Simultaneous high-speed visualization of soot luminosity and OH∗ chemiluminescence of alternative-fuel combustion in a HSDI diesel engine under realistic operating conditions

2012 ◽  
Vol 159 (7) ◽  
pp. 2516-2529 ◽  
Author(s):  
Markus Jakob ◽  
Thomas Hülser ◽  
Andreas Janssen ◽  
Philipp Adomeit ◽  
Stefan Pischinger ◽  
...  
Keyword(s):  
Diesel Engine ◽  
High Speed ◽  
Alternative Fuel ◽  
Fuel Combustion ◽  
Operating Conditions ◽  
Hsdi Diesel Engine

CFD Modelling of the Effects of Injection Timing on the Combustion Process and Emissions in an HSDI Diesel Engine

2012 ◽  
Author(s):  
Raouf Mobasheri ◽  
Zhijun Peng
Keyword(s):  
Diesel Engine ◽  
High Speed ◽  
Cfd Simulation ◽  
Direct Injection ◽  
Combustion Process ◽  
Injection Timing ◽  
Cfd Modelling ◽  
Combustion Modeling ◽  
Pressure Trace ◽  
Hsdi Diesel Engine

High-Speed Direct Injection (HSDI) diesel engines are increasingly used in automotive applications due to superior fuel economy. An advanced CFD simulation has been carried out to analyze the effect of injection timing on combustion process and emission characteristics in a four valves 2.0L Ford diesel engine. The calculation was performed from intake valve closing (IVC) to exhaust valve opening (EVO) at constant speed of 1600 rpm. Since the work was concentrated on the spray injection, mixture formation and combustion process, only a 60° sector mesh was employed for the calculations. For combustion modeling, an improved version of the Coherent Flame Model (ECFM-3Z) has been applied accompanied with advanced models for emission modeling. The results of simulation were compared against experimental data. Good agreement of calculated and measured in-cylinder pressure trace and pollutant formation trends were observed for all investigated operating points. In addition, the results showed that the current CFD model can be applied as a beneficial tool for analyzing the parameters of the diesel combustion under HSDI operating condition.

Multi-Valve High-Speed Direct Injection Diesel Engines—the Design Challenge

1993 ◽  
Vol 207 (4) ◽  
pp. 307-315
Author(s):  
I P Gilbert ◽  
A R Heath ◽  
I D Johnstone
Keyword(s):  
Diesel Engine ◽  
Fuel Economy ◽  
Cylinder Head ◽  
High Speed ◽  
Fuel Injection ◽  
Direct Injection ◽  
Selection Strategy ◽  
Design Challenge ◽  
Hsdi Diesel Engine ◽  
High Level

The need to increase power, to improve fuel economy and to meet stringent exhaust emissions legislation with a high level of refinement has provided a challenge for the design of a compact high-speed direct injection (HSDI) diesel engine. This paper describes various aspects of cylinder head design with particular consideration of layout and number of valves, valve actuation, port selection strategy, fuel injection systems and cylinder head construction.

Cycle-to-Cycle NO and NOx Emissions From a HSDI Diesel Engine

2018 ◽  
Author(s):  
Felix Leach ◽  
Martin Davy ◽  
Mark Peckham
Keyword(s):  
Diesel Engine ◽  
High Speed ◽  
Nox Emissions ◽  
Nox Formation ◽  
Reduction Techniques ◽  
Light Duty ◽  
Peak Cylinder Pressure ◽  
Crank Angle ◽  
The Difference ◽  
Hsdi Diesel Engine

Engine-out NOx emissions from diesel engines continue to be a major topic of research interest. While substantial understanding has been obtained of engine-out (i.e. before any aftertreatment) NOx formation and reduction techniques, not least EGR which is now well established and fitted to production vehicles, much less data are available on cycle resolved NOx emissions. In this work, crank-angle resolved NO and NOx measurements have been taken from a high-speed light duty diesel engine at test conditions both with and without EGR. These have been combined with 1D data of exhaust flow and this used to form a mass average of NO and NOx emissions per cycle. These results have been compared with combustion data and other emissions. The results show that there is a very strong correlation (R2 > 0.95) between the NOx emitted per cycle and the peak cylinder pressure of that cycle. In addition, the crank-angle resolved NO and NOx measurements also reveal that there is a difference in NO : NO2 ratio (where NO2 is assumed to be the difference between NO and NOx) during the exhaust period, with proportionally more NO2 being emitted during the blowdown period compared to the rest of the exhaust stroke.

