Effect of swirl ratio on charge convection, temperature stratification, and combustion in gasoline compression ignition engine

2021 ◽  
Vol 33 (8) ◽  
pp. 085113
Author(s):  
Ashutosh Jena ◽  
Harsimran Singh ◽  
Avinash Kumar Agarwal
Keyword(s):  
Temperature Stratification ◽  
Compression Ignition ◽  
Swirl Ratio ◽  
Compression Ignition Engine

scholarly journals A numerical investigation of isobaric combustion strategy in a compression ignition engine

2020 ◽  
pp. 146808742097037
Author(s):  
Xinlei Liu ◽  
Hammam Aljabri ◽  
Balaji Mohan ◽  
Rafig Babayev ◽  
Jihad Badra ◽  
...  
Keyword(s):  
Heat Transfer ◽  
Thermal Efficiency ◽  
High Efficiency ◽  
Fluid Dynamic ◽  
Spray Angle ◽  
Compression Ignition ◽  
Swirl Ratio ◽  
Combustion Mode ◽  
Compression Ignition Engine ◽  
Dynamic Simulations

Three-dimensional computational fluid dynamic simulations were conducted to study the means to achieve isobaric combustion mode in a compression ignition engine, which is intended to be used in the high-efficiency double compression-expansion engine (DCEE) concept. Compared to the conventional diesel combustion mode, the isobaric combustion mode generated a significantly lower peak combustion pressure, which was beneficial for the high load extension. For both combustion modes, the ignition was triggered downstream of the nozzle, with the heat release dominated by HCO + O2 = CO+HO2, while the injection-combustion duration for the isobaric combustion mode was significantly longer. The effects of swirl ratio, spray angle, and piston geometries on the isobaric combustion at various engine loads were also investigated. The higher swirl ratio resulted in a higher heat transfer loss and thus lower thermal efficiency. Due to the higher air utilization rates and lower heat transfer losses, cases with spray angles of 140° and 150° generated the higher thermal efficiencies. The piston bowl geometry was found to have a significant impact on the mixing and combustion processes, especially at high engine load conditions. For the conditions under study, the original piston geometry with a swirl ratio of 0 and a spray angle of 140° demonstrated the highest thermal efficiency for the isobaric combustion mode. The results of this work will provide guidance in the practical design and implementation of the DCEE concept.

Multi-objective optimizations of the boot injection strategy for reactivity controlled compression ignition engines

2018 ◽  
Vol 20 (8-9) ◽  
pp. 889-910 ◽  
Author(s):  
Kaveh Yazdani ◽  
Ehsan Amani ◽  
Hamid Naderan
Keyword(s):  
Injection Rate ◽  
Fuel Vapor ◽  
Second Law ◽  
Base Case ◽  
Compression Ignition ◽  
Swirl Ratio ◽  
Shape Parameters ◽  
Compression Ignition Engine ◽  
Reactivity Controlled Compression Ignition ◽  
Multi Objective

In this study, multi-objective optimizations of a reactivity controlled compression ignition engine are performed. The main focus is the investigation of effects of seven design variables, including swirl ratio, the first and second start of injections (SOI1 and SOI2), and four injection rate-shape parameters, on the objective parameters, namely, gross indicated efficiency, the second-law efficiency, ringing intensity, and emissions. The results show that in the low swirl ratio range (swirl ratio < 1), the emissions decrease by either increasing boot length or decreasing boot velocity. The physical analysis reveals that this is due to the penetration of the high-reactivity fuel vapor in whole squish area and a large portion of the crevice. This is because the more uniform mixture in the squish region slightly mitigates the formation of hot spots and NOx, and the propagation of reaction deeper into the crevice considerably reduces carbon monoxide and unburned hydrocarbons there. The sensitivity analysis manifests that swirl ratio has the strongest effect on all objectives, and besides swirl ratio, SOI2 has the greatest impact on gross indicated efficiency and emission, while SOI1 has the strongest influence on second-law efficiency and ringing intensity. The optimal case with an advance of SOI1 and a slight retard of SOI2, that is, a longer duration between the two injections, a lower swirl ratio (of 0.5) with respect to the base case, and appropriate injection rate-shape parameters (a high boot length and low boot velocity), achieves the gross indicated efficiency of 54% and merit function of 615.

Pollutant emissions investigation in a compression ignition engine during warm-up time

2017 ◽  
Author(s):  
Naiara Lima Costa ◽  
Ramon Eduardo Pereira Silva ◽  
Letícia Schneider Ferrari
Keyword(s):  
Pollutant Emissions ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Warm Up

scholarly journals An Experimental Investigation on the Effect of Ferrous Ferric Oxide Nano-Additive and Chicken Fat Methyl Ester on Performance and Emission Characteristics of Compression Ignition Engine

Symmetry ◽  
2021 ◽  
Vol 13 (2) ◽  
pp. 265
Author(s):  
Ameer Suhel ◽  
Norwazan Abdul Rahim ◽  
Mohd Rosdzimin Abdul Rahman ◽  
Khairol Amali Bin Ahmad ◽  
Yew Heng Teoh ◽  
...  
Keyword(s):  
Methyl Ester ◽  
Ferric Oxide ◽  
Fossil Fuels ◽  
Specific Energy Consumption ◽  
Experimental Results ◽  
Compression Ignition ◽  
Gas Temperature ◽  
Compression Ignition Engine ◽  
Performance And Emission ◽  
Chicken Fat

