A DoE Analysis on the Effects of Compression Ratio, Injection Timing, Injector Nozzle Hole Size and Number on Performance and Emissions in a Diesel Marine Engine

2007 ◽  
Author(s):  
F. Millo ◽  
E. Pautasso ◽  
D. Delneri ◽  
M. Troberg
Keyword(s):  
Compression Ratio ◽  
Injection Timing ◽  
Hole Size ◽  
Marine Engine ◽  
Injector Nozzle ◽  
Performance And Emissions ◽  
Nozzle Hole

Modeling the Effect of Injector Nozzle-Hole Layout on Diesel Engine Fuel Consumption and Emissions

2007 ◽  
Author(s):  
Sung Wook Park ◽  
Rolf D. Reitz
Keyword(s):  
Diesel Engine ◽  
Fuel Consumption ◽  
High Speed ◽  
Pollutant Emissions ◽  
Injection Timing ◽  
Engine Fuel ◽  
Hole Size ◽  
Large Hole ◽  
Hole Configuration ◽  
Nozzle Hole

Numerical simulations were used to study the effect of reduced nozzle hole size and nozzle tip hole configuration on the combustion characteristics of a high speed direct injection diesel engine. The KIVA code coupled with the Chemkin chemistry solver was used for the calculations. The calculations were performed over wide ranges of equivalence ratio, injection timing and injection pressure. Three nozzle hole layouts were considered; the baseline conventional nozzle, and multi- and group-hole configurations. In the multi-hole case, the number of holes was doubled and the hole size was reduced, while keeping the same hole area as for the baseline nozzle. The group-hole configuration used the same hole number and hole size as the multi-hole case, but pairs of holes were grouped with a close (0.2mm) spacing between the holes. The results of the mixture distributions showed that the group hole configuration provides similar penetration and lower inhomogeneity to those of the baseline large hole nozzle with the same nozzle flow area. Consequently, the fuel consumption and pollutant emissions, such as CO and soot, are improved by using the group-hole nozzle instead of the conventional hole nozzle over wide operating ranges. On the other hand, the multi-hole nozzle has advantages in its fuel consumption and CO emissions over the conventional hole layout at intermediate equivalence ratios (equivalence ratios from 0.46–0.84) and conventional injection timings (SOI: 15° BTDC).

Modeling the Effect of Injector Nozzle-Hole Layout on Diesel Engine Fuel Consumption and Emissions

2008 ◽  
Vol 130 (3) ◽  
Author(s):  
Sung Wook Park ◽  
Rolf D. Reitz
Keyword(s):  
Diesel Engine ◽  
Fuel Consumption ◽  
Pollutant Emissions ◽  
Injection Timing ◽  
Base Line ◽  
Engine Fuel ◽  
Hole Size ◽  
Large Hole ◽  
Hole Configuration ◽  
Nozzle Hole

Numerical simulations were used to study the effect of reduced nozzle-hole size and nozzle tip hole configuration on the combustion characteristics of a high speed direct injection diesel engine. The KIVA code coupled with the CHEMKIN chemistry solver was used for the calculations. The calculations were performed over wide ranges of equivalence ratio and injection timing. Three nozzle-hole layouts were considered: the base line conventional nozzle, and multi- and group-hole configurations. In the multihole case, the number of holes was doubled and the hole size was reduced, while keeping the same hole area as for the base line nozzle. The group-hole configuration used the same hole number and hole size as the multihole case, but pairs of holes were grouped with a close (0.2mm) spacing between the holes. The results of the mixture distributions showed that the group-hole configuration provides similar penetration and lower inhomogeneity to those of the base line large hole nozzle with the same nozzle flow area. Consequently, the fuel consumption and pollutant emissions, such as CO and soot, are improved by using the group-hole nozzle instead of the conventional hole nozzle over wide operating ranges. On the other hand, the multihole nozzle has advantages in its fuel consumption and CO emissions over the conventional hole layout at intermediate equivalence ratios (equivalence ratios from 0.56 to 0.84) and conventional injection timings (start of injection: 15deg before top dead center).

scholarly journals Experimental investigation on performance and emission characteristics of diesel - Jatropha methyl ester blends fueled diesel engine at optimum engine operating parameters

2010 ◽  
Vol 7 (2) ◽  
pp. 399-406 ◽  
Author(s):  
M. Venkatraman ◽  
G. Devaradjane
Keyword(s):  
Diesel Engine ◽  
Methyl Ester ◽  
Compression Ratio ◽  
Direct Injection ◽  
Engine Performance ◽  
Injection Pressure ◽  
Injection Timing ◽  
Performance And Emission ◽  
Performance And Emissions ◽  
Blended Fuel

In the present investigation, tests were carried out to determine engine performance, combustion and emissions of a naturally aspirated direct injection diesel engine fueled with diesel and Jatropha Methyl ester and their blends (JME10, JME20 and JME30). Comparison of performance and emission was done for different values of compression ratio, injection pressure and injection timing to find best possible combination for operating engine with JME. It is found that the combined compression ratio of 19:1, injection pressure of 240 bar and injection timing of 27?bTDC increases the BTHE and reduces BSFC while having lower emissions.From the investigation, it is concluded that the both performance and emissions can considerably improved for Methyl ester of jatropha oil blended fuel JME20 compared to diesel.

