scholarly journals Numerical Investigation of an RCCI Engine Fueled with Natural Gas/Dimethyl-Ether in Various Injection Strategies

Energies ◽  
2021 ◽  
Vol 14 (6) ◽  
pp. 1638
Author(s):  
Ayat Gharehghani ◽  
Alireza Kakoee ◽  
Amin Mahmoudzadeh Andwari ◽  
Thanos Megaritis ◽  
Apostolos Pesyridis
Keyword(s):  
Fuel Injection ◽  
Single Injection ◽  
Split Injection ◽  
Lower Efficiency ◽  
Injection Strategy ◽  
Compression Ignition Engines ◽  
Start Of Injection ◽  
Single Strategy ◽  
Direct Fuel Injection ◽  
Injection Strategies

Reactivity control compression ignition engines illustrated suitable abilities in emission reduction beside high thermal efficiency. In this research, nine various direct fuel injection strategies were studied numerically: three cases with single injection strategy and six cases with split injection and different start of injection (SOI). In all simulated cases, equivalence ratio kept constant (i.e., 0.3). Among various strategies, single injection showed higher IMEP as a factor of efficiency with about 5.39 bar that occurred at SOI = 60 before top dead center (bTDC), while lower efficiency was observed for split injection case with 50%-50% injections of fuel in each injection stage. Start of combustion (SOC), burn duration and CA50 as factors for combustion characteristics were affected with SOI changes. In single SOI strategies, more advanced injection caused more advanced SOC where there was about 1.3 CAD advancing from 40 to 80 bTDC injection. Spilt SOI showed more advanced SOC, which, also more advanced, was allocated to 50%-50% split injection strategy. There was also the same trend in CA50 changes during change in SOI. Burn duration variations were insignificant and all of them approximately close to 4.5 CAD. According to the emissions researched in this study (Nitrogen Oxides (NOx), monoxide carbon (CO) and unburned hydro carbons (UHC)), all of these pollutants are below euro six diesel standards. Contours of emissions show that there were appropriate SOI for each case study, which were 45 degree bTDC for single strategy, 48 degree bTDC for 80%-20% mass injection and 70 degree bTDC for 50%-50% cases.

Effects of split and single injection strategies on particle number emission and combustion of a GDI engine

2018 ◽  
Vol 233 (5) ◽  
pp. 1100-1114 ◽  
Author(s):  
Fangxi Xie ◽  
Wenliang Zheng ◽  
Hong Chen ◽  
Yu Liu ◽  
Yan Su ◽  
...  
Keyword(s):  
Fuel Consumption ◽  
Particle Number ◽  
Fuel Injection ◽  
Single Injection ◽  
Specific Fuel Consumption ◽  
Injection Timing ◽  
Brake Specific Fuel Consumption ◽  
Split Injection ◽  
Injection Strategy ◽  
Injection Strategies

Influence of fuel injection parameters of the single and split injection strategies on combustion, performance and particle number emission had been investigated on a gasoline direct injection engine with stoichiometric mixture combustion under medium and low engine operating conditions. The test results showed that the optimal injection timing for single injection strategy was about 290–280 °CA BTDC, and an earlier or a later injection timing could lead to a deterioration of particle number emission. For split injection strategy, the injected parameters also needed to be optimized subtly in order to improve particle number emission. When the inappropriate injected parameters were adopted, particle number emission increased rather than decrease when compared with single injection strategy. Similar to single injection strategy, when the second injection timing of split injection strategy further retarded from 280 °CA BTDC, the particle number emission and brake-specific fuel consumption also started to deteriorate, and the in-cylinder combustion process was delayed and slowed. The optimal first injection timing was about 300 °CA BTDC. When the first injection timing was delayed to 280 °CA BTDC with the second injection timing being 260 °CA BTDC, the particle number emission increased and the shortened interval time between first and second fuel injection might have had a negative effect. The smaller difference of the fuel quantity between the first and the second injection was not good for the improvement of particle number emission and brake-specific fuel consumption, and the best injection proportion was 2:8. Overall, the engine particle number emission could be decreased to some extent, which could reach about 10–30%, by split injection strategy with optimal control parameters at medium and low engine loads.

