Modeling the Effects of High EGR Rates in Conjunction with Optimum Multiple Injection Techniques in a Heavy Duty DI Diesel Engine

2014 ◽  
Author(s):  
Raouf Mobasheri ◽  
Seyed Alireza Khabbaz
Keyword(s):  
Diesel Engine ◽  
Multiple Injection ◽  
Heavy Duty ◽  
Di Diesel Engine ◽  
Injection Techniques

Modeling the Intake CO2-level during Load Transients on a 1-Cylinder Heavy Duty DI Diesel Engine

2009 ◽  
Author(s):  
Claes-Göran Zander ◽  
Ola Stenlåås ◽  
Per Tunestål ◽  
Bengt Johansson
Keyword(s):  
Diesel Engine ◽  
Heavy Duty ◽  
Di Diesel Engine ◽  
Co2 Level

Combustion heat release analysis of ethanol or n-butanol diesel fuel blends in heavy-duty DI diesel engine

Fuel ◽  
2011 ◽  
Vol 90 (5) ◽  
pp. 1855-1867 ◽  
Author(s):  
D.C. Rakopoulos ◽  
C.D. Rakopoulos ◽  
R.G. Papagiannakis ◽  
D.C. Kyritsis
Keyword(s):  
Diesel Engine ◽  
Heat Release ◽  
Diesel Fuel ◽  
Heavy Duty ◽  
Combustion Heat ◽  
Fuel Blends ◽  
Release Analysis ◽  
Di Diesel Engine

Effect of High Pressure Post Injection on Soot and NO Trade-Off in a DI Diesel Engine

2010 ◽  
Author(s):  
Kamran Poorghasemi ◽  
Fathollah Ommi ◽  
Vahid Esfahanian
Keyword(s):  
Diesel Engine ◽  
Soot Formation ◽  
Three Dimensional ◽  
Injection Pressure ◽  
Combustion Mechanism ◽  
Injection Timing ◽  
Post Injection ◽  
Multiple Injection ◽  
Trade Off ◽  
Di Diesel Engine

In DI Diesel engines NO and Soot trade off is an important challenge for Engineers. In this paper, at first, multiple injection strategy will be introduced as a useful way to reduce both NO and Soot emissions simultaneously. Then the effect of injection pressure in post injection on the engine emissions will be studied. Investigations have been conducted on DI diesel engine. To evaluate the benefits of multiple injection strategies and to reveal combustion mechanism, modified three dimensional CFD code KIVA-3V was used. Results showed that using post injection with appropriate dwell between injection pulses can be effective in simultaneously reduction of emissions. Based on computation results, NO reduction formation mechanism is a single injection with retarded injection timing. It is shown that reduced soot formation is because of the fact that the soot producing rich regions at the fuel spray head are not replenished by new fuel when the injection is stopped and then restarted. Also increasing injection pressure in post injection will reduce the Soot emission dramatically while NO is in control and it is due to increasing fuel burning rate in post injection pulse.

Detailed Evaluation of a New Semi-Empirical Two-Zone NOx Model by Application on Various Diesel Engine Configurations

2012 ◽  
Author(s):  
Stelios Provataris ◽  
Nicholas Savva ◽  
Dimitrios Hountalas
Keyword(s):  
Diesel Engine ◽  
Accurate Estimation ◽  
Operating Parameters ◽  
Nox Emissions ◽  
Heavy Duty ◽  
Nox Formation ◽  
Light Duty ◽  
Physically Based ◽  
Di Diesel Engine ◽  
Semi Empirical

Over a significant period of time, efforts have been made towards a valid and accurate estimation of DI diesel engine NOx emissions. Considering the fact that experiments have a high cost in both time and money, modelling approaches have been developed in an effort to overcome these issues. It is well known that accuracy in the prediction of NOx emissions lies specifically on the accurate estimation of local temperature and O2 histories inside the combustion chamber that govern NOx formation, fulfilled by an accurate estimation of the combustion mechanism. To account for the actual effect of parameters that control NOx formation and overcome inefficiencies introduced from existing purely empirical models or artificial neural networks, valid only on the combustion systems for which they were developed [1], an alternative solution is the introduction of physically based semi-empirical models. Towards this direction, in the present work is presented and evaluated a new modelling approach, based on the combustion rate obtained from the measured cylinder pressure trace using Heat Release Rate Analysis. The model used is a semi-empirical two-zone one which makes use of the estimated elementary fuel mass burnt at each crank angle interval. The combustion process is considered to be adiabatic, while chemical dissociation is also considered. With this approach, temperature distribution throughout the combustion chamber is considered for, together with its evolution during the engine cycle. In addition, O2 availability is also considered for through the calculated charge composition. The result is an extremely fast computational model, combining the advantages of both empirical and physically based ones. In the present work is given a detailed validation of the model, from its application on two different types of diesel engines: a heavy-duty DI diesel engine and a light-duty DI diesel engine with pilot fuel injection. A significant number of cases where tested for both engine configurations, considering different operation points and variation of operating parameters, such as rail pressure and EGR. The twelve points of the European Stationary Cycle (ESC) were covered for the case of the heavy duty DI diesel engine, whilst for the light-duty DI engine a total number of forty-six operating points was studied. For both engine configurations the model reveals a very good predictive ability, considering for the effect of all operating parameters examined on NOx emissions. However, there is potential for improvement and development on its physical base for even more accurate predictions. The merits of good accuracy in prediction trends with varying engine operating parameters — even without calibration — and low computational time establish a potential for model use in engine development, optimization studies and model based control applications.

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