Journal articles on the topic 'Bar Fuel Injection System'
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1
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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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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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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Basavarajappa, D. N., N. R. Banapurmath, S. V. Khandal, and G. Manavendra. "Performance evaluation of common rail direct injection (CRDI) engine fuelled with Uppage Oil Methyl Ester (UOME)." International Journal of Renewable Energy Development 4, no. 1 (February 15, 2015): 1–10. http://dx.doi.org/10.14710/ijred.4.1.1-10.
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For economic and social development of any country energy is one of the most essential requirements. Continuously increasing price of crude petroleum fuels in the present days coupled with alarming emissions and stringent emission regulations has led to growing attention towards use of alternative fuels like vegetable oils, alcoholic and gaseous fuels for diesel engine applications. Use of such fuels can ease the burden on the economy by curtailing the fuel imports. Diesel engines are highly efficient and the main problems associated with them is their high smoke and NOx emissions. Hence there is an urgent need to promote the use of alternative fuels in place of high speed diesel (HSD) as substitute. India has a large agriculture base that can be used as a feed stock to obtain newer fuel which is renewable and sustainable. Accordingly Uppage oil methyl ester (UOME) biodiesel was selected as an alternative fuel. Use of biodiesels in diesel engines fitted with mechanical fuel injection systems has limitation on the injector opening pressure (300 bar). CRDI system can overcome this drawback by injecting fuel at very high pressures (1500-2500 bar) and is most suitable for biodiesel fuels which are high viscous. This paper presents the performance and emission characteristics of a CRDI diesel engine fuelled with UOME biodiesel at different injection timings and injection pressures. From the experimental evidence it was revealed that UOME biodiesel yielded overall better performance with reduced emissions at retarded injection timing of -10° BTDC in CRDI mode of engine operation.
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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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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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Sechenyh, Vitaliy, Daniel J. Duke, Andrew B. Swantek, Katarzyna E. Matusik, Alan L. Kastengren, Christopher F. Powell, Alberto Viera, Raul Payri, and Cyril Crua. "Quantitative analysis of dribble volumes and rates using three-dimensional reconstruction of X-ray and diffused back-illumination images of diesel sprays." International Journal of Engine Research 21, no. 1 (July 15, 2019): 43–54. http://dx.doi.org/10.1177/1468087419860955.
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Post-injection fuel dribble is known to lead to incomplete atomisation and combustion due to the release of slow-moving, and often surface-bound, liquid fuel after the end of injection. This can have a negative effect on engine emissions, performance and injector durability. To better quantify this phenomenon, we developed an image-processing approach to measure the volume of ligaments produced during the end of injection. We applied our processing approach to an Engine Combustion Network ‘Spray B’ 3-hole injector, using datasets from 220 injections generated by different research groups, to decouple the effect of gas temperature and pressure on the fuel dribble process. High-speed X-ray phase-contrast images obtained at room temperature conditions (297 K) at the Advanced Photon Source at Argonne National Laboratory, together with diffused back-illumination images captured at a wide range of temperature conditions (293–900 K) by CMT Motores Térmicos were analysed and compared quantitatively. We found a good agreement between image sets obtained by Argonne National Laboratory and CMT Motores Térmicos using different imaging techniques. The maximum dribble volume within the field of view of the imaging system and the mean rate of fuel dribble were considered as characteristic parameters of the fuel dribble process. Analysis showed that the absolute mean dribble rate increases with temperature when injection pressure is higher than 1000 bar and slightly decreases at high injection pressures (>500 bar) when temperature is close to 293 K. Larger maximum volumes of the fuel dribble were observed at lower gas temperatures (∼473 K) and low gas pressures (<30 bar), with a slight dependence on injection pressure.
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Tsai, Wen Chang, and Zong Hua Wu. "Use of Taguchi Method to Optimize the Operating Parameters of a High-Pressure Injector Driving Circuit." Applied Mechanics and Materials 130-134 (October 2011): 2795–99. http://dx.doi.org/10.4028/www.scientific.net/amm.130-134.2795.
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This paper develops a superior injector driving circuit for a 500c.c. motorcycle GDI engine. The POWER MOSFET component is introduced in the design of the three-pulse injector driving circuit. Experiments for the designed electric driving circuit are investigated to verify its feasibility. The experiments of the H.P. injector driving circuit are conducted for the fuel injection quantity of the H.P. injector under 80~100 bar fuel pressure, 1200~2000 μs injection pulse duration and DC 55~65V power supply voltage. PWM control is introduced to the last pulse 3A holding current for fast cut-off response time of the H.P. injector. Next, Taguchi method was used to lead the design of experiments (DOE). The fuel injection quantities were measured in the various control parameters as engine speeds, power supply voltages, injector driving currents, and fuel supply pressures by the designed injector driving circuit. Effect of these control parameters of the high-pressure (H.P.) injector driving circuit on the fuel injection quantity are analyzed in the paper. Taguchi orthogonal array optimizes the operating parameters of the H.P. fuel injecting system. Results show that the three-pulse POWER MOSFET injector driving circuit is capable of operating stably and assure the accurate injection quantity of the H.P. injector.
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Tuccar, Gökhan, Göktürk Memduh Özkan, and Kadir Aydın. "Determınatıon of Atomızatıon Characterıstıcs of a Dıesel Injector." Applied Mechanics and Materials 799-800 (October 2015): 826–30. http://dx.doi.org/10.4028/www.scientific.net/amm.799-800.826.
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Atomization of liquid fuels is very important topic for combustion studies since it enhances air/ fuel mixing process and therefore ensures perfect combustion. With today’s common diesel injectors, fuel is directly injected into the combustion chamber with extremely high pressures which exceed 1300 bar in order to obtain perfect atomization. However, these high injection pressures unfortunately create some problems in the injection system such as cavitation erosion which may lead to mechanical failure. Introducing of air into the injector prior to combustion will increase fuel atomization, provide more complete combustion, enhance fuel economy and results in lower engine emissions. The aim of this study is to investigate atomization behaviour of a newly introduced diesel engine which mixes air and fuel prior to combustion chamber.
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Mohd Sabri, Mohd Anas, Mohd Zaki Nuawi, Mohd Faizal Bin Mat Tahir, Shahrum Abdullah, Abdul Rahim Bahari, and Firdaus Mohd Hamzah. "Monitoring System of Fuel Injector Using Piezoelectric Sensors." Applied Mechanics and Materials 471 (December 2013): 223–28. http://dx.doi.org/10.4028/www.scientific.net/amm.471.223.
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The performance of a fuel injector greatly influences the performance of a vehicle engine. An effective monitoring system is capable of detecting damage, instability, and even the life of fuel injector. In this study, a test rig on fuel injector using piezoelectric film sensor has been developed. Three parameters, namely, pulse width at 5, 10, and 15 ms; frequency at 17, 20, and 25 Hz; and pressure at 10, 50, and 70 bar were used for observation. These parameters were set at different combinations to obtain the different injection patterns of the fuel injector. Statistical methods were used to analyze the data, with the aid of the Matlab software. The injection pattern was described using a new I-kaz (Ƶ) statistical parameter, which is intended to provide a simple explanation of the corresponding correlations between the coefficient of I-kaz and the statistical parameters, such as root mean square, Skewness, and Kurtosis, to obtain effective information on the operation state of the fuel injector. The results showed that higher pulse width results in a higher I-kaz coefficient, which also increases with an increase in frequency and varies with pressure; however, the pattern depends on the pulse width. The I-kaz scatter graph against skewness showed a clear pattern among the statistical parameters. The corresponding correlation was useful for monitoring the fuel injector and can be used as a reference for future studies.
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Armas, Octavio, Carmen Mata, and Simón Martínez-Martínez. "Effect of an ethanol–diesel blend on a common-rail injection system." International Journal of Engine Research 13, no. 5 (March 27, 2012): 417–28. http://dx.doi.org/10.1177/1468087412438472.
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This research paper presents a comparative experimental study for determining the functionality of a common-rail injection system used in light-duty diesel vehicles. Two Bosch fuel-injection systems were chosen to be tested using a low sulphur diesel fuel and an ethanol–diesel blend (7.7% v/v). Both systems were composed of a high-pressure injection pump Bosch (320 CDI), a common-rail and a Bosch piezoelectric fuel injector, and were tested during an accelerated durability test. In both cases, the injection systems were mounted in an injection test bench and run for 12 hours/day for 600 hours. An injection pressure of 1500 bar, a pump rotation speed of 2500 min−1 and an injection time of 1 ms were selected to simulate critical engine operating conditions. The selected test conditions were equivalent to driving a light-duty vehicle for over 120,000 km. This work employed several analysis equipment and techniques, including a surface tester for surface roughness characterization of the elements, an optical microscope for observation of the workpiece surface microstructure, a shadow comparator for geometrical characterization of elements, an analytical balance for weighing parts and, finally, a scanning electronic microscopy to determine nozzle dimensions. In both cases, the total fuel delivery was determined using an injection test bench. Results show that the use of the ethanol–diesel blend tested produced a similar effect on the durability of the injection pump parts as that produced when using diesel fuel. However, the effect on the injector nozzle was dissimilar.
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Pai, Srinath, Abdul Sharief, and Shiva Kumar. "Influence of Ultra Injection Pressure with Dynamic Injection Timing on CRDI Engine Performance Using Simarouba Biodiesel Blends." International Journal of Automotive and Mechanical Engineering 15, no. 4 (December 24, 2018): 5748–59. http://dx.doi.org/10.15282/ijame.15.4.2018.3.0440.