Influence of injection strategies on knock resistance and combustion characteristics in a DISI engine

2018 ◽  
Vol 233 (10) ◽  
pp. 2637-2649
Author(s):  
Haiqiao Wei ◽  
Jie Yu ◽  
Aifang Shao ◽  
Lei Zhou ◽  
Jianxiong Hua ◽  
...  
Keyword(s):  
Single Injection ◽  
Operating Conditions ◽  
Spark Ignition Engine ◽  
Combustion Stability ◽  
Injection Timing ◽  
Split Injection ◽  
Injection Strategy ◽  
Double Injection ◽  
The Impact ◽  
Injection Strategies

The combustion of a direct injection spark ignition engine is significantly affected by the fuel injection strategy due to the impact this strategy has on the gas-mixture formation and the turbulence flow. However, comprehensive assessments on both knock and engine performances for different injection strategies are generally lacking. Therefore, the main objective of the present study is to provide an experimental evidence of how a single injection strategy and a split injection strategy compare in terms of both knock tendency and engine performances like thermal efficiency, torque and combustion stability. Starting from the optimization of a single injection strategy, a split injection strategy is then evaluated. Under the present operating conditions, an optimum secondary injection timing of 100 CAD BTDC is found to have significant improvements on both the knock resistance and the overall engine performances. It should be noted that the present results indicate that the relationship between double injection and anti-knock performance is not monotonous. In addition, the double injection shows superior potential in improving fuel economy and power performance in contrast with the single injection thanks to a more stable combustion when a late injection timing is applied.

scholarly journals Optimizing split fuel injection strategies to avoid pre-ignition and super-knock in turbocharged engines

2019 ◽  
Vol 22 (1) ◽  
pp. 199-221 ◽  
Author(s):  
Eshan Singh ◽  
Kai Morganti ◽  
Robert Dibble
Keyword(s):  
Fuel Injection ◽  
Combustion Process ◽  
Effective Pressure ◽  
Split Injection ◽  
Injection Strategy ◽  
Gasoline Engines ◽  
Specific Output ◽  
Indicated Mean Effective Pressure ◽  
Cycle Variation ◽  
Injection Strategies

Fuel injection strategies often have a considerable impact on pre-ignition in high specific output gasoline engines. Splitting the injection event into two or more pulses has been widely explored as one means of reducing pre-ignition. As effective as these strategies can be with respect to pre-ignition suppression, they often introduce other compromises into the combustion process, for example, reduced indicated mean effective pressure or greater cycle-to-cycle variation. This study examines a split injection strategy with up to three injection pulses for suppressing pre-ignition, while optimizing the start of injection and duration of injection to minimize the associated compromises on the combustion process. The results demonstrate that splitting the injection event generally lowers the in-cylinder temperature and reduces the fuel mass that reaches the cylinder liner. This leads to a lower probability of creating oil-fuel droplets, which may act as a precursor for pre-ignition. The split injection strategy with a late injection when the piston is close to top dead center is shown to perform even better in terms of pre-ignition suppression, while providing comparable indicated mean effective pressure and cycle-to-cycle variation to the baseline case with a single injection pulse. Finally, the injection pressure is varied to establish an optimal combination of operating parameters for avoiding pre-ignition in high specific output gasoline engines.

scholarly journals Temporal Evolution of Split-Injected Fuel Spray at Elevated Chamber Pressures

Energies ◽  
2019 ◽  
Vol 12 (22) ◽  
pp. 4284 ◽  
Author(s):  
Gang Wu ◽  
Xinyi Zhou ◽  
Tie Li
Keyword(s):  
High Speed ◽  
Fuel Injection ◽  
Penetration Rate ◽  
Injection Pressure ◽  
Test System ◽  
Injection Rate ◽  
Spray Angle ◽  
Split Injection ◽  
Injection Strategy ◽  
Injection Strategies

For reducing soot and NOx emissions, an effective method is to apply split injection strategies. In this research, characteristics of split injection were investigated by applying the pilot-main injection strategy and main-post injection strategy. The injection mass of fuel with the two strategies was measured by an in-house fuel injection rate test system based on the Bosch method. The development of spray tip and tail penetrations, as well as the evolvement of the spray angle when applying these two injection strategies, were explored by employing the high speed shadowgraphy at various injection pressures and surrounding gas densities. The results indicate the tail penetration rate of spray has no relation to the fuel injection pressure. However, the increased injection pressure causes a faster penetration development in the spray tip position. It was also found that the spray tip penetration rate of the second spray is slightly slower than that of the first spray at the beginning stage of injection, but it was significantly larger than the first one at the later stage.

