Effect of Fuel Injection Pressure and Premixed Ratio on Mineral Diesel-Methanol Fueled Reactivity Controlled Compression Ignition Mode Combustion Engine

2020 ◽  
Vol 142 (12) ◽  
Author(s):  
Akhilendra Pratap Singh ◽  
Nikhil Sharma ◽  
Dev Prakash Satsangi ◽  
Avinash Kumar Agarwal
Keyword(s):  
Fuel Injection ◽  
Combustion Engine ◽  
Engine Performance ◽  
Injection Pressure ◽  
High Reactivity ◽  
Compression Ignition ◽  
Oxides Of Nitrogen ◽  
Reactivity Controlled Compression Ignition ◽  
Hc Emissions ◽  
Fuel Injection Pressure

Abstract Reactivity controlled compression ignition (RCCI) mode combustion has attracted significant attention because of its superior engine performance and significantly lower emissions of oxides of nitrogen (NOx) and particulate matter (PM) compared with conventional compression ignition (CI) mode combustion engines. In this experimental study, effects of fuel injection pressure (FIP) of high reactivity fuel (HRF) and premixed ratio of low reactivity fuel (LRF) were evaluated on a diesel-methanol fueled RCCI mode combustion engine. Experiments were performed in a single cylinder research engine at a constant engine speed (1500 rpm) and constant engine load (3 bar BMEP) using three different FIPs (500, 750, and 1000 bar) of mineral diesel and four different premixed ratios (rp = 0, 0.25, 0.50, and 0.75) of methanol. Results showed that RCCI mode resulted in more stable combustion compared with baseline CI mode combustion. Increasing FIP resulted in relatively higher knocking, but it reduced with increasing premixed ratio. Relatively higher brake thermal efficiency (BTE) of RCCI mode combustion compared with baseline CI mode combustion is an important finding of this study. BTE increased with increasing FIP of mineral diesel and increasing premixed ratio of methanol. Relatively dominant effect of increasing FIP on BTE at higher premixed ratios of methanol was also an important finding of this study. RCCI mode combustion resulted in higher carbon monoxide (CO) and hydrocarbon (HC) emissions, but lower PM and NOx emissions compared with baseline CI mode combustion. Increasing FIP of HRF at lower premixed ratios reduced the number concentration of particles; however, effect of FIP became less dominant at higher premixed ratios. Relatively higher number emissions of nanoparticles at higher FIPs were observed. Statistical and qualitative correlations exhibited the importance of suitable FIP at different premixed ratios of LRF on emission characteristics of RCCI mode combustion engine.

Split Injection Strategies for Biodiesel-Fueled Premixed Charge Compression Ignition Combustion Engine—Part II: Particulate Studies

2020 ◽  
Vol 142 (12) ◽  
Author(s):  
Akhilendra Pratap Singh ◽  
Avinash Kumar Agarwal
Keyword(s):  
Fuel Injection ◽  
Combustion Engine ◽  
Chemical Characterization ◽  
Injection Pressure ◽  
Morphological Characterization ◽  
Pilot Injection ◽  
Compression Ignition ◽  
Main Injection ◽  
Fuel Injection Pressure ◽  
Injection Strategies

Abstract In this study, experiments were performed in a single-cylinder research engine to investigate the particulate matter (PM) characteristics of the engine operated in premixed charge compression ignition (PCCI) mode combustion vis-a-vis baseline compression ignition (CI) mode combustion using three test fuels, namely, B20 (20% v/v biodiesel blended with mineral diesel), B40 (40% v/v/ biodiesel blended with mineral diesel), and baseline mineral diesel. The experiments were carried out at constant fuel injection pressure (FIP) (700 bar), constant engine speed (1500 rpm), and constant fuel energy input (0.7 kg/h diesel equivalent). PM characteristics of PCCI mode combustion were evaluated using two different fuel injection strategies, namely, single pilot injection (SPI) (35 deg before top dead center (bTDC)) and double pilot injection (DPI) (35 deg and 45 deg bTDC) at four different start of main injection (SoMI) timings. Results showed that both PCCI mode combustion strategies emitted significantly lower PM compared to baseline CI mode combustion strategy. However, the blending of biodiesel resulted in relatively higher PM emissions from both CI and PCCI combustion modes. Chemical characterization of PM showed that PCCI mode combustion emitted relatively lower trace metals compared to baseline CI mode combustion, which reduced further for B20. For detailed investigations of particulate structure, morphological characterization was done using transmission electron microscopy (TEM), which showed that PM emitted by B20-fueled PCCI mode combustion posed potentially lower health risk compared to baseline mineral diesel-fueled CI mode combustion.