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A single cylinder diesel engine upgraded to operate Common Rail Direct Injection (CRDI) system and employed in this investigation. Tests were conducted on this engine using High-Speed diesel (HSD) and Simarouba biodiesel (SOME) blends to determine the influence of Injection Pressure (IP) and Injection Timing (IT) on the performance and emissions. Four unique IP of 400 bar to 1000 bar, in steps of 200 bar and four differing ITs of 10°, 13°, 15° and 18° before Top Dead Center (bTDC) combinations were attempted for the 25% to full load. Compression Ratio (CR) of 16.5 and Engine speed of 1500 RPM was kept constant during all trails. Critical performance parameter like Brake Thermal Efficiency (BTE) and Brake Specific Fuel Consumption (BSFC) were analyzed, primary emission parameters of the diesel engine The NOx and Smoke opacity were recorded. Finally, the outcomes of each combination were discussed.
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Nagareddy, Shivakumar, and Kumaresan Govindasamy. "Combustion chamber geometry and fuel supply system variations on fuel economy and exhaust emissions of GDI engine with EGR." Thermal Science 26, no. 2 Part A (2022): 1207–17. http://dx.doi.org/10.2298/tsci211020358n.
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In this study, the combustion chamber geometry for spray-guided, wall-guided, and air-guided combustion strategies were fabricated. The piston crown shape and the cylinder head in each combustion chamber geometry was machined by fixing the fuel injector and spark plug at proper positions to obtain swirl, turbulence, and squish effects for better mixing of fuel with air and superior combustion of the mixture. Conducted tests on all the three modified gasoline direct injection engines with optimized exhaust gas recirculation and electronic control towards fuel injection timing, the fuel injection pressure, and the ignition timing for better the performance and emissions control. It is clear from the results that NOx emissions from all three combustion modes were reduced by 4.9% up to 50% of loads and it increase for higher loads due to increase of in-cylinder pressure. The fuel consumption and emissions showed better at 150 bar fuel injection pressure for wall-guided combustion chamber geometry. Reduced HC emissions by 3.7% and 4.7%, reduced CO emissions by 2% and 3.3%, reduced soot emissions by 6.12% and 10.6%. Reduces specific fuel consumption by about 10.3% and 13.3% in wall-guided combustion strategy compare with spray-guided and air-guided combustion modes respectively
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Kim, Kwon Se, and Doo Seuk Choi. "Performance Analysis on Variable Injectors to Improve the Internal Velocities and Flow Rates in a Fuel System for Natural Gas Vehicles." Defect and Diffusion Forum 379 (November 2017): 31–38. http://dx.doi.org/10.4028/www.scientific.net/ddf.379.31.
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The present study has been attempted to systematically perform a visualizing analysis plan which can improve the flow rate, velocity and mass flow rate as a function of the size of the welding section in the injector as a key for the determination of the injection amount and time of the fuel (CH4) system for natural gas. As the setting conditions for the analysis, a minimum pressure of 2 bar and a maximum pressure of 8 bar were set to be the total pressure values in the case of the inlet, while 0 bar was set for opening drain to represent the state in the atmosphere in the case of the outlet. As a result, the characteristics with an increase in velocity could be affirmed as strong flow separation and eddy current were produced according to the model with a large size of welding section. An excellent performance with an improvement in the performance of velocity flow rate by about 40% could be affirmed in the model where the size of the welding section was designed to be 6 EA.
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Monemian, Emad, Alasdair Cairns, Mark Gilmore, David Newman, and Keith Scott. "Evaluation of intake charge hydrogen enrichment in a heavy-duty diesel engine." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 232, no. 1 (November 11, 2017): 139–47. http://dx.doi.org/10.1177/0954407017738375.
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Concerns over CO2 emissions and global warming continue to enforce the transport sector to reduce the fuel consumption of heavy duty diesel goods vehicles as one of the major contributors of CO2. Such powertrain platforms look set to remain the dominant source of heavy duty vehicle propulsion for decades to come. The currently reported work was concerned with experimental evaluation of the potential to partially displace diesel with hydrogen fuel, which continues to attract attention as a potential longer term alternative fuel solution, whether produced on-board or remotely via sustainable methods. The single cylinder engine adopted was of 2.0 litre capacity, with common rail diesel fuel injection and exhaust gas recirculation (EGR) typical of current production technology. The work involved fumigation of H2 into the engine intake system at engine loads typically visited under real world driving conditions. Highest practical hydrogen substitution ratios increased indicated efficiency by up to 4.6% at 6 bar net indicated mean effective pressure (IMEPn) and 2.4% at 12 bar IMEPn. In 6bar IMEPn, CO2, CO and soot all reduced by 58%, 83% and 58% respectively while the corresponding reduction of these emissions in 12 bar IMEPn, were 27%, 45% and 71% respectively toward diesel-only baseline. Under such conditions the use of a pre-injection prior to the main diesel injection was essential to control the heat release and pressure rise rates.
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Salman, Mohammad, and Sung Chul Kim. "Effect of Cylinder Air Pressure and Hot Surface Temperature on Ignition Delay of Diesel Spray in a Constant Volume Combustion Chamber." Energies 12, no. 13 (July 3, 2019): 2565. http://dx.doi.org/10.3390/en12132565.
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Present-day direct injection (DI) diesel engines with a high power density of displacement are not just promoting an expansion in the utilization of high-temperature resistant alloys in pistons yet, in addition, the expanded cylinder air pressures. When the temperature of the diesel engines piston exceeds a certain limit, it assumes a critical role at the start of sprays. The target of the present investigation was to look at the effects of cylinder air pressures (CAP) (10–25 bar) and high hot surface temperatures (HST) (350–450 °C). The ignition delay (ID) of pure diesel and that of diesel with Iftex clean system D (a cetane enhancer) are investigated experimentally. The experiments are performed by using a constant volume combustion chamber (CVCC) with a single hole pintle-type nozzle mounted on its head. A strong dependence of ID on the CAPs and HSTs was observed. A CAP of 25 bar is much inferior to the precombustion pressure of DI diesel engines; however, it is the case that combustion typical features are the same in spite of an inferior CAP, HST, and injection pressure. The ID tends to decrease to very small values with an increase in either of the two parameters. At a CAP of 25 bar, the measured ID of diesel with fuel additive is 45.8% lower than the pure diesel. Further, the ID of diesel with fuel additive at a 300 bar injection pressure and 25 bar CAP decreases at a rate of close to 0.2 ms/bar.
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Needham, J. R., and S. Whelan. "Meeting the Challenge of Low Emissions and Fuel Economy with the Ricardo Four-Valve High-Speed Direct Injection Engine." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 208, no. 3 (July 1994): 181–90. http://dx.doi.org/10.1243/pime_proc_1994_208_181_02.
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In order to investigate and demonstrate the potential of the high-speed direct injection (HSDI) diesel engine, Ricardo have undertaken a programme of research and analysis into the performance and emissions of a four-valve/cylinder combustion system. Analytical studies were based on a computational fluid dynamics investigation to model in-bowl events of fuel spray/air interactions and to improve understanding of the mixing processes. The major variables studied during the test programme included swirl ratio, combustion bowl geometry, nozzle configuration, contemporary and advanced electronic rotary fuel injection pumps and the effects of exhaust gas recirculation (EGR). A systematic optimization programme provided a fixed swirl configuration capable of achieving in excess of 15 bar b.m.e.p. (brake mean effective pressure) while providing less than 1.0 Bosch smoke unit. R49 EURO II NOx levels were met with competitive smoke, particulate emissions and fuel economy, demonstrating excellent potential for full EURO II compliance with further development. Vehicle emissions and fuel consumption simulations have shown that the combustion system has the potential to meet both the heavy and light duty emissions legislation planned for the 1990s.
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Tennison, P. J., and R. Reitz. "An Experimental Investigation of the Effects of Common-Rail Injection System Parameters on Emissions and Performance in a High-Speed Direct-Injection Diesel Engine." Journal of Engineering for Gas Turbines and Power 123, no. 1 (June 6, 1999): 167–74. http://dx.doi.org/10.1115/1.1340638.
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An investigation of the effect of injection parameters on emissions and performance in an automotive diesel engine was conducted. A high-pressure common-rail injection system was used with a dual-guided valve covered orifice nozzle tip. The engine was a four-valve single cylinder high-speed direct-injection diesel engine with a displacement of approximately 12 liter and simulated turbocharging. The engine experiments were conducted at full load and 1004 and 1757 rev/min, and the effects of injection pressure, multiple injections (single vs pilot with main), and pilot injection timing on emissions and performance were studied. Increasing the injection pressure from 600 to 800 bar reduced the smoke emissions by over 50 percent at retarded injection timings with no penalty in oxides of nitrogen NOx or brake specific fuel consumption (BSFC). Pilot injection cases exhibited slightly higher smoke levels than single injection cases but had similar NOx levels, while the single injection cases exhibited slightly better BSFC. The start-of-injection (SOI) of the pilot was varied while holding the main SOI constant and the effect on emissions was found to be small compared to changes resulting from varying the main injection timing. Interestingly, the point of autoignition of the pilot was found to occur at a nearly constant crank angle regardless of pilot injection timing (for early injection timings) indicating that the ignition delay of the pilot is a chemical delay and not a physical (mixing) one. As the pilot timing was advanced the mixture became overmixed, and an increase of over 50 percent in the unburned hydrocarbon emissions was observed at the most advanced pilot injection timing.
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Tuccar, Gökhan, Tayfun Ozgur, Erdi Tosun, Ceyla Ozgur, and Kadi̇r Aydin. "Investigation of Effects Ofinlet Boundary Conditions on the Flow Behaviour in a Diesel Injector." Advanced Materials Research 1016 (August 2014): 602–6. http://dx.doi.org/10.4028/www.scientific.net/amr.1016.602.
