Some Observation on the Effectiveness of Additives for Reducing the Ignition Delay Period of Diesel Fuels

1991 ◽  
Author(s):  
M.A.R. Al-Rubaie ◽  
J.F. Griffiths ◽  
C.G.W. Sheppard
Keyword(s):  
Ignition Delay ◽  
Delay Period ◽  
Diesel Fuels ◽  
Ignition Delay Period

Experimental investigations to predict optimistic biodiesel(s) and its optimistic operating conditions by varying ignition delay period and fuel spray pressures for lower emissions and better performance

2020 ◽  
Vol 234 (19) ◽  
pp. 3890-3902
Author(s):  
Vishal V Patil ◽  
Ranjit S Patil
Keyword(s):  
Methyl Ester ◽  
Ignition Delay ◽  
Seed Oil ◽  
Delay Period ◽  
Operating Conditions ◽  
Experimental Investigations ◽  
Rubber Seed Oil ◽  
Rubber Seed ◽  
Neem Seed Oil ◽  
Ignition Delay Period

In this study, different characteristics of sustainable renewable biodiesels (those have a high potential of their production worldwide and in India) were compared with the characteristics of neat diesel to determine optimistic biodiesel for the diesel engine at 250 bar spray pressure. Optimistic fuel gives a comparatively lower level of emissions and better performance than other selected fuels in the study. Rubber seed oil methyl ester was investigated as an optimistic fuel among the other selected fuels such as sunflower oil methyl ester, neem seed oil methyl ester, and neat diesel. To enhance the performance characteristics and to further decrease the level of emission characteristics of fuel ROME, further experiments were conducted at higher spray (injection) pressures of 500 bar, 625 bar, and 750 bar with varying ignition delay period via varying its spray timings such as 8°, 13°, 18°, 23°, 28°, and 33° before top dead center. Spray pressure 250 bar at 23° before top dead center was investigated as an optimistic operating condition where fuel rubber seed oil methyl ester gives negligible hydrocarbon emissions (0.019 g/kW h) while its nitrogen oxide (NOX) emissions were about 70% lesser than those observed with neat diesel, respectively.

scholarly journals MODELING OF IGNITION DELAY PERIOD IN DIESEL ENGINE

2019 ◽  
Vol 0 (1) ◽  
pp. 34-38
Author(s):  
А. П. Марченко ◽  
І. В. Парсаданов ◽  
А. В. Савченко
Keyword(s):  
Diesel Engine ◽  
Ignition Delay ◽  
Delay Period ◽  
Ignition Delay Period

scholarly journals Experimental and numerical assessment of ignition delay period for pure diesel and biodiesel B20

2017 ◽  
Vol 252 ◽  
pp. 012068 ◽  
Author(s):  
Mohanad Aldhaidhawi ◽  
Marek Brabec ◽  
Miron Lucian ◽  
Radu Chiriac ◽  
Viorel Bădescu
Keyword(s):  
Ignition Delay ◽  
Delay Period ◽  
Numerical Assessment ◽  
Ignition Delay Period

Homogeneous Ignition Delay, Flame Propagation Rate and End-Gas Autoignition Fraction Measurements of Natural Gas and Exhaust Gas Recirculation Blends in a Rapid Compression Machine

2020 ◽  
Author(s):  
Jeffrey Mohr ◽  
Bret Windom ◽  
Daniel B. Olsen ◽  
Anthony J. Marchese
Keyword(s):  
Natural Gas ◽  
Flame Propagation ◽  
Ignition Delay ◽  
Exhaust Gas Recirculation ◽  
Propagation Rate ◽  
Delay Period ◽  
Exhaust Gas ◽  
Rapid Compression Machine ◽  
Gas Recirculation ◽  
Ignition Delay Period

Abstract To evaluate the effect of exhaust gas recirculation (EGR) and variable fuel reactivity on knock and misfire in spark ignited national gas engines, experiments were conducted in a rapid compression machine to measure homogeneous ignition delay, flame propagation rate, and end-gas autoignition fraction for stoichiometric natural gas/oxidizer/EGR blends. Natural gas with a range of chemical reactivity was simulated using mixtures of CH4, C2H6, and C3H8. Reactive exhaust gas recirculation (R-EGR) gases were simulated with mixtures of Ar, CO2, CO, and NO and non-reactive exhaust gas recirculation gases (NR-EGR) were simulated with mixtures of AR and CO2. Homogeneous ignition delay period, flame propagation rate and end-gas autoignition fraction were measured at compressed pressures and temperatures of 30.2 to 34.0 bar and 667 to 980 K, respectively. Flame propagation rate decreased with both R-EGR and NR-EGR substitution. The substitution of R-EGR increased the end-gas autoignition fraction, whereas NR-EGR substitution decreased the end-gas autoignition fraction. The results indicate that the presence of the reactive species NO in the R-EGR has a strong impact on end-gas autoignition fraction. An 82-species reduced chemical kinetic mechanism was also developed that reproduces measured homogeneous ignition delay period with a total average relative error of 11.0%.

Effects of Fuel Overpenetration and Overmixing During Ignition-Delay Period on Hydrocarbon Emissions From a Small Open-Chamber Diesel Engine

1988 ◽  
Vol 110 (3) ◽  
pp. 453-461 ◽  
Author(s):  
T.-W. Kuo ◽  
K.-J. Wu ◽  
S. Henningsen
Keyword(s):  
Diesel Engine ◽  
Ignition Delay ◽  
Fuel Injection ◽  
Swirling Flow ◽  
Delay Period ◽  
Injection Velocity ◽  
Spray Penetration ◽  
Hc Emissions ◽  
Start Of Combustion ◽  
Ignition Delay Period

A quasi-steady gas-jet model was applied to examine the spray trajectory in swirling flow during the ignition-delay period in an open-chamber diesel engine timed to start combustion at top dead center. Spray penetration, deflection, and the fractions of too-lean-mixed, burnable, and overpenetrated fuel at the start of combustion were calculated by employing the measured ignition delay and mean fuel-injection velocity. The calculated parameters were applied to correlate the measured exhaust hydrocarbon (HC) emissions. The engine parameters examined were bowl geometry, compression ratio, overall air-fuel ratio, and speed. Both the ignition delay and the relative spray-penetration parameter, defined as the ratio of the spray-penetration distances at the moments of start of combustion and wall impingement, gave good correlations for some of the engine parameters examined but could not explain all the measured trends. However, good correlation of the measured exhaust HC emissions was obtained by using the calculated too-lean-mixed and overpenetrated fuel fractions at the start of combustion. Correlation of the overpenetrated fuel with the measured HC indicated that approximately 2 percent of the fuel mass that overpenetrated before start of combustion emitted from the engine as unburned HC. This could account for 0 to 65 percent of the total HC emission from this engine. Additionally, it was found that the too-lean-mixed fuel could contribute 10 to 30 percent of the total HC emission, as found in a previous study on a somewhat similar engine. The remaining HC emission is caused by other sources such as bulk quenching.

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