scholarly journals Performance and Emissions Analysis of 4-Stroke Biodiesel Engine at Different Injection Pressure

2021 ◽  
Vol 9 (VI) ◽  
pp. 2361-2372
Author(s):  
Pal Vishal H.
Keyword(s):  
Alternative Fuels ◽  
Fuel Injection ◽  
Combustion Engine ◽  
Engine Performance ◽  
Injection Pressure ◽  
Experimental Investigations ◽  
Biodiesel Fuel ◽  
Performance And Emissions ◽  
Fuel Injection Pressure ◽  
Carbon Dioxide Co2

Alternative fuels for diesel engines have become increasingly important due to several socioeconomic aspects, imminent depletion of fossil fuel and growing environmental concerns. Global warming concerns due to the production of greenhouse gases (GHGs) such as carbon dioxide (CO2) as results from internal combustion engine have seen as one of major factor the promotion of the use of biofuels. Therefore, the use of biodiesel fuel (BDF) as an alternative for fossil diesel (DSL) is among the effective way to reduce the CO2 emission. In this experimental study, the effects on engine performance and fuel-induced emission characteristics were studied using fuel blends and under different fuel injection pressure. Even though the brake thermal efficiency was obtained maximum for the conventional diesel at standard operating condition, the same can also be achieved with biodiesel blends by increasing the injection pressure higher than that of the level used for conventional diesel. This experimental test was done using a small 4-stroke single cylinder diesel engine with electric dynamometer loads integrated with emission gas analyser that attached to the exhaust pipeline. As results of experimental investigations, decreasing in NOX Emission, SOX Emission, CO Emission and also brake specific fuel consumption compare to pure diesel.

scholarly journals Influence of Fuel Injection Pressure on the Emissions Characteristics and Engine Performance in a CRDI Diesel Engine Fueled with Palm Biodiesel Blends

Energies ◽  
2019 ◽  
Vol 12 (20) ◽  
pp. 3837 ◽  
Author(s):  
Sam Ki Yoon ◽  
Jun Cong Ge ◽  
Nag Jung Choi
Keyword(s):  
Diesel Engine ◽  
Diesel Fuel ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Biodiesel Fuel ◽  
Nox Emissions ◽  
Oxides Of Nitrogen ◽  
Fuel Blend ◽  
Engine Load ◽  
Fuel Injection Pressure

This experiment investigates the combustion and emissions characteristics of a common rail direct injection (CRDI) diesel engine using various blends of pure diesel fuel and palm biodiesel. Fuel injection pressures of 45 and 65 MPa were investigated under engine loads of 50 and 100 Nm. The fuels studied herein were pure diesel fuel 100 vol.% with 0 vol.% of palm biodiesel (PBD0), pure diesel fuel 80 vol.% blended with 20 vol.% of palm biodiesel (PBD20), and pure diesel fuel 50 vol.% blended with 50 vol.% of palm biodiesel (PBD50). As the fuel injection pressure increased from 45 to 65 MPa under all engine loads, the combustion pressure and heat release rate also increased. The indicated mean effective pressure (IMEP) increased with an increase of the fuel injection pressure. In addition, for 50 Nm of the engine load, an increase to the fuel injection pressure resulted in a reduction of the brake specific fuel consumption (BSFC) by an average of 2.43%. In comparison, for an engine load of 100 Nm, an increase in the fuel injection pressure decreased BSFC by an average of 0.8%. Hydrocarbon (HC) and particulate matter (PM) decreased as fuel pressure increased, independent of the engine load. Increasing fuel injection pressure for 50 Nm engine load using PBD0, PBD20 and PBD50 decreased carbon monoxide (CO) emissions. When the fuel injection pressure was increased from 45 MPa to 65 MPa, oxides of nitrogen (NOx) emissions were increased for both engine loads. For a given fuel injection pressure, NOx emissions increased slightly as the biodiesel content in the fuel blend increased.