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Diesel engines become popular from this point of view because of their high thermal efficiency. However, new and developing technologies are expected to lower their emission levels. Atomization of the fuel has a vital importance in order to control heat release rate and exhaust emission during combustion. With the known injection devices, atomization of the fuel is realized with high pressure systems such as common rail direct injectors (CRD) which operate at pressures exceeding 1300 bar. However, atomization of the fuel by simply increasing injection pressure can create cavitation erosion which may lead to mechanical failure of the nozzle. Utilization of air in diesel engine injectors will increase fuel atomization, provides more complete combustion of any diesel fuel consumed, enhance fuel economy and results in lower engine emissions. Therefore the aim of this study is to design a special injection device for use in a diesel engine which improves combustion by mixing air and fuel inside itself at optimum ratio. Proper air inlet pressure was determined for favorable diesel air mixing by investigation of the flow behavior in a newly designed injection device with the help of computational fluid dynamics based software. Three different air inlet pressures (20, 30 and 40 bar) are simulated and the contours of turbulence intensity, velocity and volume fraction of diesel fuel are discussed, and compared with each other.
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Veza, Ibham, Ling Chee Huat, Mohd Azman Abas, Muhammad Idris, Martin Spraggon, and Safarudin G. Herawan. "Effects of Pre-Turbocharger Turbine Water Injection on the Sustainable Performance of Spark Ignition Engine." Sustainability 15, no. 5 (March 3, 2023): 4559. http://dx.doi.org/10.3390/su15054559.
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Water injection strategy is considered a promising technique to improve the performance of boosted engine and reduce the NOx emission via the latent heat of water vaporization. Numerous research on water injection has been conducted on in-cylinder and intake port water injection. However, the water injection focusing on the spark ignition (SI) engine exhaust system is still lacking. This study proposed a pre-turbocharger turbine water injection (PTWI) concept to reduce the turbine inlet temperature. This was done so that the stoichiometric engine operation could be achieved at a medium–high load and engine speed without resorting to a fuel enrichment strategy to reduce the exhaust gas temperature. This study aims to investigate the effect of injecting water into the exhaust gas at the pre-turbine of a turbocharged spark ignition engine. This study experimented on a 1.3-L 4-cylinder turbocharged engine to collect engine data for computational fluid dynamics (CFD) baseline model validation. A one-dimensional engine model was then developed based on the 1.6-L 4-cylinder turbocharged engine experiment using AVL BOOST software. The CFD model was used to investigate the effects of water injection pressure, pipe diameter, and water injector location. The CFD results showed that a 50 mm connecting pipe with 4 bar of injection pressure gives the largest reduction in exhaust temperature. The CFD results were then applied to the one-dimensional engine model. The engine model simulation results showed that the fuel consumption could be reduced up to 13% at 4000 rpm during wide-open throttle and 75% engine load. The PTWI is a new approach, but this study has proved the potential of using water injection at the pre-turbine turbocharger to reduce the fuel consumption of a turbocharged SI engine.
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Wu, Dong-wei, Bai-gang Sun, and Dan Xu. "Deformation of nozzle, needle, and control plunger of solenoid fuel injector under high injection pressure." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 233, no. 7 (July 9, 2018): 1767–82. http://dx.doi.org/10.1177/0954407018786354.
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Future diesel engines require the use of solenoid fuel injection system with the ultra-high pressure of more than 2000 bars. The nozzle, needle, and control plunger of the solenoid injector deform under high pressure. This deformation affects the movement characteristics of the needle, thereby influencing the precise control of fuel injection. A test rig is set up to investigate the structural deformation and influencing factors of the solenoid injector under high pressure. The structural deformation of nozzle, needle, and control plunger under different pressures can be obtained by measuring the displacement of the upper end of the control plunger in the axial direction. The experimental longitudinal deformation of nozzle, needle, and control plunger of the solenoid injector, which was selected for the study, reaches 0.109 mm under the pressure of 1600 bars. This value is close to 40% of the maximum needle lift, which is 0.3 mm. Thus, the deformation can no longer be ignored. In view of the solenoid injector deformation under high injection pressure, a three-dimensional calculation model is established. The calculated results are compared with the experimental data. The calculation total longitudinal deformation of nozzle, needle, control plunger, and contact surface reaches 0.238 mm under the pressure of 2500 bars. The structure deformation of solenoid injector with different materials or geometric parameters is calculated under the pressure of 100–2500 bars. The deformation with new materials is 0.198 mm and the deformation with new geometric parameters is 0.0333 mm under the pressure of 2500 bar. These calculations show that the use of shorter control plungers, shorter needles, and larger wall thickness nozzles can effectively reduce injector deformation under high pressure. The results of the study can provide guidance on injector design, which can work with high injection pressure and much accurate injection.
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Raghu, P., K. Thilagan, M. Thirumoorthy, Siddharth Lokachari, and N. Nallusamy. "Spray Characteristics of Diesel and Biodiesel in Direct Injection Diesel Engine." Advanced Materials Research 768 (September 2013): 173–79. http://dx.doi.org/10.4028/www.scientific.net/amr.768.173.
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Alternative fuels for diesel engines are becoming important due to the decrease of petroleum reservoirs and the increase of environment pollution problems. The biodiesel is technically competitive with conventional petroleum-derived diesel fuel and requires no changes in the fuel distribution system. Injection process of biodiesel influences the atomization and dispersion of fuel in the combustion chamber. In diesel Engine different tests have been performed to improve the efficiency in cycle, power, less emission, speed, etc. There are various methods of visualizing the combustion chamber in a Diesel engine. For visualizing spray characteristics of combustion chamber in Diesel engine the window of 10mm diameter hole, transparent quartz glass materials are used, which can with-stand 1500°C temperature and pressure of about 1000 bar and engine is hand cranked for conducting the experiments. Spray characteristics of palm oil methyl ester (POME) and diesel were studied experimentally. Spray penetration and spray angle were measured in a combustion chamber of DI diesel engine by employing high definition video camera and image processing technique. The study shows the POME gives longer spray tip penetration and spray angle are smaller than those of diesel fuels. This is due to the viscosity and density of biodiesel.
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Bermúdez, Vicente, Santiago Ruiz, Ricardo Novella, and Lian Soto. "Effects of multiple injection strategies on gaseous emissions and particle size distribution in a two-stroke compression-ignition engine operating with the gasoline partially premixed combustion concept." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 233, no. 10 (October 5, 2018): 2650–68. http://dx.doi.org/10.1177/0954407018802960.
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In order to improve performance of internal combustion engines and meet the requirements of the new pollutant emission regulations, advanced combustion strategies have been investigated. The newly designed partially premixed combustion concept has demonstrated its potential for reducing NOx and particulate matter emissions combined with high indicated efficiencies while still retaining proper control over combustion process by using different injection strategies. In this study, parametric variations of injection pressure, second injection and third injection timings were experimentally performed to analyze the effect of the injection strategy over the air/fuel mixture process and its consequent impact on gaseous compound emissions and particulate matter emissions including its size distribution. Tests were carried out on a newly designed two-stroke high-speed direct injection compression-ignition engine operating with the partially premixed combustion concept using 95 research octane number gasoline fuel. A scanning particle sizer was used to measure the particles size distribution and the HORIBA 7100DEGR gas analyzer system to determine gaseous emissions. Three different steady-state operation modes in terms of indicated mean effective pressure and engine speed were investigated: 3.5 bar indicated mean effective pressure and 2000 r/min, 5.5 bar indicated mean effective pressure and 2000 r/min, and 5.5 bar indicated mean effective pressure and 2500 r/min. The experimental results confirm how the use of an adequate injection strategy is indispensable to obtain low exhaust emissions values and a balance between the different pollutants. With the increase in the injection pressure and delay in the second injection, it was possible to obtain a trade-off between NOx and particulate matter emission reduction, while there was an increase in hydrocarbon and carbon monoxide emissions under these conditions. In addition, the experiments showed an increase in particle number emissions and a progressive shift in the particles size distribution toward larger sizes, increasing the accumulation-mode particles and reducing the nucleation-mode particles with the decrease in the injection pressure and delay in the third injection.
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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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Roque, Anthony, Fabrice Foucher, Quentin Lamiel, Bill Imoehl, Nicolas Lamarque, and Jerome Helie. "Impact of gasoline direct injection fuel films on exhaust soot production in a model experiment." International Journal of Engine Research 21, no. 2 (October 7, 2019): 367–90. http://dx.doi.org/10.1177/1468087419879851.
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The fuel films that can be generated during the injection process in gasoline direct injection engines are the most important factor in carbon particle mass and number. They also have an influence on combustion chamber and injector tip deposits. A model experiment was set up to study a liquid film, its evaporation, and combustion with soot generation on a metal plate in realistic engine conditions. The experiment was conducted in a dedicated constant volume vessel. A liquid fuel injection system (with injection pressures up to 100 bar) directs the spray onto a plate with a controlled temperature in the range of 80 °C–200 °C. The resulting liquid film and vaporization process were studied when subjected to interaction with a laminar spherical flame. A blend of four components was used as a gasoline surrogate. The liquid film spreading, thickness, and evaporation rates were initially measured in ambient conditions. Mie scattering and schlieren measurements in the chamber conditions returned a qualitative correlation of the vaporized area with the surface temperature. Fluorescence of the light and heavy fuel components was used to quantify the influence of the vaporization process on soot production. Simultaneous measurements of natural luminosity and KL factor were analyzed to understand the process of soot production. The results showed a critical wall temperature of 120 °C at which the maximum quantity of soot is generated, which can be due to the quantity and composition of fuel film in interaction with the entrainment flows generated during combustion.
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Guan, Wei, Vinícius B. Pedrozo, Hua Zhao, Zhibo Ban, and Tiejian Lin. "Variable valve actuation–based combustion control strategies for efficiency improvement and emissions control in a heavy-duty diesel engine." International Journal of Engine Research 21, no. 4 (April 26, 2019): 578–91. http://dx.doi.org/10.1177/1468087419846031.