Effect of Injection Timing on PPCI and MPCI Mode Fueled With Straight-Run Naphtha

2013 ◽  
Vol 136 (3) ◽  
Author(s):  
Hongqiang Yang ◽  
Shijin Shuai ◽  
Zhi Wang ◽  
Jianxin Wang
Keyword(s):  
Diesel Fuel ◽  
Single Injection ◽  
Operating Conditions ◽  
Premixed Combustion ◽  
Spray Combustion ◽  
Injection Timing ◽  
Soot Emission ◽  
Compression Ignition ◽  
Injection Strategy ◽  
Injection Strategies

Partially premixed compression ignition (PPCI) and multiple premixed compression ignition (MPCI) mode of straight-run naphtha have been investigated under different injection strategies. The MPCI mode is realized by the multiple premixed combustion processes in a sequence of “spray-combustion-spray-combustion” around the compression top dead center. The spray and combustion events are preferred to be completely separated, without any overlap in the temporal sequence in order to ensure the multiple-stage premixed compression ignition. The PPCI mode is well known as the “spray-spray-combustion” sequence, with the start of combustion separated from the end of injection. Straight-run naphtha with a research octane number (RON) of 58.8 is tested in a single cylinder compression ignition engine whose compression ratio is 16.7 and displacement is 0.5 l. Double and triple injection strategies are investigated as the last injection timing sweeping at 1.0 MPa IMEP and 1800 rpm conditions. The MPCI mode is achieved using the double injection strategy, but its soot emission is higher than the PPCI mode under triple injection strategy. This is mainly because of the lower RON of the straight-run naphtha and the ignition delay is too short to form an ideally premixed combustion process after the second injection of straight-run naphtha. Diesel fuel is also tested under the same operating conditions, except for employing a single injection strategy. The naphtha PPCI and MPCI mode both have lower fuel consumption and soot emission than diesel fuel single injection mode, but the THC emissions are both higher than that of diesel fuel.

A Comparative Study of Alternative and Conventional Diesel Combustion Modes in a Single Cylinder Engine With a Single Injection Event

2016 ◽  
Author(s):  
Jim Cowart ◽  
Len Hamilton ◽  
Dianne Luning Prak
Keyword(s):  
High Speed ◽  
Fuel Injection ◽  
Diffusion Flames ◽  
Single Injection ◽  
Direct Injection ◽  
Diesel Combustion ◽  
Intake Valve ◽  
Light Load ◽  
Combustion Modes ◽  
Start Of Injection

A broadly ranging single injection event was used in a Waukesha diesel CFR engine in order to explore various conventional and alternative combustion modes at light load (2 bar GMEP) using n-heptane fuel. Start of injection (SOI) was varied from the start of the intake valve open (IVO) event all the way past TDC at the end of the compression stroke. Emissions, including detailed particulate, were collected at all of the operating points. Additionally, further experiments were performed with port fuel injection in order to create a homogeneous charge compression ignition (HCCI) combustion mode as well as partially premixed combustion (PPC) using both port and direct fuel injection. HCCI and PPC combustion modes were achieved with the characteristic rise in carbon monoxide (CO) and unburned hydrocarbon (UHC) emissions with however, a corresponding decrease in NOx emissions as compared to conventional direct (into cylinder) injection combustion modes. For conventional diesel operation with progressive advancement of SOI it was seen that start of combustion (SOC) advanced and then retarded slightly before stabilizing. This was associated with a general lengthening of ignition delay (IGD) with progressive SOI advancement. Even with very early intake valve open (IVO) injection events, the emissions behavior did not approach HCCI or PPC, suggesting that the charge mixture homogeneity of companion port injection could not be achieved in this engine using direct injection alone. High speed optical natural light filming of the combustion events through a large quartz window showed conventional diesel combustion with strong diffusion flames, reducing in intensity with PPC operation, and then no visible combustion with HCCI.