Effects of Different Biodiesel Blends on Heat Release and Its Related Parameters

2006 ◽  
Author(s):  
Girish Parvate-Patil ◽  
Manuel Vasquez ◽  
Malcolm Payne
Keyword(s):  
Diesel Engine ◽  
Heat Release ◽  
Fuel Injection ◽  
Load Condition ◽  
Engine Performance ◽  
Injection Pressure ◽  
Single Cylinder ◽  
Medium Speed ◽  
Performance And Emissions ◽  
Fuel Injection Pressure

This paper emphasizes on the effects of different biodiesels and diesel on; heat release, ignition delay, endothermic and exothermic reactions, NOx, fuel injection pressure due to the fuel’s modulus of elasticity and cylinder pressure. Two 100% biodiesel and its blends of 20% with of low sulfur #2 diesel, and #2 diesel are tested on a single cylinder diesel engine under full load condition. Engine performance and emissions data is obtained for 100% and 20% biodiesels blends and #2 diesel. Testes were conducted at Engine Systems Development Centre, Inc. (ESDC) to evaluate the effects of biodiesel and its blends on the performance and emissions of a single-cylinder medium-speed diesel engine. The main objective of this work was to gain initial information and experience about biodiesel for railway application based on which biodiesel and its blends could be recommended for further investigation on actual locomotives.

scholarly journals Analysis of Fuel Injection Pressure Effect on Diesel Engine Combustion Opacity Value

2020 ◽  
Vol 1 (1) ◽  
pp. 1-5
Author(s):  
Andi Firdaus Sudarma ◽  
Hadi Pranoto ◽  
Mardani A. Sera ◽  
Amiruddin Aziz
Keyword(s):  
Fuel Injection ◽  
Engine Performance ◽  
Injection Pressure ◽  
Fuel Spray ◽  
Idle Speed ◽  
Injector Nozzle ◽  
Engine Combustion ◽  
Nozzle Pressure ◽  
Smoke Opacity ◽  
Fuel Injection Pressure

The use of diesel engines for vehicle applications has expanded for decades. However, it produces black smoke in the form of particulate matter contains fine and invisible particles during operation. The popular method for measuring the smoke opacity is by using a smoke meter for its simplicity and less costly. Fuel injection pressure is one of the parameters that affect the emission significantly, and the proper nozzle adjustment can reduce the density of exhaust gases and improve the engine performance. The purpose of this study is to determine the optimum fuel spray pressure that produces the lowest opacity value and analyse the effect of fuel spray pressure on the opacity value at a different engine speed. The present experiment uses the Hyundai D4BB engine, and the pressure variations were implemented on the injector nozzle at 125, 130, and 135 kg/cm2. The engine was also tested with various engine idle speed, i.e., 1000, 1500, 2000, and 2500 rpm. It has been found that the optimum distance of fuel spraying is 147.679 mm with injector nozzle pressure 130 kg/cm2, and the value of opacity is 9.51%.

scholarly journals Effect of port injection pressure on mixture quality in Homogeneous charges compression ignition (HCCI) engine

2021 ◽  
Vol 9 (2) ◽  
pp. 37-41
Keyword(s):  
Diesel Engine ◽  
Fuel Injection ◽  
Injection Pressure ◽  
The Other ◽  
Emission Characteristics ◽  
Compression Ignition ◽  
Fuel Injector ◽  
Compression Ignition Engine ◽  
Hcci Engine ◽  
Fuel Injection Pressure

The purpose of this study is to investigate the effect of fuelinjection pressure onhomogeneous charge formation and performanceand emission characteristics of Homogeneous charge compression ignition engine. The fuel injection pressure isone of the primary parameter for improvingthe homogeneity of the mixture and governing the power output and emission characteristics of HCCI engine. In this investigation, diesel fuelwasinjected at different injection pressuresas 2bar, 3bar, 4bar and 5bar respectively throughbyport fuel injector. The experimental investigationsshow that increasing the fuel injection pressure will promote the fuel to penetrate with air and creates well pre mixedair/fuel charge.The result shows, the specific fuel consumption (SFC) of HCCI engine isslightlyhigherthan the SFC of conventional diesel engine.The HCCI engine with 3bar injection pressure operated engine has lower SFC values compared to other injection pressure operated HCCI engine.The brake thermal efficiency of HCCI engine, operated with 3barinjection pressure has maximum BTE values over the other injection pressure operated engine.From theresult, it is observed that HCCI engine has lower smoke density values compared to conventional diesel engine andfurther reducedby increasing the fuel injection pressure. The 3bar injection pressure operated HCCI engine has emitted lower smoke densitycompared to other injection pressure operated HCCI engine. The 3bar injection pressureoperated HCCIengine hasemittedmaximum oxides of nitrogen (NOx) emissions than the other injection pressure operated HCCI engine. Other exhaust emissions of carbon monoxide (CO) and hydrocarbon (HC)emissions are increased when compared toconvention diesel engine

