Performance of Sequential Port Fuel Injection on a High Compression Ratio Neat Methanol Engine

1987 ◽  
Author(s):  
William Clemmens
Keyword(s):  
Compression Ratio ◽  
Fuel Injection ◽  
High Compression Ratio ◽  
Port Fuel Injection ◽  
High Compression

Performance and Emission Analysis of Partially Premixed Charge Compression Ignition Combustion

2019 ◽  
Vol 141 (6) ◽  
Author(s):  
Charu Vikram Srivatsa ◽  
Jonathan Mattson ◽  
Christopher Depcik
Keyword(s):  
Compression Ratio ◽  
Fuel Injection ◽  
Load Condition ◽  
Injection System ◽  
Compression Ignition ◽  
High Compression Ratio ◽  
High Compression ◽  
Ci Engine ◽  
Partially Premixed ◽  
Load Conditions

In order to investigate the performance and emissions behavior of a high compression ratio compression ignition (CI) engine operating in partially premixed charge compression ignition (PPCI) mode, a series of experiments were conducted using a single-cylinder engine with a high-pressure rail fuel injection system. This included a moderately advanced direct injection strategy to attempt PPCI combustion under low load conditions by varying the injection timing between 25 deg and 35 deg before top dead center (BTDC) in steps of 2.5 deg. Furthermore, during experimentation the fuel injection pressure, engine speed, and engine torque were kept constant. Performance parameters and emissions were measured and analyzed using a zero-dimensional heat release model. Compared to the baseline conventional 12.5 deg BTDC injection, in-cylinder pressure and temperature were higher at advanced timings for all load conditions considered. Additionally, NOx, PM, CO, and total hydrocarbon (THC) were higher than conventional results at the 0.5 N·m load condition. While PM emissions were lower, and CO and THC emissions were comparable to conventional injection results at the 1.5 N·m load condition between 25 deg and 30 deg BTDC, NOx emissions were relatively high. Hence, there was limited success in beating the NOx-PM trade-off. Moreover, since the start of combustion (SOC) occurred BTDC, the resulting higher peak combustion pressures restricted the operating condition to lower loads. As a result, further investigation including exhaust gas recirculation (EGR) and/or variance in fuel cetane number (CN) is required to achieve PPCI in a high compression ratio CI engine.

Fuel Injection Strategies to Improve Emissions and Efficiency of High Compression Ratio Diesel Engines

2008 ◽  
Vol 1 (1) ◽  
pp. 1220-1233 ◽  
Author(s):  
Usman Asad ◽  
Ming Zheng ◽  
Xiaoye Han ◽  
Graham T. Reader ◽  
Meiping Wang
Keyword(s):  
Compression Ratio ◽  
Diesel Engines ◽  
Fuel Injection ◽  
High Compression Ratio ◽  
High Compression ◽  
Injection Strategies

Performance and Emissions Analysis of Partially Pre-Mixed Charge Compression Ignition Combustion

2018 ◽  
Author(s):  
Charu Vikram Srivatsa ◽  
Jonathan Mattson ◽  
Christopher Depcik
Keyword(s):  
Compression Ratio ◽  
Fuel Injection ◽  
Load Condition ◽  
Compression Ignition ◽  
Cylinder Pressure ◽  
High Compression Ratio ◽  
High Compression ◽  
Performance And Emissions ◽  
Ci Engine ◽  
Load Conditions

In order to investigate the performance and emissions behavior of a high compression ratio Compression Ignition (CI) engine operating in Partially Premixed Charge Compression Ignition (PPCI) mode, a series of experiments were conducted using a single cylinder naturally aspirated engine with a high-pressure rail fuel injection system. This included a moderately advanced direct injection strategy to attempt PPCI combustion under low load conditions by varying the injection timing between 25° and 35° Before Top Dead Center (BTDC) in steps of 2.5°. Furthermore, during experimentation the fuel injection pressure, engine speed, and engine torque (through variance of the fuel injection quantity) were kept constant. In-cylinder pressure, emissions, and performance parameters were measured and analyzed using a zero-dimensional heat release model. Compared to the baseline conventional 12.5° BTDC injection, in-cylinder pressure and temperature was higher at advanced timings for all load conditions considered. Additionally, NOx, PM, CO, and THC were higher than conventional results at the 0.5 N-m load condition. While PM emissions were lower, and CO and THC emissions were comparable to conventional injection results at the 1.5 N-m load condition between 25° and 30° BTDC, NOx emissions were relatively high. Hence, there was limited success in beating the NOx-PM tradeoff. In addition, since Start of Combustion (SOC) occurred BTDC, the resulting higher peak combustion pressures restricted the operating condition to lower loads to ensure engine safety. As a result, further investigation including Exhaust Gas Recirculation (EGR) and/or variance in fuel Cetane Number (CN) is required to achieve PPCI in a high compression ratio CI engine.

Comparing methods for improving spark-ignited engine efficiency: Over-expansion with multi-link cranktrain and high compression ratio with late intake valve closing

2020 ◽  
Vol 262 ◽  
pp. 114560 ◽  
Author(s):  
Zhuyong Yang ◽  
Niranjan Miganakallu ◽  
Tyler Miller ◽  
Jeremy Worm ◽  
Jeffrey Naber ◽  
...  
Keyword(s):  
Compression Ratio ◽  
Intake Valve ◽  
High Compression Ratio ◽  
Engine Efficiency ◽  
High Compression
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