Effect of split injection on mixture formation and combustion processes of diesel spray injected into two-dimensional piston cavity

2017 ◽  
Vol 232 (8) ◽  
pp. 1121-1136 ◽  
Author(s):  
Kang Yang ◽  
Hirotaka Yamakawa ◽  
Keiya Nishida ◽  
Youichi Ogata ◽  
Yusuke Nishioka
Keyword(s):  
Soot Formation ◽  
Single Injection ◽  
Injection Pressure ◽  
Diesel Spray ◽  
Two Dimensional ◽  
Mixture Formation ◽  
Split Injection ◽  
Main Injection ◽  
Combustion Processes ◽  
Injection Strategies

The objective of this study is to obtain an enhanced understanding of the effect of split injection on mixture formation and combustion processes of diesel spray. A two-dimensional (2D) piston cavity of the same shape as that used in a small-bore diesel engine was employed to form the impinging spray flame. The fuel was injected into a high pressure, high temperature constant volume vessel through a single-hole nozzle with a hole diameter of 0.11 mm. The injection process comprised a pre-injection followed by the main injection. The main injection was carried out either as a single injection of injection pressure 100 MPa (Pre+S100), or by two types of split injection of injection pressure 160 MPa. The latter two types were defined by mass fraction ratios 1:1 and 3:1 (Pre+D160_1-1, Pre+D160_3-1). In order to observe the spray mixture formation process, the tracer laser absorption scattering (LAS) techique was adopted. Tracer LAS fuel with 97.5 vol% of n-tridecane and 2.5 vol% of 1-methylnaphthalene (α-MN) was employed. The spatial distributions of the vapor and liquid phases and the spray mixture formation characteristics in the 2D piston cavity for the three injection strategies were investigated. The diesel spray combustion and soot formation processes were studied using a high-speed video camera. The flame structure and soot formation process were examined using two-color pyrometry. The experimental results revealed that the split-injection vapor distribution was significantly more homogeneous than that of the single injection. The main injection fuel caught up with the pre-injection fuel and provided the spray tip with substantial additional momentum, enabling it to advance further. A high soot concentration and low temperatures appeared near the cavity wall region under the three injection strategies. The soot reduction rate for split injection was higher than that for single injection. The second main injection caught up with the previous injection’s flame, which deteriorated the combustion and resulted in higher soot generation. The effect of split injection on the process of soot evolution finished at the same time as that of single injection.

scholarly journals Effect of Fuel Injection Strategy on the Carbonaceous Structure Formation and Nanoparticle Emission in a DISI Engine Fuelled with Butanol

2017 ◽  
Author(s):  
Simona Silvia Merola ◽  
Adrian Irimescu ◽  
Silvana Di Iorio ◽  
Bianca Maria Vaglieco
Keyword(s):  
Fuel Injection ◽  
Film Formation ◽  
Direct Injection ◽  
Engine Performance ◽  
Complete Characterization ◽  
Gaseous Emissions ◽  
Injection Strategy ◽  
Fuel Delivery ◽  
Start Of Injection ◽  
Flame Imaging

Within the context of ever wider expansion of direct injection in spark ignition engines, this investigation was aimed at improved understanding of the correlation between fuel injection strategy and emission of nanoparticles. Measurements performed on a wall guided engine allowed identifying the mechanisms involved in the formation of carbonaceous structures during combustion and their evolution in the exhaust line. In-cylinder pressure was recorded in combination with cycle-resolved flame imaging, gaseous emissions and particle size distribution. This complete characterization was performed at three injection phasing settings, with butanol and commercial gasoline. Optical accessibility from below the combustion chamber, allowed visualization of diffusive flames induced by fuel deposits; these localized phenomena were correlated to observed changes in engine performance and pollutant species. With gasoline fueling, minor modifications were observed with respect to combustion parameters, when varying the start of injection. The alcohol, on the other hand, featured marked sensitivity to the fuel delivery strategy. Even though the start of injection was varied in a relatively narrow crank angle range during the intake stroke, significant differences were recorded, especially in the values of particle emissions. This was correlated to the fuel jet-wall interactions; the analysis of diffusive flames, their location and size confirmed the importance of liquid film formation in direct injection engines, especially at medium and high load.

Sign in / Sign up

Export Citation Format

Share Document