Experimental Investigation and Thermodynamic Modelling of an RCCI Engine With Gasoline and Ethanol As Pilot Fuels

2019 ◽  
Author(s):  
Chinmaya Mishra ◽  
P. M. V. Subbarao
Keyword(s):  
Experimental Investigation ◽  
Engine Performance ◽  
High Reactivity ◽  
Low Temperature Combustion ◽  
Oxides Of Nitrogen ◽  
Reactivity Controlled Compression Ignition ◽  
Simultaneous Reduction ◽  
Temperature Combustion ◽  
Energy Share ◽  
Reduction Of Oxides

Abstract Reactivity controlled compression ignition (RCCI) is an emerging premix low temperature combustion philosophy. Contemporary understanding suggests that RCCI concept with a premix high octane (low reactivity) fuel and direct injected high cetane (high reactivity) fuel ensures in-cylinder stratification of equivalence ratio as well as fuel reactivity. This stratification of reactivity coupled with partial premixing ensures simultaneous reduction of oxides of nitrogen and smoke. Furthermore, the induced delay in combustion phasing and high compression ratio ensures diffusive flames away from piston surface resulting in higher thermal efficiency. In the present work, an experimental investigation was carried out using port injected gasoline and anhydrous ethanol as low reactivity pilot fuels and direct injected diesel as high reactivity main fuel under various energy share. A comparative study of both the pilot fuels were carried out in terms of engine performance, emission and in-cylinder behavior in both representative and statistical perspective.

A Study on the Performance and Emissions Characteristics of a DI Compression Ignition Engine Operated With LPG and DTBP Blending Fuels

2011 ◽  
Author(s):  
Hoin Kang ◽  
Jerald A. Caton ◽  
Seangwock Lee ◽  
Seokhwan Lee ◽  
Seungmook Oh
Keyword(s):  
Combustion Chamber ◽  
Fuel Injection ◽  
Ambient Pressure ◽  
Injection Pressure ◽  
Chamber Pressure ◽  
Injection Timing ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Bench Tests ◽  
Fuel Injection Pressure

LPG (Liquefied Petroleum Gas) has been widely used as an alternative fuel for gasoline and diesel vehicles in light of clean fuel and diversity of energy resources. But conventional LPG vehicles using carburetors or MPI fuel injection systems can’t satisfy the emissions regulations and CO2 targets of the future. Therefore, it is essential to develop LPG engines of spark ignition or compression ignition type such that LPG fuel is directly injected into the combustion chamber under high pressure. A compression ignition engine using LPG is the ideal engine with many advantages of fuel economy, heat efficiency and low CO2, even though it is difficult to develop due to the unique properties of LPG. This paper reports on numerical and experimental studies related to LPG fuel for a compression ignition engine. The numerical analysis is conducted to study the combustion chamber shape with CATIA and to analyze the spray and fluid behaviors with FLUENT for diesel and LPG (n-butane 100%) fuels. In one experimental study, a constant volume chamber is used to observe the spray formation for the chamber pressure 0 to 3MPa and to analyze the flame process, P-V diagram, heat release rate and emissions through the combustion of LPG fuel with the cetane additive DTBP (Di-tert-butyl peroxide) 5 to 15 wt% at 25MPa of fuel injection pressure. In engine bench tests, experiments were performed to find the optimum injection timing, lambda, COV and emissions for the LPG fuel with the cetane additive DTBP 5 to 15 wt% at 25MPa fuel injection pressure and 1500 rpm. The penetration distance of LPG (n-butane 100%) was shorter than that of diesel fuel and LPG was sensitive to the chamber pressure. The ignition delay was in inverse proportion to the ambient pressure linearly. In the engine bench tests, the optimum injection timing of the test engine to the LPG fuel with DTBP 15 wt% was about BTDC 12° CA at all loads and 1500 rpm. An increasing of DTBP blending ratio caused the promotion of flame and fast burn and this lead to reduce HC and CO emissions, on the other hand, to increase NOx and CO2 emissions.

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