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High nitrogen oxide levels of the conventional diesel engine combustion often requires the introduction of exhaust gas recirculation at high engine loads. This can adversely affect the smoke emissions and fuel conversion efficiency associated with a reduction of the in-cylinder air-fuel ratio (lambda). In addition, low exhaust gas temperatures at low engine loads reduce the effectiveness of aftertreatment systems necessary to meet stringent emissions regulations. These are some of the main issues encountered by current heady-duty diesel engines. In this work, variable valve actuation–based advanced combustion control strategies have been researched as means of improving upon the engine exhaust temperature, emissions, and efficiency. Experimental analysis was carried out on a single-cylinder heady-duty diesel engine equipped with a high-pressure common-rail fuel injection system, a high-pressure loop cooled exhaust gas recirculation, and a variable valve actuation system. The variable valve actuation system enables a late intake valve closing and a second intake valve opening during the exhaust stroke. The results showed that Miller cycle was an effective technology for exhaust temperature management of low engine load operations, increasing the exhaust gas temperature by 40 °C and 75 °C when running engine at 2.2 and 6 bar net indicated mean effective pressure, respectively. However, Miller cycle adversely effected carbon monoxide and unburned hydrocarbon emissions at a light load of 2.2 bar indicated mean effective pressure. This could be overcome when combining Miller cycle with a second intake valve opening strategy due to the formation of a relatively hotter in-cylinder charge induced by the presence of internal exhaust gas recirculation. This strategy also led to a significant reduction in soot emissions by 82% when compared with the baseline engine operation. Alternatively, the use of external exhaust gas recirculation and post injection on a Miller cycle operation decreased high nitrogen oxide emissions by 67% at a part load of 6 bar indicated mean effective pressure. This contributed to a reduction of 2.2% in the total fluid consumption, which takes into account the urea consumption in aftertreatment system. At a high engine load of 17 bar indicated mean effective pressure, a highly boosted Miller cycle strategy with exhaust gas recirculation increased the fuel conversion efficiency by 1.5% while reducing the total fluid consumption by 5.4%. The overall results demonstrated that advanced variable valve actuation–based combustion control strategies can control the exhaust gas temperature and engine-out emissions at low engine loads as well as improve upon the fuel conversion efficiency and total fluid consumption at high engine loads, potentially reducing the engine operational costs.
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Ramesh, T., A. P. Sathiyagnanam, Melvin Victor De Poures, and P. Murugan. "A Comprehensive Study on the Effect of Dimethyl Carbonate Oxygenate and EGR on Emission Reduction, Combustion Analysis, and Performance Enhancement of a CRDI Diesel Engine Using a Blend of Diesel and Prosopis juliflora Biodiesel." International Journal of Chemical Engineering 2022 (May 14, 2022): 1–12. http://dx.doi.org/10.1155/2022/5717362.
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This paper examines the combined effects of ignition improvers (DMC) and EGR on the CRDI small single-cylinder diesel engine’s performance, combustion, and emissions. In this experimentation, 20% (B20) optimal mix of Prosopis juliflora oil biodiesel (PJOB) and 5 ml dimethyl carbonate (DMC) additive was used as test fuel. The fuel handling CRDI system factors such as injection pressure set at 600 bar and injection timing set to 21 (bTDC) with a compression ratio of 16 were considered for the study. For the EGR trial, 20% of the exhaust gas was recirculated under various BMEP circumstances. The test was performed with and without EGR and DMC additive conditions like (i) diesel @ 0% EGR, (ii) diesel + 5 ml DMC @ 20% EGR, (iii) B20 @ 0% EGR, and (iv) B20 + 5 ml DMC @ 20% EGR at the engine power output. The amalgamation of dimethyl carbonate (DMC) additives and EGR reduces NOx and smoke while increasing CO and HC emissions. In addition, the DMC additive and EGR improve thermal efficiency slightly. The overall clubbing of DMC additive and EGR rate indicates better performance for the selected factors than a CRDI engine with a six-hole conventional mechanical fuel injection system. The outcome of the work clearly demonstrates that both the 5 ml DMC additive and the 20% EGR rate of the B20 blend show optimum values of BTE, BSFC, and EGT of 32.93%, 0.27 kg/kw·hr, and 310.89°C, which is closer to diesel. Factors of combustion like cylinder peak pressure (CPP) and heat release rate (HRR) are 70.93 bar and 58.13 J/deg. The tailpipe exhaust of NOx and smoke is 1681 ppm and 31.30 (% vol), which is less than diesel. The HC and CO levels are 93 ppm and 0.38 (% vol), respectively, which are significantly higher than diesel fuel.
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Wu, Yuh-Yih, and Ching-Tzan Jang. "Combustion Analysis of Homogeneous Charge Compression Ignition in a Motorcycle Engine Using a Dual-Fuel with Exhaust Gas Recirculation." Energies 12, no. 5 (March 4, 2019): 847. http://dx.doi.org/10.3390/en12050847.
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Exhaust emissions from the large population of motorcycles are a major issue in Asian countries. The regulation of exhaust emissions is therefore becoming increasingly stringent, with those relating to nitrogen oxides (NOx) the most difficult to pass. The homogeneous charge compression ignition (HCCI) has special combustion characteristics and hence produces low NOx emissions and exhibits high thermal efficiency. This study developed an HCCI system for a 150 cc motorcycle engine. The target engine was modified using a dual-fuel of dimethyl ether (DME) and gasoline with exhaust gas recirculation (EGR). It was tested at 2000–4000 rpm and the analysis was focused on 2000 rpm. The DME was supplied continuously at an injection pressure of 1.5 kg/cm2. The gasoline injection rate was adjusted at a pressure of 2.5 kg/cm2. A brake-specific fuel consumption of <250 g/kW·h was achieved under a condition of air–fuel equivalence ratio (λ) < 2 and an EGR of 25%. The nitric oxide concentration was too low to measure. The brake mean effective pressure (BMEP) increased by 65.8% from 2.93 to 4.86 bar when the EGR was 0% to 25%. The combustion efficiency was close to 100% when the BMEP was >3 bar.
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Ramesh, T., A. P. Sathiyagnanam, Melvin Victor De Poures, and P. Murugan. "Combined Effect of Compression Ratio and Fuel Injection Pressure on CI Engine Equipped with CRDi System Using Prosopis juliflora Methyl Ester/Diesel Blends." International Journal of Chemical Engineering 2022 (April 29, 2022): 1–12. http://dx.doi.org/10.1155/2022/4617664.
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The exhaustion of worldwide oil reserves has created an incipient need to find hopeful alternative fuels for the future. Substantial research has been done in this direction, and all studies by researchers have provided results that proved the growing potential of biofuel as a popular alternative in the CI engine. The current investigation explores the biofuel potential derived from the wasteland tree Prosopis juliflora (Karuvalam tree seeds). Experimentation was done using a monocylinder 4-stroke water-cooled six holes CRDi CI engine with electrical loading. The experiment was conducted at three proportions (10%, 20%, and 30% volume basis) of Prosopis juliflora Oil Methyl Ester (PJOME) with diesel using 3 parametric CRs (16, 17.5, and 19) along with three different fuel injection pressure (FIP) (400, 500, and 600 bar). The impact of CR and FIP on fuel utilization BTE, cylinder pressure, net heat release, and exhaust particulates was scrutinized and characterized. The test results demonstrated that increasing the compression ratio from 16 to 19 enhanced the in-cylinder pressure, net heat release (NHR), and BTE for all the (PJOME/Diesel) combinations. With an augmentation in the compression ratio from 16 to 19, carbon monoxide and unburnt hydrocarbon discharge diminished, but the nitrogen oxide discharges augmented. FIP also had an impact of increasing the pressures on the in-cylinder, NHR, brake thermal efficiency, and nitrogen oxide and reducing the emissions of smoke, CO, and UBHC. The current research shows that the use of B20 and CR16 and FIP 600 bar as a combination improved BTE by 33.21%, BSFC by 0.25 kg/kw-hr, cylinder pressure at the maximum to reach 69.28 bar, net heat release of 79.14 J/deg, and exhaust emissions such as UHC at 55 ppm, CO at 0.25%, smoke at 34.33%, and NOx at 2401 ppm. Finally, the BTE and NOx were slightly higher, and the UHC, CO, and smoke values were diminutive compared to other blends.
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Hoo, C. L., Mohd Zaki Nuawi, S. M. Haris, S. Abdullah, and Ahmad Rasdan Ismail. "Development of Fuel Injector Monitoring Using Strain Gauge Signal." Applied Mechanics and Materials 663 (October 2014): 426–30. http://dx.doi.org/10.4028/www.scientific.net/amm.663.426.
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The Fuel injector is an important component in a vehicle engine for determining the performance of an engine. It is believed that, by knowing the current state of the injector, one can take any prior safety measure and ensuring the optimal performance of the engine. However, it is very difficult to study and analyse the fuel injection system in real time during the operation of the vehicle. A study was conducted in developing a method to monitor the fuel injector using the strain signal generated from the strain gauge sensors installed on the fuel injector. This method is practically implementable and can be used on the actual operation of the engine. A research rig was developed in order to visualise the behaviour of the injector at any instant by obtaining the three key parameters from the strain gage sensors which are the pulse width (ms), frequency (Hz) and pressure (bar). All data obtained from this experiment will be analysed using the Matlab software, where the I-kaz (Z∞) will be applied as the main method to clearly visualize the operation of the machine. The result shows that for the same pulse width and pressure, the series have the same pattern for I-kaz coefficient. They have a consistent trend compared to the Skewness and Kurtosis parameters. This method serves to predict and describe the behaviour of the fuel injector to ease the monitoring task at any instant throughout the engine operation.
