Measurements of Liquid Length, Vapor Penetration, Ignition Delay, and Flame Lift-Off Length for the Engine Combustion Network ‘Spray B’ in a 2.34 L Heavy-Duty Optical Diesel Engine

2016 ◽  
Vol 9 (2) ◽  
pp. 910-931 ◽  
Author(s):  
W. Ethan Eagle ◽  
Louis-Marie Malbec ◽  
Mark PB Musculus
Keyword(s):  
Diesel Engine ◽  
Ignition Delay ◽  
Heavy Duty ◽  
Engine Combustion ◽  
Lift Off

Flame lift-off length and soot production of oxygenated fuels in relation with ignition delay in a DI heavy-duty diesel engine

2011 ◽  
Vol 158 (3) ◽  
pp. 525-538 ◽  
Author(s):  
A.J. Donkerbroek ◽  
M.D. Boot ◽  
C.C.M. Luijten ◽  
N.J. Dam ◽  
J.J. ter Meulen
Keyword(s):  
Diesel Engine ◽  
Ignition Delay ◽  
Heavy Duty ◽  
Heavy Duty Diesel Engine ◽  
Heavy Duty Diesel ◽  
Lift Off ◽  
Oxygenated Fuels

Lift-Off Length in an Optical Heavy-Duty Diesel Engine: Effects of Swirl and Jet-Jet Interactions

2015 ◽  
Vol 8 (5) ◽  
pp. 2188-2198 ◽  
Author(s):  
Guillaume Lequien ◽  
Zheming Li ◽  
Oivind Andersson ◽  
Mattias Richter
Keyword(s):  
Diesel Engine ◽  
Heavy Duty ◽  
Heavy Duty Diesel Engine ◽  
Heavy Duty Diesel ◽  
Lift Off ◽  
Jet Interactions

Assessment of engine combustion network recommendations for measurement of ignition and lift-off length

2020 ◽  
pp. 146808742092264
Author(s):  
Boni F Yraguen ◽  
Farzad Poursadegh ◽  
Caroline L Genzale
Keyword(s):  
Ignition Delay ◽  
High Speed ◽  
Operating Conditions ◽  
Bias Error ◽  
Ambient Conditions ◽  
Intensity Histogram ◽  
Wide Range ◽  
Engine Combustion ◽  
Length Measurements ◽  
Lift Off

The engine combustion network recommends two different imaging-based diagnostics for the measurement of diesel spray ignition delay and lift-off length, respectively. To measure ignition delay, high-speed imaging of broadband luminosity, spectrally filtered to limit collected wavelengths below 600 nm, is recommended. This diagnostic is often referred to as broadband natural luminosity. For lift-off length measurements, the engine combustion network recommends imaging of OH* chemiluminescence. This diagnostic requires using an image-intensified camera to detect narrowly filtered light around 310 nm. Alternatively, it has been shown that the lift-off length can be measured using broadband natural luminosity, avoiding the need for an intensifier and ultraviolet-transmitting optics. However, care is needed in the collection and processing of this diagnostic to accurately isolate the chemiluminescence signal. Particularly, standard intensity thresholding techniques are not sufficient for isolating the chemiluminescence signal in broadband natural luminosity images. Thus, an intensity-histogram-based thresholding method is introduced. This article assesses the feasibility and practicality of measuring lift-off length using broadband natural luminosity using a detailed comparison to OH* chemiluminescence measurements. It is shown that lift-off length measurements using broadband natural luminosity are prone to user bias error in the optical setup and data processing, especially under moderate- to high-sooting conditions. We conclude that while OH* imaging provides the most reliable and accurate measurement of lift-off length at a wide range of ambient conditions, an intensity-histogram analysis can help discriminate the high-temperature chemiluminescence signal from others in a broadband natural luminosity image at higher-sooting operating conditions than demonstrated in current literature.

