Effects of Fuel Injection Timing on Combustion and Emissions of a Spark-Ignition Methanol and Methanol/Liquefied Petroleum Gas (LPG) Engine during Cold Start

2009 ◽  
Vol 23 (7) ◽  
pp. 3536-3542 ◽  
Author(s):  
Changming Gong ◽  
Shufang Yan ◽  
Yan Su ◽  
Zhiwei Wang
Keyword(s):  
Fuel Injection ◽  
Cold Start ◽  
Spark Ignition ◽  
Injection Timing ◽  
Liquefied Petroleum Gas ◽  
Fuel Injection Timing

Development of a Low Emissions Upgrade Kit for EMD GP20D and GP15D Locomotives

2012 ◽  
Author(s):  
Steven G. Fritz ◽  
John C. Hedrick ◽  
Tom Weidemann
Keyword(s):  
Fuel Injection ◽  
Diesel Oxidation Catalyst ◽  
Oxidation Catalyst ◽  
Particulate Filter ◽  
Injection Timing ◽  
Fuel Injection Timing ◽  
Tier 1 ◽  
Emission Regulations ◽  
Diesel Oxidation ◽  
Tier 3

This paper describes the development of a low emissions upgrade kit for EMD GP20D and GP15D locomotives. These locomotives were originally manufactured in 2001, and met EPA Tier 1 locomotive emission regulations. The 1,491 kW (2,000 HP) EMD GP20D locomotives are powered by Caterpillar 3516B engines, and the 1,119 kW (1,500 HP) EMD GP15D locomotives are powered by Caterpillar 3512B engines. CIT Rail owns a fleet of 50 of these locomotives that are approaching their mid-life before first overhaul. Baseline exhaust emissions testing was followed by a low emissions retrofit development focusing on fuel injection timing, crankcase ventilation filtration, and application of a diesel oxidation catalyst (DOC), and then later a diesel particulate filter (DPF). The result was a EPA Tier 0+ certification of the low emissions upgrade kit, with emission levels below EPA Line-Haul Tier 3 NOx, and Tier 4 HC, CO, and PM levels.

A STUDY ON FRACTURE CHARACTERISTICS OF THE SM53C USED IN THE CAM SHAFT

2008 ◽  
Vol 22 (09n11) ◽  
pp. 1846-1852 ◽  
Author(s):  
HYUN-BAE JEON ◽  
TAE-HOON SONG ◽  
SUNG-HO PARK ◽  
SUN-CHUL HUH ◽  
WON-JO PARK
Keyword(s):  
High Frequency ◽  
Fuel Injection ◽  
High Hardness ◽  
Induction Hardening ◽  
Injection Timing ◽  
Surface Strength ◽  
Fracture Characteristics ◽  
Fuel Injection Timing ◽  
Hardening Heat Treatment ◽  
High Frequency Induction

This experimental study investigates the fracture characteristics of the camshaft made with newly developed SM53C material. As part of the countermeasure, use the surface hardening heat treatment. Cam shaft which is a part of automobile engine is very essential when traveling and significant to fuel injection timing. Stiffness and efficiency are important for automobile sash which have a durability of the engine. High hardness and durability are necessary, because engine output is affected by cam shaft directly. So, high-frequency induction hardening is very important because of increasing the surface strength. The shape of hardening depth, hardened structure, hardness, and fracture characteristics of SM53C composed by carbon steel are also investigated.

Effect of Fuel Injection Timing Relative to Ignition Timing on the Natural-Gas Direct-Injection Combustion

2001 ◽  
Author(s):  
Zuohua Huang ◽  
Seiichi Shiga ◽  
Takamasa Ueda ◽  
Nobuhisa Jingu ◽  
Hisao Nakamura ◽  
...  
Keyword(s):  
Heat Release ◽  
Late Stage ◽  
Equivalence Ratio ◽  
Fuel Injection ◽  
Direct Injection ◽  
Injection Timing ◽  
Ignition Timing ◽  
Fuel Injection Timing ◽  
Initial Stage ◽  
Wide Range

Abstract Effect of fuel injection timing relative to ignition timing on natural gas direct-injection combustion was studied by using a rapid compression machine. The ignition timing was fixed at 80 ms from the compression start. When the injection timing was relatively earlier (injection start at 60 ms), the heat release pattern showed slower burn in the initial stage and faster burn in the late stage, which is similar to that of flame propagation of a premixed gas. In contrast to this, when the injection timing was relatively later (injection start at 75 ms), the heat release rate showed faster burn in the initial stage and slower burn in the late stage, which is similar to that of diesel combustion. The shortest duration was realized at the injection end timing of 80 ms (the same timing as the ignition timing) over the wide range of equivalence ratio. The degree of charge stratification and the intensity of turbulence generated by the fuel jet is considered to cause these behaviors. Earlier injection leads to longer duration of the initial combustion, whereas the later injection does longer duration of the late combustion. Earlier injection showed relatively lower CO emission while later injection produces relatively lower NOx emission. It was suggested that earlier injection leads to lower mixture stratification combustion and later injection leads to higher mixture stratification combustion. Combustion efficiency maintained high value over the wide range of equivalence ratio.

Effects of injection parameters on the amount of wall-wet fuel in a port-fuel-injected spark-ignition engine during cold start

2019 ◽  
Vol 22 (1) ◽  
pp. 184-198
Author(s):  
Mikiya Araki ◽  
Katsuya Sakairi ◽  
Takashi Kuribara ◽  
Juan C González Palencia ◽  
Seiichi Shiga ◽  
...  
Keyword(s):  
Mass Fraction ◽  
Fuel Injection ◽  
Cold Start ◽  
Spark Ignition ◽  
Stokes Number ◽  
Liquid Films ◽  
Spark Ignition Engine ◽  
Spray Angle ◽  
Short Period ◽  
Two Parameters

In a four-stroke cycle port-fuel-injected spark-ignition engine, a significant portion of unburned hydrocarbons is exhausted during the short period of cold start. The aim of this study is to investigate the physics behind the wall-wet phenomena and its determining parameter as simply as possible even though qualitative to some extent. The test engine is driven at a constant speed of 350 r/min. The fuel injection starts at a certain cycle, and the cycles required for the first ignition is counted. Three gasoline injectors having different atomization characteristics are used for port fuel injection, and the droplet size, the spray angle and the spray velocity are varied independently. The fuel transport phenomena from the injector to the cylinder are characterized by only two parameters, α and β, the mass fraction of the fuel without wall-wet and the mass fraction of the evaporated fuel from liquid films on walls. They are determined so that all the first ignition cycles observed experimentally are consistently reproduced by the model. The value of α is successfully determined for every single injector, and it increases monotonously with the decrease in the Stokes number.

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