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Sefiddashti, Ali Rafiei, Reza Shirmohammadi, and Fontina Petrakopoulou. "Efficiency Enhancement of Gas Turbine Systems with Air Injection Driven by Natural Gas Turboexpanders." Sustainability 13, no. 19 (October 3, 2021): 10994. http://dx.doi.org/10.3390/su131910994.
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The fuel source of many simple and combined-cycle power plants usually comes from a nearby natural gas transmission pipeline at a pressure from 50 to over 70 bar. The use of a turboexpander instead of throttling equipment offers a promising alternative to regulate the pressure of natural gas introduced to the power plant. Specifically, it helps recover part of the available energy of the compressed gas in the transmission pipeline, increase the power output and efficiency of the gas turbine system, and decrease the fuel use and harmful emissions. In this paper, the addition of such a turboexpander in a gas pressure-reduction station is studied. The recovered power is then used to drive the compression of extra air added to the combustion chamber of a heavy-duty gas turbine. The performance of this configuration is analyzed for a wide range of ambient temperatures using energy and exergy analyses. Fuel energy recovered in this way increases the output power and the efficiency of the gas turbine system by a minimum of 2.5 MW and 0.25%, respectively. The exergy efficiency of the gas turbine system increases by approximately 0.36% and the annual CO2 emissions decrease by 1.3% per MW.
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Dond, Dipak Kisan, and Nitin P. Gulhane. "Optimization of combustion parameters for CRDI small single cylinder diesel engine by using response surface method." Journal of Mechanical Engineering and Sciences 16, no. 1 (March 23, 2022): 8730–42. http://dx.doi.org/10.15282/jmes.16.1.2022.07.0690.
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Limited fossil fuel’s reservoir capacity and pollution caused by them are the big problem today in the world. The small diesel engine, working with a conventional fuel injection system was the major contributor to this. The current study represented a statistical investigation of such a small diesel engine. A mechanical fuel injection system of the small diesel engine was retofitted with a simple version of the electronic common rail diesel injection (CRDI) system in the present study. The effect of combustion parameters such as compression ratio (CR), injection pressure (IP) and start of injection timing (IT) was considered in the study. The study was performed to optimize these parameters with respect to performance and emission aspects. The reduction in parameters such as carbon monoxide (CO), nitrogen oxides (NOx), smoke and hydrocarbon (HC) from engine exhaust gases were considered in the emission aspect. Improve brake thermal efficiency (BTE) and fuel economy was considered in the performance aspect. The response surfaced method (RSM) was used to optimise these combustion parameters. The regression equations were obtained for measurable performance and emission parameters using the RSM model. The surface plots derived from the regression equations were used to analyse the effect of considered combustion parameters. Diesel injected at a pressure 600 bar, with retarded injection timing 15° crank angle (CA) before top dead center (bTDC) and compression ratio set at 15 was found to be optimum for this CRDI small diesel engine. The further validation of optimum parameters was done by conducting a confirmatory test on the engine. The maximum error in prediction was found to be 2.7%, which shows the validation of the RSM model.
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Zhang, Li, Zhaoming Huang, Tao Wang, Niu Zhao, Haiyan Cheng, and Weiguo Chen. "Lean combustion and emission performance of a gasoline direct injection engine with active pre-chamber." Advances in Mechanical Engineering 14, no. 7 (July 2022): 168781322211134. http://dx.doi.org/10.1177/16878132221113453.
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Pre-chamber jet ignition technology can effectively improve flame propagation speed and in-cylinder combustion rate, so it is conducive to the improvement of thermal efficiency and fuel economy. While, studies on the key parameters of the influence of active pre-chamber on combustion and emissions are not systematic. The influence of the key parameters of injection control in active pre-chamber on combustion and emission is not clear at present. Thus, in this paper, an active pre-chamber jet ignition system was designed and used in a single cylinder GDI engine, and the effects of compression ratio and pre-chamber injection strategy on pre-chamber jet ignition were experimentally studied, as well as the comparison of pre-chamber jet ignition and conventional spark ignition. The results show that, at 2750 r/min, IMEP 11 bar operation point, lean burn can effectively reduce the fuel consumption and increase the thermal efficiency of gasoline engine. Adopting traditional spark plug system can extend the lean burn limit to excess air ratio of 1.5 with the gross indicated thermal efficiency (GITE) of 45% limited by unstable combustion, while resembling active pre-chamber system can achieve GITE of 46.5% with the excess air ratio of 2.0 with the help of much more stable combustion. And the NOx emission of active-pre-chamber system has been reduced by 78% compared by conventional spark plug system. Increasing the compression ratio to 14.8 can further reduce the indicated fuel consumption to 177 g/kWh, and increase the GITE to 48.5% and further reduce the NOx emission to lowest 0.53 g/kWh with the excess air ratio of 2.1. With the increase of pre-chamber injection pressure, the ignition stability increases, the combustion duration decrases, and thermal efficiency increases. With the increase of the pre-chamber injection duration, the ignition delay first decreases and then increases. When the injection duration increases to 800 μs, COV is greater than 3%. If the pre-chamber injection duration further increase, the COV increases, the combustion phasing retard, and the thermal efficiency decreases. With the increase of pre-chamber injection duration and pressure, the wetting wall fuel increases, which leads to the increase of PN emission.
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Hamadi, Adel Sharif Hamadi, Hayder Abed Dhahad Dhahad, and Ali Ghufran Khudhur Khudhur. "An Experimental Investigation of Combustion Emissions and Diesel Engine Performance of Water in Diesel Nano Emulsion Fuel." Journal of Petroleum Research and Studies 8, no. 3 (May 6, 2021): 147–57. http://dx.doi.org/10.52716/jprs.v8i3.257.
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Water in Diesel Nano-Emulsions (WiDNE) fuel are an important environmental fuelsfor decreasing the combustion pollution of diesel engines. WiDNE fuel is a dispersionstable thermodynamic and kinetic system consisting of diesel oil, surfactant and waterphase. WiDNE fuel due to their nano scale droplet size (20–200 nm) and large surface areaburns more completely and hence a reduction in emissions than straight diesel.The objective of this project is to evaluate the combustion characteristics of WiDNE fuelprepared by rotor-stator homogenizer using mixed surfactants based on nonionicemulsifiers Span™ 80, Tween™ 80. Direct injection (DI), Fiat engine was used and run at1500 rpm, constant fuel pressure (400 bar) with varying the operation load.Multi gas analyzer model 4880 was used to measure the concentration of the emissiongases such as NOx, unburned total hydrocarbon HC, CO2 and CO. The AVL-415 meter wasused for smoke emissions. The experimental results of WiDNE imposes the capability toimprove fuel properties, the engine efficiency as well as reduction of gas emissions.
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Al-Shaikhly, A. F. Ali, G. E. Andrews, and C. O. Aniagolu. "Jet Shear Layer Turbulent Diffusion Flames for Ultralow NOx Emissions." Journal of Engineering for Gas Turbines and Power 114, no. 1 (January 1, 1992): 55–62. http://dx.doi.org/10.1115/1.2906307.
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Direct fueling of each shear layer generated by an array of holes in a grid plate was shown to have ultralow NOx emissions combined with a good flame stability, compared with a premixed system. Two methods of fuel injection were investigated that had opposite NOx/stability characteristics. Four shear layers in a 76-mm combustor were used at gas turbine primary zone operating conditions with 60 percent simulated primary zone air at one bar pressure. The fuels used were propane and natural gas and a minimum NOx emission of 2.5 ppm at 15 percent oxygen, compatible with a 0.1 percent inefficiency, was demonstrated for natural gas with a reasonable stability margin. These designs have the potential for a dry NOx solution to any current or proposed gas turbine NOx regulation for natural gas.
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Ihme, Matthias, Peter C. Ma, and Luis Bravo. "Large eddy simulations of diesel-fuel injection and auto-ignition at transcritical conditions." International Journal of Engine Research 20, no. 1 (December 19, 2018): 58–68. http://dx.doi.org/10.1177/1468087418819546.
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Large eddy simulations of transcritical injection and auto-ignition of n-dodecane in a combustion chamber are performed. To this end, a diffuse-interface method is employed that solves the compressible multi-species conservation equations, and a cubic state equation together with real-fluid transport properties is employed to describe the transcritical fluid state. The reaction chemistry is represented by a finite-rate chemistry model involving a 33-species reduced mechanism for n-dodecane. Compared to commonly employed two-phase approaches, the method presented in this work does not introduce tunable parameters for spray-breakup. Large eddy simulation calculations are performed by considering the Spray A single-hole injector at non-reacting and reacting conditions at a pressure of 60 bar and temperatures between 800 and 1200 K. Quantitative comparisons with measurements for liquid and vapor penetration lengths are performed for non-reacting conditions, and sensitivity to threshold values on mixture fraction are examined. The analysis of reacting flow simulations focuses on comparisons of the instantaneous temperature and species fields for OH and CH2O at 800 and 900 K, respectively. Quantitative comparisons with measurements for ignition delay and lift-off heights as a function of ambient temperature are performed. To examine the transient ignition phase, comparisons of radially integrated OH profiles obtained from the simulations with reported measurements for OH* are performed, showing good agreement. These results show that the large eddy simulation modeling framework adequately reproduces the corresponding ignition processes, which are relevant to realistic diesel-fuel injection systems.
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Pielecha, Ireneusz, and Filip Szwajca. "Lean Methane Mixtures in Turbulent Jet Ignition Combustion System." Energies 16, no. 3 (January 23, 2023): 1236. http://dx.doi.org/10.3390/en16031236.