In recent years, industries have been investing to develop a potential alternative fuel to substitute the depleting fossil fuels which emit noxious emissions. Present work investigated the effect of ferrous ferric oxide nano-additive on performance and emission parameters of compression ignition engine fuelled with chicken fat methyl ester blends. The nano-additive was included with various methyl ester blends at different ppm of 50, 100, and 150 through the ultrasonication process. Probe sonicator was utilized for nano-fuel preparation to inhibit the formation of agglomeration of nanoparticles in base fuel. Experimental results revealed that the addition of 100 ppm dosage of ferrous ferric oxide nanoparticles in blends significantly improves the combustion performance and substantially decrease the pernicious emissions of the engine. It is also found from an experimental results analysis that brake thermal efficiency (BTE) improved by 4.84%, a reduction in brake specific fuel consumption (BSFC) by 10.44%, brake specific energy consumption (BSEC) by 9.44%, exhaust gas temperature (EGT) by 19.47%, carbon monoxides (CO) by 53.22%, unburned hydrocarbon (UHC) by 21.73%, nitrogen oxides (NOx) by 15.39%, and smoke by 14.73% for the nano-fuel B20FFO100 blend. By seeing of analysis, it is concluded that the doping of ferrous ferric oxide nano-additive in chicken fat methyl ester blends shows an overall development in engine characteristics.

Analysis of temperature and altitude effects on the Global Energy Balance during WLTC

2021 ◽  
pp. 146808742110342
Author(s):  
Francisco Payri ◽  
Jaime Martín ◽  
Francisco José Arnau ◽  
Sushma Artham
Keyword(s):  
Energy Balance ◽  
Ambient Temperature ◽  
Fuel Consumption ◽  
Experimental Measurements ◽  
Compression Ignition ◽  
Oil Viscosity ◽  
Compression Ignition Engine ◽  
Global Energy ◽  
Global Energy Balance ◽  
L Compression

In this work, the Global Energy Balance (GEB) of a 1.6 L compression ignition engine is analyzed during WLTC using a combination of experimental measurements and simulations, by means of a Virtual Engine. The energy split considers all the relevant energy terms at two starting temperatures (20°C and 7°C) and two altitudes (0 and 1000 m). It is shown that reducing ambient temperature from 20°C to −7°C decreases brake efficiency by 1% and increases fuel consumption by 4%, mainly because of the higher friction due to the higher oil viscosity, while the effect of increasing altitude 1000 m decreases brake efficiency by 0.8% and increases fuel consumption by 2.5% in the WLTC mainly due to the change in pumping. In addition, GEB shows that ambient temperature is affecting exhaust enthalpy by 4.5%, heat rejection to coolant by 2%, and heat accumulated in the block by 2.5%, while altitude does not show any remarkable variations other than pumping and break power.

scholarly journals Effect of Injection Timing and Injection Duration of Manifold Injected Fuels in Reactivity Controlled Compression Ignition Engine Operated with Renewable Fuels

Energies ◽  
2021 ◽  
Vol 14 (15) ◽  
pp. 4621
Author(s):  
P. A. Harari ◽  
N. R. Banapurmath ◽  
V. S. Yaliwal ◽  
T. M. Yunus Khan ◽  
Irfan Anjum Badruddin ◽  
...  
Keyword(s):  
Nitric Oxide ◽  
Injection Timing ◽  
Compression Ignition ◽  
Cylinder Pressure ◽  
Compression Ignition Engine ◽  
Compressed Natural Gas ◽  
Reactivity Controlled Compression Ignition ◽  
Brake Thermal Efficiency ◽  
Injection Duration ◽  
Fuel Mixtures

In the current work, an effort is made to study the influence of injection timing (IT) and injection duration (ID) of manifold injected fuels (MIF) in the reactivity controlled compression ignition (RCCI) engine. Compressed natural gas (CNG) and compressed biogas (CBG) are used as the MIF along with diesel and blends of Thevetia Peruviana methyl ester (TPME) are used as the direct injected fuels (DIF). The ITs of the MIF that were studied includes 45°ATDC, 50°ATDC, and 55°ATDC. Also, present study includes impact of various IDs of the MIF such as 3, 6, and 9 ms on RCCI mode of combustion. The complete experimental work is conducted at 75% of rated power. The results show that among the different ITs studied, the D+CNG mixture exhibits higher brake thermal efficiency (BTE), about 29.32% is observed at 50° ATDC IT, which is about 1.77, 3.58, 5.56, 7.51, and 8.54% higher than D+CBG, B20+CNG, B20+CBG, B100+CNG, and B100+CBG fuel combinations. The highest BTE, about 30.25%, is found for the D+CNG fuel combination at 6 ms ID, which is about 1.69, 3.48, 5.32%, 7.24, and 9.16% higher as compared with the D+CBG, B20+CNG, B20+CBG, B100+CNG, and B100+CBG fuel combinations. At all ITs and IDs, higher emissions of nitric oxide (NOx) along with lower emissions of smoke, carbon monoxide (CO), and hydrocarbon (HC) are found for D+CNG mixture as related to other fuel mixtures. At all ITs and IDs, D+CNG gives higher In-cylinder pressure (ICP) and heat release rate (HRR) as compared with other fuel combinations.

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