Lift-Off Length in an Optical Heavy-Duty Diesel Engine

2015 ◽  
Vol 8 (2) ◽  
pp. 635-646 ◽  
Author(s):  
Guillaume Lequien ◽  
Zheming Li ◽  
Oivind Andersson ◽  
Mattias Richter
Keyword(s):  
Diesel Engine ◽  
Heavy Duty ◽  
Heavy Duty Diesel Engine ◽  
Heavy Duty Diesel ◽  
Lift Off

A Computational Investigation of Fuel Chemical and Physical Properties Effects on Gasoline Compression Ignition in a Heavy-Duty Diesel Engine

2017 ◽  
Author(s):  
Yu Zhang ◽  
Alexander Voice ◽  
Yuanjiang Pei ◽  
Michael Traver ◽  
David Cleary
Keyword(s):  
Diesel Engine ◽  
Physical Properties ◽  
Ignition Delay ◽  
Fuel Efficiency ◽  
Air Entrainment ◽  
Compression Ignition ◽  
Heavy Duty ◽  
Heavy Duty Diesel Engine ◽  
Air Mixing ◽  
Heavy Duty Diesel

Gasoline compression ignition (GCI) offers the potential to reduce criteria pollutants while achieving high fuel efficiency in heavy-duty diesel engines. This study aims to investigate the fuel chemical and physical properties effects on GCI operation in a heavy-duty diesel engine through closed-cycle, 3-D computational fluid dynamics (CFD) combustion simulations, investigating both mixing-controlled combustion (MCC) at 18.9 compression ratio (CR) and partially premixed combustion (PPC) at 17.3 CR. For this work, fuel chemical properties were studied in terms of the primary reference fuel (PRF) number (0–91) and the octane sensitivity (0–6) while using a fixed fuel physical surrogate. For the fuel physical properties effects investigation, PRF70 was used as the gas-phase chemical surrogate. Six physical properties were individually perturbed, varying from the gasoline to the diesel range. Combustion simulations were carried out at 1375 RPM and 10 bar brake mean effective pressure (BMEP). Reducing fuel reactivity (or increasing PRF number) was found to influence ignition delay time (IDT) more significantly for PPC than for MCC due to the lower charge temperature and higher EGR rate involved in the PPC mode. 0-D IDT calculations suggested that the fuel reactivity impact on IDT diminished with an increase in temperature. Moreover, higher reactivity gasolines exhibited stronger negative coefficient (NTC) behavior and their IDTs showed less sensitivity to temperature change. When exploring the octane sensitivity effect, ignition was found to occur in temperature conditions more relevant to the MON test. Therefore, increasing octane sensitivity (reducing MON) led to higher reactivity and shorter ignition delay. Under both MCC (TIVC: 385K) and PPC (TIVC: 353K), all six physical properties showed little meaningful impact on global combustion behavior, NOx and fuel efficiency. Among the physical properties investigated, only density showed a notable effect on soot emissions. Increasing density resulted in higher soot due to deteriorated air entrainment into the spray and the slower fuel-air mixing process. When further reducing the IVC temperature from 353K to 303K under PPC, the spray vaporization and fuel-air mixing were markedly slowed. Consequently, increasing the liquid fuel density created a more pronounced presence of fuel-rich and higher reactivity regions, thereby leading to an earlier onset of hot ignition and higher soot.

scholarly journals Improvement in Ignition Delay Characteristics of Diesel Engine Combustion by Varying Combustion Chamber Air Pressure

2020 ◽  
Vol 9 (2) ◽  
pp. 1866-1870
Keyword(s):  
Diesel Engine ◽  
Surface Temperature ◽  
Combustion Chamber ◽  
Experimental Work ◽  
Ignition Delay ◽  
Injection Pressure ◽  
Air Pressure ◽  
Solid Cone ◽  
Engine Combustion ◽  
Hot Surface

Complete and clean combustion is always desirable for better performance of engine and less emissions. An experimental work is carried in constant volume combustion chamber for getting conditions like diesel engine combustion to study the ignition delay characteristics of diesel engine combustion by varying combustion chamber air pressure. In this experimental work, air pressure of combustion chamber varied from 10 to 25 bar, hot surface temperature inside the combustion chamber varied from 350°C to 550°C and fuel injection pressures varied from 100 to 200 bar for hollow cone spray and solid cone spray . For this work a set-up is made in which the flame detection is done by digital storage oscilloscope using an optical method. The findings of the work suggests that combustion chamber air pressure and injection pressure are significantly varies the values of ignition delay at a particular hot surface temperature. It is also find that on increasing the values of combustion chamber air pressure and injection pressure, ignition delay values are decreases although the variation in ignition delay is less at higher injection pressure and combustion chamber air pressure.

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