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The development of modern vehicle drives is aimed at reducing fuel consumption (i.e., crude oil) and minimizing the exhaust emission of toxic components. One such development is the implementation of a two-stage combustion system. Such a system initiates ignition in the prechamber, and then the burning mixture flows into the main chamber, where it ignites the lean mixture. The system allows the efficient combustion of lean mixtures, both liquid and gaseous fuels, in the cylinder. This article proposes a solution for internal combustion engines with a cylinder capacity of approx. 500 cm3. The tests were carried out on a single-cylinder engine powered by pure methane supplied through a double, parallel injection system. A wide range of charge ignitability requires the use of an active chamber containing an injector and a spark plug. The tests were carried out at n = 1500 rpm with three load values (indicated mean effective pressure, IMEP): 2, 4 and 6 bar. All of these tests were carried out at a constant value of the center of combustion (CoC), 8 deg CA. This approach resulted in the ignition timing being the control signal for the CoC. As a result of the conducted research, it was found that an increase in the load, which improved the inter-chamber flow, allowed for the combustion of leaner mixtures without increasing the coefficient of variation, CoV(IMEP). The tests achieved a lean mixture combustion with a value of λ = 1.7 and an acceptable level of non-uniformity of the engine operation, CoV(IMEP) < 8%. The engine’s indicated efficiency when using a two-stage system reached a value of about 42% at λ = 1.5 (which is about 8 percentage points more than with a conventional combustion system at λ = 1.0).
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Brünnet, Horst, and Dirk Bähre. "Full Exploitation of Lightweight Design Potentials by Generating Pronounced Compressive Residual Stress Fields with Hydraulic Autofrettage." Advanced Materials Research 907 (April 2014): 17–27. http://dx.doi.org/10.4028/www.scientific.net/amr.907.17.
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Internally pressurized components in hydraulic systems are subjected to high mechanical stresses. In case of dynamic pressure profiles this may lead to fatigue and hence a limited lifetime. This is particularly the case for fuel injection systems in combustion engines. Components of diesel injection systems in automobiles are popular examples for these demands. They have to withstand pressures of 2,200 bar and higher for at least 250,000 km. The increasing usage of high-strength materials and higher wall thicknesses will lead to a dead end as the weight and the complex manufacturing will tie up costs and resources. Autofrettage is a manufacturing process with high potential for the lightweight design of highly stressed hydraulic components. By considering the same wall thickness and applying optimal parameters, the fatigue strength may be increased by a factor of 3.5. If transferred to lightweight concepts wall thickness reductions as well as cost and resource savings by more than 45 % may be realized. However, from the manufacturing perspective the Autofrettage process poses some challenges. This paper presents results from Finite Element simulations and experiments and discusses the interaction between manufacturing processes with respect to residual stresses and deformations. The scientific findings may be used to tear down barriers in the application of Autofrettage and to optimize process chain layouts. It also serves to make a significant contribution to weight reduction in car manufacturing and other high performance hydraulic applications. Abbreviations: AF : Autofrettage; AFM : Abrasive Flow Machining; ECM : Electro-Chemical Machining; FEA : Finite Element Analysis; K-ratio : outer to inner radius ratio; L = length of the cylinder (mm); pAF : Autofrettage pressure (bar); pWP : working pressure (bar); piY : pressure to initiate yielding at the bore (bar); Ra : roughness average (μm); Rz : average maximum height of the roughness profile (μm); RPM : Revolutions Per Minute (1/min.); ri : inner radius (mm); ro : outer radius (mm); ρ : density (kg/dm3); σVM : von Mises equivalent stress (MPa); σy : yield stress (MPa); σt : tensile stress (MPa); σY : yield strength (MPa); SF : Safety Factor;
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Arifin, Moch Miftahul, Nasrul Ilminnafik, Muh Nurkoyim Kustanto, and Agus Triono. "Spray Characteristics at Preheating Temperatur of Diesel-Biodiesel-Gasoline Fuel Blend." Journal of Mechanical Engineering Science and Technology 5, no. 2 (November 25, 2021): 134. http://dx.doi.org/10.17977/um016v5i22021p135.
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Technological developments in diesel engines require improvements to the fuel injection system to meet the criteria for economical, high-power and efficient combustion and meet environmental regulatory standards. One method that has a lot of interest is changing the characteristics of the fuel, with the aim of producing optimal combustion. Spray characteristics have a big role in determining the quality of combustion in diesel engines. A good spray can improve the quality of fuel atomization and the homogeneity of the air-fuel mixture in the combustion chamber so that it can produce good engine performance and low emissions. This study aims to determine the effect of a diesel-biodiesel (Calophyllum inophyllum)-gasoline blendandfuel heating on the spray characteristics. The research was conducted with variations in composition (B0, B100, B30, B30G5 and B30G10) and fuel heating (40, 60, 80, and 100 °C). Fuel injected atapressure of 17 MPa in to a pressure chamber of 3 bar. The spray formed was recorded with a high-speed camera of 480 fps (resolution 224x168 pixel). In B100 biodiesel, the highest viscosity and density cause high spray tip penetration, small spray angle, and high spray velocity. The addition of diesel oil, gasoline, and heating fuel reduces the viscosity and density so that the spray tip penetration decreases, the spray angle increases and the velocity of spray decreases.
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Oamjee, A., and R. Sadanandan. "Effects of pylon geometry on mixing enhancement in a scramjet pylon-cavity flameholder." Aeronautical Journal 124, no. 1278 (April 16, 2020): 1262–80. http://dx.doi.org/10.1017/aer.2020.27.
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ABSTRACTNumerical investigation of the effect of pylon geometry within a pylon-cavity aided Supersonic Combustion Ramjet (SCRAMJET) combustor on mixing enhancement, flame-holding capability, fuel jet penetration and total pressure loss are conducted in the current study. RANS equations for compressed real gas are solved by coupled, implicit, second-order upwind solver. A two-equation SST model is used for turbulence modelling. Validation of the computational model is performed with the help of experimental data collected using surface pressure taps, Schlieren flow visualisation and particle image velocimetry (PIV). The study uses four distinct pylon geometry cases, which include the baseline geometry. Sonic injection of hydrogen fuel through a 1mm diameter hole at 2mm downstream of the pylon rear face along the axis of the test section floor is performed for every case. A crossflow of Mach number 2.2 at four bar absolute pressure and standard atmospheric temperature is maintained. A comparative study of mixing efficiency, total pressure loss, fuel jet penetration and fuel plume area fraction for the different cases evaluate the mixing performance. The simulations show that the Pylon 2 case gives a significant improvement in the performance parameters compared to the other geometries. It is observed that mixing efficiency and fuel jet penetration capability of the system are highly dependent on the streamwise vortex within the flameholder.
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Rashid, Mohd Syazwan Firdaus Mat, Ahmad Hussein Abdul Hamid, Chee Sheng Ow, and Zulkifli Abdul Ghaffar. "An Experimental Investigation on the Effect of Various Swirl Atomizer Orifice Geometries on the Air Core Diameter." Applied Mechanics and Materials 225 (November 2012): 32–37. http://dx.doi.org/10.4028/www.scientific.net/amm.225.32.
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Liquid atomization is a process of changing the liquid into small droplets. There are many applications which are related to liquid atomization including fuel injection in combustion systems and also in agricultural sprays. In pressure swirl atomizer, the liquid is injected into the atomizer through tangential port and a swirling motion is formed inside the swirl chamber. In high strength of swirling motion, an air core will be visible inside the atomizer. The liquid is then discharged from the orifice to form a spray which breaks up the liquid into small droplets. The objective of this research is to investigate the effect of various orifice geometries on the air core diameter. The injection pressure was varied in the range of 2 to 8 bar and water was used as the working fluid. Experiment data shows that the air core diameter increases as the injection pressure increased, regardless the discharge orifice diameter and discharge orifice length. It also found that the air core diameter increases as the discharge orifice length decreases and the discharge orifice diameter increases.
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Yontar, Ahmet Alper, and Yahya Doğu. "Effects of equivalence ratio and CNG addition on engine performance and emissions in a dual sequential ignition engine." International Journal of Engine Research 21, no. 6 (March 18, 2019): 1067–82. http://dx.doi.org/10.1177/1468087419834190.