scholarly journals An Attempt in Blending Higher Volume of Ethanol with Diesel for Replacing the Neat Diesel to Fuel Compression Ignition Engines

2020 ◽  
Author(s):  
Prabakaran Balasubramanian
Keyword(s):  
Diesel Engine ◽  
Compression Ratio ◽  
Fuel Injection ◽  
Optimal Level ◽  
Injection Timing ◽  
Higher Alcohol ◽  
Compression Ignition Engines ◽  
Essential Properties ◽  
Performance And Emissions ◽  
Ethanol Blends

Alcohols are renewable in nature and can be manufactured from biomass. Butanol a higher alcohol, can be utilized as co-solvent to prevent the phase separation of diesel-ethanol blends as per the previous researches.. This experimentation has been conducted with the blends of diesel-ethanol with various proportions of n-butanol followed by the solubility test in the temperature range of 5–25°C. The results indicate that 45% of ethanol can be blended with diesel by the assistance of 10% of n-butanol to make the final blend stable up to a temperature of 5°C for 20 days, which met the requirements of the essential properties (ASTM). Existing diesel engine has been modified as per the optimal level of parameters such as intake air temperature (IAT), fuel injection timing (FIT), nozzle opening pressure (NOP) and compression ratio (CR) obtained using Taghuchi method of L9 orthogonal array. Arrived out parameters are 75°C of IAT, 29°before top dead centre of FIT, 210 bar of NOP and 19: 1 of compression ratio. The implementation of these parameters in diesel engine and fueling with diesel-ethanol butanol blend containing 45% ethanol produced closer performance and emissions characteristics compared to that of diesel. However, the emissions of smoke, hydrocarbon and carbon monoxide produced by the optimal blend are found to be marginally higher compared to that of diesel. These can be ratified by the introduction of after treatment systems modifications.

Effect of Fuel Injection Parameters on Performance and Emissions for High Efficiency Engines

2019 ◽  
Author(s):  
Raj Kumar ◽  
Yan Wang ◽  
Ryan Vojtech ◽  
James Cigler
Keyword(s):  
Diesel Engine ◽  
Flow Rate ◽  
Fuel Injection ◽  
Injection System ◽  
Nozzle Flow ◽  
Injection Timing ◽  
Engine Fuel ◽  
Flow Rates ◽  
Injector Nozzle ◽  
Performance And Emissions

Abstract Future diesel engine legislations are focused on further improvements in green-house gas emissions, such as carbon dioxide while additionally pushing for lower NOx emissions levels. These are being achieved with a combination of base-engine, fuel-injection system, air-system and after-treatment system improvements. In this paper, the effect of one injection system characteristics, namely injector flow-rate was investigated on engine performance and emissions using both numerical and experimental techniques. The phenomenon of increasing injector flow was first numerically investigated using commercial code Converge. Two approaches to increasing injector flow-rate were investigated. The first approach was by increasing the injector nozzle hole size while keeping the number of holes constant. The second approach was to change the number of the holes while keeping the injector nozzle size fixed. These simulations led to procurement of injectors to validate the simulation trends. Engine tests were performed with Navistar’s 12.4 L multi-cylinder heavy-duty diesel engine. The identified nozzle flow rates included a 66% increase from that of the baseline case. All the engine tests were performed at the typical cruising condition for this engine, at a series of injection timing and injection pressure values. It was observed that the crank angle for 50% of the integrated total calculated heat release (CA50) for the fuel burned was the most important factor that influenced the brake-thermal efficiency (BTE) and different injectors had similar BTE at constant CA50. With regards to emission, at higher nozzle flow rates, the combustion showed a slightly higher propensity for soot and increased levels of carbon monoxide.

Operating Results of the Cooper-Bessemer JS-1 Engine on Coal–Water Slurry

1988 ◽  
Vol 110 (3) ◽  
pp. 431-436 ◽  
Author(s):  
A. K. Rao ◽  
C. H. Melcher ◽  
R. P. Wilson ◽  
E. N. Balles ◽  
F. S. Schaub ◽  
...  
Keyword(s):  
Air Temperature ◽  
Engine Performance ◽  
Nox Emissions ◽  
Hole Size ◽  
Successful Operation ◽  
Water Slurry ◽  
Injector Nozzle ◽  
Coal Water Slurry ◽  
Pilot Fuel ◽  
Nozzle Hole

Successful operation of the Cooper-Bessemer JS-1 engine on coal–water slurry (CWS) fuel has been achieved at full power output, part load, and part speed conditions with varying degrees of diesel pilot fuel including zero pilot (auto-ignition of CWS). Selected results of the effect of pilot fuel quantity, pilot fuel timing, and manifold air temperature on engine performance are presented. Also, the influence of injector nozzle hole size and CWS mean particle size on engine performance is studied. High injection pressures resulted in good atomization of CWS and in combination with heated combustion air resulted in short ignition delays and very acceptable fuel consumption. Low CO/CO2 ratios in exhaust gas analysis confirmed good combustion efficiency. NOx emissions are compared for CWS and diesel fuel operation of the engine. Effect of injector nozzle hole size and manifold air temperature on NOx emissions is studied.

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