency, while the mechanism for efficiency improvement at lower EGR rates was unclear. The application of air-fuel dilution requires compressed air (&gt; 300 bar) to mix with natural gas at high pressures. A system level analysis considered the compression power required by an industrial 3-stage reciprocating compressor and indicated that the gross indicated thermal efficiency improvements could compensate for the compression requirements for engine operation at high Φ.
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Morgan, Christopher J., Rajat Arora, Jaclyn E. Nesbitt, Seong-Young Lee, and Jeffrey D. Naber. "Characterization of Gasoline and E85 Direct Injection Sprays in a Constant Volume Vessel Under Late Cycle Engine Conditions." In ASME 2011 Internal Combustion Engine Division Fall Technical Conference. ASMEDC, 2011. http://dx.doi.org/10.1115/icef2011-60009.

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Spray characteristics of a high pressure gasoline direct injector were studied in a constant volume optical combustion vessel over a range of charge gas composition, pressure and temperature conditions for gasoline and E85. The fuel injector was a Bosch GDI injector, with fuel delivery provided through a high pressure accumulator supply system. The conditions were selected to match those for late injection timing during the compression stroke. To simulate the in-cylinder conditions, the combustion chamber temperatures and pressures were varied from 30°C to 305°C and from 1.8 bar to 9.2 bar respectively. Injection pressure was held constant at 30 bar. Injector and thus initial fuel temperature was controlled independently of the ambient conditions at 50°C. Simultaneous images were taken using Schlieren, laser luminescence and Mie scattering diagnostics. It was found that penetration and spray angle are primarily dependent on charge density, and vaporization is dependent on both charge density and charge temperature. The gasoline sprays are shown to have increased vaporization and higher penetration in comparison to E85.
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