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Compared to widening usage of CNG in commercial gasoline engines, insufficient but increasing number of studies have appeared in the open literature during last decades, while engine characteristics need to be quantified in exact numbers for each specific fuel and engine. CNG usage in spark-ignition engine offers many advantages such as high specific power outputs, knock resistance, and low CO2 emission. Engine performance and emissions are strong functions of equivalence ratio. This study focuses on determination of the effects of equivalence ratio on engine performance and emissions for a unique commercial engine for three fuels of gasoline, CNG, and gasoline–CNG mixture (90%–10%: G9C1). For this aim, the tests and the three-dimensional in-cylinder combustion computational fluid dynamics analyses were employed in quantification of engine characteristics at wide open throttle position. Equivalence ratios were defined between 0.7 and 1.4. The engine’s maximum torque speed of 2800 r/min was examined. The tested commercial engine is an intelligent dual sequential ignition engine which has unique features such as diagonally positioned two spark-plugs, dual sequential ignition with variable timing and asymmetrical combustion chamber. This gasoline engine was equipped with an independent CNG port-injection system and a specific engine control unit for CNG. In addition, the engine test system has a concomitant dual fuel delivery system that supplies gas fuel into intake airline while liquid gasoline is injected behind the intake valve. Other than testing the engine, the three-dimensional in-cylinder combustion computational fluid dynamics analyses were performed in Star-CD/es-ice software for the three fuels. The CFD model was built by using renormalization group equations, k–ε turbulence model, and G-equation combustion model. Computational fluid dynamics analyses were run for the compression ratio of 10.8:1, equivalence ratio of 1.1, and engine’s maximum torque speed of 2800 r/min. Test results show that brake torque for all fuels increases rapidly from the lean blend to the rich blend. The brake-specific fuel consumption for all fuels decreases from Φ = 0.7 through the stoichiometric region and then slightly increases up to Φ = 1.4. The volumetric efficiencies for three fuels have similar decreasing trend with respect to equivalence ratio. Overall, CNG addition decreases the performance values of torque, brake-specific fuel consumption, volumetric efficiency, brake thermal efficiency, while it decreases emissions of CO2, CO, HC, except NOx. Engine model results show that the maximum in-cylinder pressure is 72 bar at 722 crank angle degree (CAD), 68 bar at 730 CAD, and 60 bar at 735 CAD for gasoline, CNG, and G9C1, respectively. The cumulative heat release for gasoline is 9.09% higher than G9C1, while G9C1 is 15.71% higher than CNG. The CO2 mass fraction for gasoline is about 22.58% lower than G9C1, while it is 40.32% higher than CNG. The maximum mass fraction value of CO is 0.21, 0.17, and 0.08 for gasoline, CNG, and G9C1, respectively. The CO for G9C1 is overall 60.04% lower than CNG and 67.45% lower than gasoline. At maximum point, HC for G9C1 is 31.43% and 71.43% higher than gasoline and CNG, respectively. CNG has the highest level of NOx formation. Maximum NOx mass fractions are 0.0098, 0.0070, and 0.0043 for CNG, G9C1, and gasoline, respectively. After the ignition, the flame development is completed at 1.07, 1.18, and 1.28 ms for gasoline, G9C1, and CNG, respectively. Flame velocities are 28.52, 30.93, and 34.11 m/s for CNG, G9C1, and gasoline, respectively, at 2800 r/min and Φ = 1.1. When the time between ignition moment and top dead center moment is considered, the increment rate of flame center temperature is 904.19, 884.10, and 861.77 K/s for CNG, gasoline, and G9C1, respectively. The highest temperature increment rate occurs for CNG.
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Guan, Wei, Vinícius B. Pedrozo, Hua Zhao, Zhibo Ban, and Tiejian Lin. "Miller cycle combined with exhaust gas recirculation and post–fuel injection for emissions and exhaust gas temperature control of a heavy-duty diesel engine." International Journal of Engine Research 21, no. 8 (February 20, 2019): 1381–97. http://dx.doi.org/10.1177/1468087419830019.
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Miller cycle has been shown as a promising engine strategy to reduce in-cylinder nitrogen oxide (NOx) formation during the combustion process and facilitate its removal in the aftertreatment systems by increasing the exhaust gas temperature. However, the level of NOx reduction and the increase in exhaust gas temperature achieved by Miller cycle alone is limited. Therefore, research was carried out to investigate the combined use of Miller cycle with other advanced combustion control strategies in order to minimise the NOx emissions and the total cost of ownership. In this article, the effects of Miller cycle, exhaust gas recirculation, and post-injection were studied and analysed on the performance and exhaust emissions of a single cylinder heavy-duty diesel engine. A cost–benefit analysis was carried out using the corrected total fluid efficiency, which includes the estimated urea solution consumption in the NOx aftertreatment system as well as the fuel consumption. The experiments were performed at a low load of 6 bar net indicated mean effective pressure. The results showed that the application of a Miller cycle–only strategy with a retarded intake valve closing at −95 crank angle degree after top dead centre decreased NOx emissions by 21% to 6.0 g/kW h and increased exhaust gas temperature by 30% to 633 K when compared to the baseline engine operation. This was attributed to a reduction in compressed gas temperature by the lower effective compression ratio and the in-cylinder mass trapped due to the retarded intake valve closing. These improvements, however, were accompanied by a fuel-efficiency penalty of 1%. A further reduction in the level of NOx from 6.0 to 3.0 g/kW h was achieved through the addition of exhaust gas recirculation, but soot emissions were more than doubled to 0.022 g/kW h. The introduction of a post-injection was found to counteract this effect, resulting in simultaneous low NOx and soot emissions of 2.5 and 0.012 g/kW h, respectively. When taking into account the urea consumption, the combined use of Miller cycle, exhaust gas recirculation, and post-injection combustion control strategies were found to have relatively higher corrected total fluid efficiency than the baseline case. Thus, the combined ‘Miller cycle + exhaust gas recirculation + post-injection’ strategy was the most effective means of achieving simultaneous low exhaust emissions, high exhaust gas temperature, and increased corrected total fluid efficiency.
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Rosignoli, Federico, and Lucio Postrioti. "Experimental Validation of an Innovative Approach for GDI Spray Pattern Recognition." Fuels 2, no. 1 (January 21, 2021): 16–36. http://dx.doi.org/10.3390/fuels2010002.
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In the present automotive scenario, along with hybridization, GDI technology is progressively spreading in order to improve the powertrain thermal efficiency. In order to properly match the fuel spray development with the combustion chamber design, using robust and accurate diagnostics is required. In particular, for the evaluation of the injection quality in terms of spray shape, vision tests are crucial for GDI injection systems. By vision tests, parameters such as spray tip penetration and cone angles can be measured, as the operating conditions in terms of mainly injection pressure, injection strategy, and chamber counter-pressure are varied. Provided that a complete experimental spray characterization requires the acquisition of several thousand spray images, an automated methodology for analyzing spray images objectively and automatically is mandatory. A decisive step in a spray image analysis procedure is binarization, i.e., the extraction of the spray structure from the background. Binarization is particularly challenging for GDI sprays, given their lower compactness with respect to diesel sprays. In the present paper, two of the most diffused automated binarization algorithms, namely the Otsu and Yen methods, are comparatively validated with an innovative approach derived from the Triangle method—the Last Minimum Criterion—for the analysis of high-pressure GDI sprays. GDI spray images acquired with three injection pressure levels (up to 600 bar) and two different optical setups (backlight and front illumination) were used to validate the considered algorithms in challenging conditions, obtaining encouraging results in terms of accuracy and robustness for the proposed approach.
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Blaker, Tore, Morten G. Aarra, Arne Skauge, Lars Rasmussen, Harald K. Celius, Helge Andre Martinsen, and Frode Vassenden. "Foam for Gas Mobility Control in the Snorre Field: The FAWAG Project." SPE Reservoir Evaluation & Engineering 5, no. 04 (August 1, 2002): 317–23. http://dx.doi.org/10.2118/78824-pa.
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Summary The Foam Assisted Water Alternating Gas (FAWAG) project has been a full-scale field demonstration of foam for gas mobility control. It was carried out in the Snorre field on the Norwegian Continental Shelf from 1997 to 2000, with support from the European Commission's Thermie Program. A production well treatment to reduce the producing gas/oil ratio (GOR) was performed in 1996. The FAWAG was initiated in the Central Fault Block (CFB) of the Snorre field in August 1998. A commercial surfactant system, AOS (alpha-olefin-sulphonate), with a carbon chain length mix of C14/C16, was chosen as the foaming agent. Approximately 2000 tons of commercial grade AOS surfactant have been injected. Foam for mobility control in the CFB operation had to be aborted because of operative problems in the target injector P-25A. The main operational conclusion from the CFB operations was that surfactant alternating gas (SAG) injection is preferable to coinjection. Operationally, SAG injection is almost identical to water alternating gas injection (WAG), which is a well-known production method. The concluding demonstration was performed on the Western Fault Block (WFB) in well pair P32-P39. The target injector and producer wells are approximately 1500 m apart. A total of 380 tons of commercial grade surfactant was used. The surfactant was divided into two slugs, each followed by gas injection that lasted until original gas injectivity was restored. The production from WFB has shown that large volumes of gas have been stored, either temporarily or permanently, in the reservoir. It has been estimated that the FAWAG treatment has contributed approximately 250 000 Sm3 of oil. The cost of the treatment in WFB was approximately U.S. $1 million. Introduction Foam is a method to improve sweep efficiency during gas injection, and several field applications of foam have been reported.1–6 In the North Sea, foam application before FAWAG has mainly involved production well treatments.4–6 In 1996, a foam treatment was performed on production well P-18, located in the CFB of the Snorre field.6 Foam was used to reduce the producing GOR. The FAWAG project commenced in 1997 on the CFB of the Snorre field. Snorre is one of the major oil fields on the Norwegian Continental Shelf in the North Sea, located about 150 km off the coast. The reservoir is a massive fluvial deposit within rotated fault blocks. The field was originally developed with water injection as the main drive mechanism and came on stream in 1992. One of the first measures taken to increase production was implementation of a downdip WAG pilot in the CFB. This was later expanded to cover the three main fault blocks in the field. The demonstration of FAWAG was carried out in the CFB and WFB, as described in Fig. 1. The main target for the FAWAG was the Upper Statfjord reservoir zones S1 and S2. Upper Statfjord is a sandstone reservoir with upward coarsening sequences. The permeability is in the range of 400 to 3,500 md, and the blocks are dipping 5 to 9° toward the southwest. The injection is downdip. In the CFB, there is vertical communication between S1 and S2; this seems not to be the case in the WFB target area. In WFB, the injection is below the original water/oil contact. The Snorre oil is originally undersaturated by 260 bar. The injection gas used is identical to the export gas and is rich in intermediate components. Laboratory studies conclude that the gas is miscible with reservoir oil at pressures above 282 bar. The gas and water are injected downdip in all but one fault block in order to use existing water injectors and producers. In areas with direct communication from injector to producer, breakthrough times of gas on the order of 1 month were observed for well distances in excess of 1 km. In the Upper Statfjord sands, the gas will rapidly segregate and move updip. The gas will mix with the oil when the phases are in contact, but the amount of oil contacted is limited in later cycles. Local attics in the reservoir will be well swept by gas, and structural attics behind producers will form secondary gas caps. The principles behind FAWAG are illustrated in Fig. 2. The high mobility of the gas may result in early breakthrough of gas in the producers. On the Snorre field, it is believed that gas either moves on top of the reservoir zone or through other high-permeable zones. By generating foam in the reservoir, it is anticipated both that the gas sweep efficiency is improved and that the oil production is increased. To create the foam, a suitable foaming agent (surfactant) must be used. The surfactant can be applied in different ways. Both injection in a SAG mode and coinjection of aqueous surfactant solution and gas have been investigated in the FAWAG project. As part of the qualification plan for foam, it was decided to carry out two foam pilots: one producer treatment for gas shutoff, and one in-depth treatment to control gas mobility. The mobility-control operation had to be aborted because of operative problems in the target injector. Consequently, the operation was moved to the WFB of Snorre in 1999 for the concluding demonstration. This paper will give a summary of all foam applications on Snorre. Experiences from the foam tests involve logistics, evaluation of the gas-blocking effect, injection design, and gas storage. P-18 Gas Shutoff Treatment The producer treatment was carried out in well P-18 in July 1996,6 where a total of 32 tons of commercial-grade surfactant was used. P-18 was suffering from high GOR caused by premature gas breakthrough from WAG injection. The objectives of the test were to reduce the GOR in P-18 and to bring P-18 in production. The foam was placed in the target reservoir zone, which was isolated in the well during injection by a packer. It became apparent from downhole pressure measurements that a strong foam had been generated in the formation. The treatment resulted in a GOR reduction of more than 50% over a period of 2 months, resulting in a significantly increased oil production from lower reservoir zones. It is expected that a more gentle opening of the well after treatment could have increased the effective treatment period. Other North Sea foam treatments to reduce the producing GOR are discussed in Refs. 4 and 5.
