Detailed Injection Strategy Analysis of a Heavy-Duty Diesel Engine Running on Rape Methyl Ester

Abstract

Using biodiesel fuel in diesel engines for heavy-duty transport is important to meet the stringent emission regulations. Biodiesel is an oxygenated fuel and its physical and chemical properties are close to diesel fuel, yet there is still a need to analyze and tune the fuel injection parameters to optimize the combustion process and emissions. A four-injections strategy was used: two pilots, one main and one post injection. A highly advanced SOI decreases the NOx and the compression work but makes the combustion process less efficient. The pilot injection fuel mass influences the combustion only at injection close to the top dead center during the compression stroke. The post injection has no influence on the compression work, only on the emissions and the indicated work. An optimal injection strategy was found to be: pilot SOI 19.2 CAD BTDC, pilot injection fuel mass 25.4%; main SOI 3.7 CAD BTDC, main injection fuel mass 67.3% mg; post SOI 2 CAD ATDC, post injection fuel mass 7.3% (the injection fuel mass is given as a percentage of the total fuel mass injected). This allows the indicated work near the base case level to be maintained, the pressure rise rate to decrease by 20% and NOx emissions to decrease by 10%, but leads to a 5% increase in PM emissions.

Low-Temperature Combustion in Diesel Engines

“…An optimized injection strategy using ECFM-3Z models comprising: the breakup, evaporation, and spray-wall interaction models of 25.4% fuel preinjection with equally divided two crank angles (the second at 70 and the first at 10 o α)retardedwith5 o α at bottom dead center (BTDC) pilots, 67.3% fuel a main injection along with a 7.3% post-injection that led to decrease in pressure rise rate and NO x emission by 20 and 10% with increase in PM by 5% developed compared to the default two stage injection with similar settings utilizing diesel fuel and biofuel (rape methyl ester). This was achieved by only monitoring one injection while maintaining the others on the CFD and verified by the experiment without automation [19].…”

“…The heavy-duty (HD) dual-fuel engine experiment by Zuev et al [19] used single pilot injection with α varying 30 to 5 o crank angles at BTDC increased emission despite improving performance. A four-stroke heavy-duty V6 diesel engine YAMZ6566 with displacement 12 L, bore/stroke 130/140 mm, compression ratio 17.5, rated power 197 kW at 1900 rpm, maximum torque 1124 Nm in range from 1100 rpm to 1500 rpm used with fuel injection pressure of P max ¼ 1600 bar, with P max,boost ¼ 1:5 bar, at 20 AE 4 o C before pumping with the load instrumentation section made according to the standards of UN49-06 standard.…”

“…In this standard, an in-cylinder pressure measurement of 25 and 100% loading at heavy-duty rpm of 1450 is recommended for HD dual-fuel engine. The double-shell piezoelectric pressure transducer with highest gauge of 250 bar is used for high pressure in the combustion chamber while intake and exhaust pressure are measured by another piezoelectric transducer up to 10 bar [19].…”

“…The experiment conducted on heavy-duty (HD) dual-fuel engine by Zuev et al [19] investigated the fuel injection parameters such as spilt injection, pressure rise rate and heat release rate (HRR), and reduction in the emissions to improve the efficiency of start of injection while maintaining its gain of enhanced compression work and NO x emission reduction. An optimized injection strategy using ECFM-3Z models comprising: the breakup, evaporation, and spray-wall interaction models of 25.4% fuel preinjection with equally divided two crank angles (the second at 70 and the first at 10 o α)retardedwith5 o α at bottom dead center (BTDC) pilots, 67.3% fuel a main injection along with a 7.3% post-injection that led to decrease in pressure rise rate and NO x emission by 20 and 10% with increase in PM by 5% developed compared to the default two stage injection with similar settings utilizing diesel fuel and biofuel (rape methyl ester).…”

Determination of Optimum Operating Parameters in a Non-Road Diesel Engine Fueled with 1-Heptanol/Biodiesel at Different Injection Pressures and Advances

“…Another way to benefit more from the physical and chemical properties of alternative fuels is to optimize some engine-operating parameters such as engine injection pressure [26,27] and advance [28,29]. For this purpose, engine tests must be carried out by changing the values given during the manufacture of the engine and optimizing diesel.…”