scholarly journals Cyclic NO2:NOx ratio from a diesel engine undergoing transient load steps

2019 ◽  
Vol 22 (1) ◽  
pp. 284-294 ◽  
Author(s):  
FCP Leach ◽  
MH Davy ◽  
MS Peckham
Keyword(s):  
Diesel Engine ◽  
High Speed ◽  
Exhaust Gas Recirculation ◽  
Operating Conditions ◽  
Formation Mechanisms ◽  
Exhaust Gas ◽  
Work Cycle ◽  
Wide Range ◽  
Gas Recirculation ◽  
Aftertreatment Systems

As the control of real driving emissions continues to increase in importance, the importance of understanding emission formation mechanisms during engine transients similarly increases. Knowledge of the NO2/NOx ratio emitted from a diesel engine is necessary, particularly for ensuring optimum performance of NOx aftertreatment systems. In this work, cycle-to-cycle NO and NOx emissions have been measured using a Cambustion CLD500, and the cyclic NO2/NOx ratio calculated as a high-speed light-duty diesel engine undergoes transient steps in load, while all other engine parameters are held constant across a wide range of operating conditions with and without exhaust gas recirculation. The results show that changes in NO and NOx, and hence NO2/NOx ratio, are instantaneous upon a step change in engine load. NO2/NOx ratios have been observed in line with previously reported results, although at the lightest engine loads and at high levels of exhaust gas recirculation, higher levels of NO2 than have been previously reported in the literature are observed.

A High-Speed Direct Injection Diesel Engine for Passenger Cars

1988 ◽  
Vol 202 (3) ◽  
pp. 171-181 ◽  
Author(s):  
J A Stephenson ◽  
B A Hood
Keyword(s):  
Diesel Engine ◽  
High Speed ◽  
Fuel Injection ◽  
Direct Injection ◽  
Injection System ◽  
Passenger Cars ◽  
Medium Speed ◽  
Medium Speed Engine ◽  
Hsdi Diesel Engine ◽  
Wide Speed Range

The paper describes the development of a high-speed direct injection (HSDI) diesel engine suitable for passenger car applications. The evolution from a low emissions medium-speed engine, through a four-cylinder 2.3 litre research engine, into a four-cylinder 2.0 litre production engine is presented. The challenge to the engineer has been to develop the HSDI engine to operate with acceptable noise, emissions, smoke and driveability over the wide speed range (up to 5000 r/min) required for passenger cars. The key element in this task was the optimization of the combustion system and fuel injection equipment. The HSDI is shown to have a significant fuel economy advantage over the prechamber indirect injection (IDI) engine. Future developments of the fuel injection system are described which will further enhance the HSDI engine and provide additional noise and emissions control.

Optimization of Injector Spray Configurations for an HSDI Diesel Engine at High Load

2007 ◽  
Author(s):  
Michael J. Bergin ◽  
Rolf D. Reitz
Keyword(s):  
Diesel Engine ◽  
Large Diameter ◽  
Orientation Angle ◽  
Merit Function ◽  
High Load ◽  
Operating Conditions ◽  
Injection Timing ◽  
Swirl Ratio ◽  
Start Of Injection ◽  
Hsdi Diesel Engine