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Vivegananth, M., and A. Ramesh. "A novel method to improve the cold starting ability of a low compression ratio diesel engine through recompression of the charge." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 233, no. 7 (July 12, 2018): 1735–49. http://dx.doi.org/10.1177/0954407018785009.
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Reducing the compression ratio in a diesel engine will result in lower NOx and soot emissions but will lead to problem of starting and combustion instability at cold conditions. In this work, a novel method for improving cold starting ability has been conceptualized and verified through simulations and experiments. In this method, the temperature of the charge is enhanced by ejecting the hot air into the intake manifold at the end of compression stroke. Due to the irreversibility associated with this process, the temperature of the air in the intake manifold increases and this air is again inducted into the cylinder and compressed to further augment the temperature. This cycle is repeated till the temperature at the end of compression is sufficient to autoignite the injected fuel to aid first firing. This methodology was demonstrated on a single cylinder common rail diesel engine with a compression ratio of 14:1, which indicated that the temperature in the intake manifold progressively increased by up to 75 K within 10 crank shaft rotations during cranking. In subsequent experiments with the proposed system, ignition occurred right from the second rotation, whereas there is no combustion occurred in the conventional engine at ambient conditions (28°C). However, at cold condition (10°C), partial combustion was initiated only after 15 recompression rotations and does not produce any positive work output. To mitigate this, the injection schedule was further modified such that the partially burned products were retained in the cylinder without opening the valves and recompressed which autoignited the residual fuel during the subsequent compression stroke. At the end of this compression stroke, the in-cylinder temperature and pressure were high enough and hence the fuel was again injected which resulted in sustained combustion and produced an indicated mean effective pressure (IMEP) of 6 bar that could result in starting even at cold conditions (10°C). Hence, it was demonstrated that the proposed methodology with modified valve timing and injection scheduling has the potential to start the engine at low temperatures particularly with low compression ratios.
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Guan, Wei, Hua Zhao, Zhibo Ban, and Tiejian Lin. "Exploring alternative combustion control strategies for low-load exhaust gas temperature management of a heavy-duty diesel engine." International Journal of Engine Research 20, no. 4 (February 7, 2018): 381–92. http://dx.doi.org/10.1177/1468087418755586.
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The employment of aftertreatment systems in modern diesel engines has become indispensable to meet the stringent emissions regulations. However, a minimum exhaust gas temperature of approximately 200 °C must be reached to initiate the emissions control operations. Low-load engine operations usually result in relatively low exhaust gas temperature, which lead to reduced or no exhaust emissions conversion. In this context, this study investigated the use of different combustion control strategies to explore the trade-off between exhaust gas temperature, fuel efficiency, and exhaust emissions. The experiments were performed on a single-cylinder heavy-duty diesel engine at a light load of 2.2 bar indicated mean effective pressure. Strategies including the late intake valve closing timing, intake throttling, late injection timing (Tinj), lower injection pressure (Pinj), and internal exhaust gas recirculation and external exhaust gas recirculation were investigated. The results showed that the use of external exhaust gas recirculation and lower Pinj was not effective in increasing exhaust gas temperature. Although the use of late Tinj could result in higher exhaust gas temperature, the delayed combustion phase led to the highest fuel efficiency penalty. Intake throttling and internal exhaust gas recirculation allowed for an increase in exhaust gas temperature at the expense of higher fuel consumption. In comparison, late intake valve closure strategy achieved the best trade-off between exhaust gas temperature and net indicated specific fuel consumption, increasing the exhaust gas temperature by 52 °C and the fuel consumption penalty by 5.3% while reducing nitrogen oxide and soot emissions simultaneously. When the intake valve closing timing was delayed to after −107 crank angle degree after top dead centre, however, the combustion efficiency deteriorated and the HC and CO emissions were significantly increased. This could be overcome by combining internal exhaust gas recirculation with late intake valve closure to increase the in-cylinder combustion temperature for a more complete combustion. The results demonstrated that the ‘late intake valve closure + internal exhaust gas recirculation’ strategy can be the most effective means, increasing the exhaust gas temperature by 62 °C with 4.6% fuel consumption penalty. Meanwhile, maintaining high combustion efficiency as well as low HC and CO emissions of diesel engines.
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Rösel, Uta, Maximilian Kneidl, Jörg Franke, and Dietmar Drummer. "Improving the Integrated Fabrication of Insulation Systems in Electric Drives by Injection Molding of Thermosets Due to Processing Conditions and Slot Design." Polymers 15, no. 5 (February 25, 2023): 1165. http://dx.doi.org/10.3390/polym15051165.
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The expanding demand for electro mobility in general and specifically for electrified vehicles requires the expansion of electro mobility technology with respect to variations in the requirements of the process and the application. Within the stator, the electrical insulation system has a high impact on the application properties. So far, limitations, such as the identification of suitable materials for the stator insulation or high costs in the processes, have hindered the implementation of new applications. Therefore, a new technology that allows integrated fabrication via the injection molding of thermosets is founded in order to expand the applications of stators. The possibility of the integrated fabrication of insulation systems to meet the demands of the application can be improved by the processing conditions and the slot design. Within this paper, two epoxy (EP) types with different fillers are investigated to show the impact of the fabrication process in terms of different parameters; these include the holding pressure or the temperature setup, as well as the slot design and with that the flow conditions. To evaluate the improvement in the insulation system of electric drives, a single slot sample, consisting of two parallel copper wires, was used. Then, the two parameters of the average partial discharge (PD) and the partial discharge extinction voltage (PDEV), as well as the full encapsulation detected by microscopy images, were analyzed. It was shown that both characteristics (electric properties—PD and PDEV; full encapsulation) could be improved in terms of an increase in the holding pressure (up to 600 bar) or a reduction in the heating time (around 40 s), as well as the injection speed (down to 15 mm/s). Further, an improvement in the properties can be reached by increasing the space between the wires, as well as the wire and the stack, due to a higher slot depth or by implementing flow-improving grooves that have a positive effect on the flow conditions. With that, the optimization of the integrated fabrication of insulation systems in electric drives via the injection molding of thermosets was enabled with respect to the process conditions and the slot design.
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Jozsa, Viktor, and Krisztian Sztanko. "Flame emission spectroscopy measurement of a steam blast and air blast burner." Thermal Science 21, no. 2 (2017): 1021–30. http://dx.doi.org/10.2298/tsci150616062j.
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Control and online monitoring of combustion have become critical to meet the increasingly strict pollutant emission standards. For such a purpose, optical sensing methods, like flame emission spectrometry, seem to be the most feasible technique. Spectrometry is capable to provide information about the local equivalence ratio inside the flame through the chemiluminescence intensity ratio measurement of various radicals. In the present study, a 15 kW atmospheric burner was analyzed utilizing standard diesel fuel. Its plain jet type atomizer was operated with both air and steam atomizing mediums. Up to now, injection of steam into the reaction zone has attracted less scientific attention contrary to its practical importance. Spatial plots of OH*, CH*, and C2* excited radicals were analyzed at 0.35, 0.7, and 1 bar atomization gauge pressures, utilizing both atomizing mediums. The C2* was found to decrease strongly with increasing steam addition. The OH*/CH* and OH*/C2* chemiluminescence intensity ratios along the axis showed a divergent behavior in all the analyzed cases. Nevertheless, CH*/C2* chemiluminescence intensity ratio decreased only slightly, showing low sensitivity to the position of the spectrometer. The findings may be directly applied in steady operating combustion systems, i. e., gas turbines, boilers, and furnaces.
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Johansson, Anders N., Stina Hemdal, and Petter Dahlander. "Reduction of Soot Formation in an Optical Single-Cylinder Gasoline Direct-Injected Engine Operated in Stratified Mode Using 350 Bar Fuel Injection Pressure, Dual-Coil and High-Frequency Ignition Systems." SAE International Journal of Engines 10, no. 3 (March 14, 2017): 709–21. http://dx.doi.org/10.4271/2017-01-9278.
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