Prediction of Peak Cylinder Pressure Variations Over Varying Inlet Air Condition of Compression-Ignition Engine

2006 ◽  
Vol 129 (2) ◽  
pp. 589-595 ◽  
Author(s):  
Gong Chen
Keyword(s):  
Air Temperature ◽  
Compression Ratio ◽  
Simplified Model ◽  
Compression Ignition ◽  
Cylinder Pressure ◽  
Compression Ignition Engine ◽  
Engine Design ◽  
Peak Cylinder Pressure ◽  
Temperature And Pressure ◽  
Cylinder Compression

Peak cylinder pressure (pmax) of a compression-ignition engine can be affected by the engine inlet air condition, such as its inlet air temperature (Ti) and pressure (pi). The variation of peak cylinder pressure due to varying inlet air temperature or pressure is analytically studied. A model is developed and simplified, and thus the variations of pmax can be predicted along with varying inlet air temperature or pressure. The analysis and prediction indicate that cylinder active compression ratio (CR) and intake air boost ratio (pm0∕pi0) play relatively significant roles in affecting the variation of pmax over inlet air temperature and pressure, and the pressure variation is proportional to CRk and ratio pm0∕pi0. Comparison between the predicted results using the simplified model and those from engine experiments shows a close agreement in both the trend and magnitude. The investigation and prediction also include modeling the variation in pmax due to varying the cylinder TDC clearance volume (Vc). The simplified model is presented and shows that the change in pmax versus varying Vc also depends on the cylinder compression ratio. It is indicated that for a certain change in the clearance volume, a higher compression-ratio configuration would produce a greater change in pmax than a lower one does, especially as the rest of the engine design and operating parameters remain unchanged.

Prediction of Peak Cylinder Pressure Variations Over Varying Inlet Air Condition of Compression-Ignition Engine

2005 ◽  
Author(s):  
Gong Chen
Keyword(s):  
Air Temperature ◽  
Compression Ratio ◽  
Design Parameters ◽  
Compression Ignition ◽  
Cylinder Pressure ◽  
Compression Ignition Engine ◽  
Engine Design ◽  
Peak Cylinder Pressure ◽  
Temperature And Pressure ◽  
Cylinder Compression

Peak cylinder pressure of a compression-ignition engine can be affected by engine inlet air condition such as its temperature and pressure. The variation of peak cylinder pressure due to varying inlet air temperature and pressure is analytically studied in this paper. An analytical model is developed and thus the variations of peak cylinder pressure can be predicted along with inlet air temperature or pressure varying. It is indicated that cylinder compression ratio (CR) and intake air boost ratio (pm0/pi0) play significant roles in affecting the variation of peak cylinder pressure over inlet air temperature and pressure, and the pressure variation is proportional to CRk and pm0/pi0. The predicted results are compared to those from engine experiments, and show a close agreement. The prediction also includes the investigation of the variation in peak cylinder pressure due to varying the cylinder TDC volume. Results from the analytical studies are presented and show that the change in pmax versus a change in the volume is also affected by compression ratio. This indicates that for a certain change in the clearance volume, a higher compression-ratio configuration would produce a greater change in pmax than a lower compression-ratio would with the rest of the engine design parameters remaining unchanged.

Effect of Cryogenic Intake Air Temperature on the In-Cylinder Temperature and Formation of Exhaust Emissions in a Compression Ignition Engine

2019 ◽  
Vol 141 (9) ◽  
Author(s):  
Se Hun Min ◽  
Hyun Kyu Suh ◽  
Seongin Jo ◽  
Suhan Park
Keyword(s):  
Air Temperature ◽  
Mass Fraction ◽  
Equivalence Ratio ◽  
Exhaust Emissions ◽  
Compression Ignition ◽  
Cylinder Pressure ◽  
Compression Ignition Engine ◽  
Rate Of Heat Release ◽  
Ci Engine ◽  
Combustion Behaviors

The objective of this study is to numerically investigate the effect of cryogenic intake air temperature on the in-cylinder temperature and formation of exhaust emissions in a CI engine. The experimental setup was consisted of a single-cylinder diesel engine. The intake air temperature was varied from 18 °C to 40 °C, which was controlled by cooler and heater. Submodels were applied for the simulations of physical/chemical phenomenon of spray and combustion behaviors. The intake air temperature in numerical condition was varied from −18 °C to 18 °C. The numerical results were validated with experimental results for the reliability of this work. The results of this work were compared in terms of cylinder pressure, rate of heat release (ROHR), indicated specific nitrogen oxide (ISNO), indicated specific carbon monoxide (ISCO), ignition delay, in-cylinder temperature distributions, equivalence ratio distributions, NO mass fraction, and CO mass fraction. When the intake air temperature was decreased in steps of 9 °C, the cylinder temperature and cylinder pressure were decreased in steps of about 14.5 °C and 0.05 MPa, respectively. In all cases, the area where the NO formed in the cylinder was identified with the area of the high equivalence ratio and temperature in the cylinder. The amount of CO generation shows the similar distributions in the cylinder according to the intake air temperature conditions. However, the oxidation rate of formed CO under the low intake air temperature was lower than those of the high intake air temperature.

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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