CFD simulations were conducted with the KIVA-3v code with improved spray and combustion sub-models. Combustion analysis was performed using micro-genetic optimizations for a 1.9L HSDI diesel engine at a high load operating conditions (∼15 bar imep). The study explored injector spray configurations, including the number of injector nozzle holes, the hole diameters, and their orientations. The engine swirl ratio and start-of-injection timing were also varied. The optimizations considered injector nozzles with 14, 12, 10 and 8 injector holes. Each configuration included consideration of a pair of injector holes. Variations in the orientation angle of the first hole were explored. For the second hole, both the orientation angle and the azimuthal spacing relative to the first hole were varied. The chosen parameters allowed the holes to be symmetrically spaced or coincident azimuthally. The performance of each simulation was based on a merit function which accounts for fuel economy, NOx and soot emissions. For the test conditions chosen, an 8-hole injector configuration was found to be the best. This is explained by the improved fuel spray penetration and mixing associated with a smaller number of large diameter nozzle holes. For all injector configurations, the optima selected groups of holes where the total angular spacing between holes was less than eight degrees. The optimum swirl ratio found was approximately that of the baseline engine design.

Low-sooting combustion in a small-bore high-speed direct-injection diesel engine using narrow-angle injectors

2008 ◽  
Vol 222 (10) ◽  
pp. 1927-1937 ◽  
Author(s):  
T-G Fang ◽  
R E Coverdill ◽  
C-F F Lee ◽  
R A White
Keyword(s):  
Diesel Engine ◽  
High Speed ◽  
Direct Injection ◽  
Fuel Efficiency ◽  
Operating Conditions ◽  
Injection Timing ◽  
Exhaust Pipe ◽  
Injection Angle ◽  
Direct Injection Diesel Engine ◽  
Combustion Flame

An optically accessible high-speed direct-injection diesel engine was used to study the effects of injection angles on low-sooting combustion. A digital high-speed camera was employed to capture the entire cycle combustion and spray evolution processes under seven operating conditions including post-top-dead centre (TDC) injection and pre-TDC injection strategies. The nitrogen oxide (NO x) emissions were also measured in the exhaust pipe. In-cylinder pressure data and heat release rate calculations were conducted. All the cases show premixed combustion features. For post-TDC injection cases, a large amount of fuel deposition is seen for a narrower-injection-angle tip, i.e. the 70° tip, and ignition is observed near the injector tip in the centre of the bowl, while for a wider-injection-angle tip, namely a 110° tip, ignition occurs near the spray tip in the vicinity of the bowl wall. The combustion flame is near the bowl wall and at the central region of the bowl for the 70° tip. However, the flame is more distributed and centralized for the 110° tip. Longer spray penetration is found for the pre-TDC injection timing cases. Liquid fuel impinges on the bowl wall or on the piston top and a fuel film is formed. Ignition for all the pre-TDC injection cases occur in a distributed way in the piston bowl. Two different combustion modes are observed for the pre-TDC injection cases including a homogeneous bulky combustion flame at earlier crank angles and a heterogeneous film combustion mode with luminous sooting flame at later crank angles. In terms of soot emissions, NO x emissions, and fuel efficiency, results show that the late post-TDC injection strategy gives the best performance.

Study on the Performance of the Organic Rankine Cycle System with Internal Heat Exchanger under Vehicle Engine Various Operating Conditions

2013 ◽  
Vol 856 ◽  
pp. 349-356 ◽  
Author(s):  
Kai Yang ◽  
Hong Guang Zhang ◽  
Zhen Wang ◽  
Jian Zhang ◽  
Fu Bin Yang ◽  
...  
Keyword(s):  
Heat Exchanger ◽  
Diesel Engine ◽  
High Speed ◽  
Organic Rankine Cycle ◽  
Internal Heat ◽  
Rankine Cycle ◽  
Operating Conditions ◽  
Combined System ◽  
Cycle System ◽  
Internal Heat Exchanger

Through experiment, the variation of the exhaust energy of the vehicle diesel engine is studied, a set of vehicle diesel engine-organic Rankine cycle (ORC) combined system with internal heat exchanger (IHE) is designed, the zeotropic mixtures R416A is used as the working fluids for the ORC system with IHE, by theoretical analysis and numerical calculation, the variation of the vehicle diesel engine-ORC combined system with IHE under entire operating conditions of the diesel engine is studied, the calculation results show that, when engine is operating at high speed and high torque, the performance of the vehicle diesel engine-ORC combined system with IHE is higher.

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