Fuel injection and combustion study by the combination of mass flow rate and heat release rate with single and multiple injection strategies

Wang, Ziman; Wyszyński, Miroslaw L.; Xu, Hongming; Abdullah, Nik Rosli; Piaszyk, Jakub

doi:10.1016/j.fuproc.2014.11.024

Cited by 34 publications

(8 citation statements)

References 12 publications

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“…This would result in lower NO x emission, not recorded in this work, especially at part load. Such observation was reported in previous publications [36,[57][58], which ,however, mentioned that CO percentage in the exhaust gases slightly increases. This was attributed to the expected incomplete combustion especially at high loads when little excess air is available.…”

Section: Cylinder Pressure Ahrr and Fuel-burning Ratesupporting

confidence: 87%

Experimental Investigations of Injection and Combustion Parameters of a Homogeneous Charge Compression Ignition (HCCI) Engine with a Multi-Injection Common Rail System

Niklawy¹,

Shahin²,

Amin³

et al. 2022

Komunikácie

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This work experimentally investigates the most imperative parameters that control the injection and combustion processes in a multi-injection HCCI Diesel engine namely; fuel-line pressure, timing of multi-injection events and the resulting in-cylinder pressure. These parameters in addition to the heat release rates are evaluated at different engine loads and speeds over up to 42 successive cycles. The main inter-relations of these parameters are also discussed. Results revealed that the maximum cylinder pressure and temperature in the HCCI engines are lower by 7% compared to similar conventional ones, which could lead to lower NOx emission. In addition, the fuel line pressure exhibits nearly the same major frequency of the waves, 850 to 950 Hz. Those results could be very useful for engine assessment, modeling, control, NOx reduction and power saving.

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Section: Cylinder Pressure Ahrr and Fuel-burning Ratesupporting

confidence: 87%

Experimental Investigations of Injection and Combustion Parameters of a Homogeneous Charge Compression Ignition (HCCI) Engine with a Multi-Injection Common Rail System

Niklawy¹,

Shahin²,

Amin³

et al. 2022

Komunikácie

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“…Multiple fuel injection strategies have been proven to reduce the CI engine emission [32,33]. Essentially, introduction of pilot injection can help to reduce the engine noise and NO x emissions [34].…”

Section: Prior Studiesmentioning

confidence: 99%

Implementation of Common Rail Direct Injection System and Optimization of Fuel Injector Parameters in an Experimental Single-Cylinder Diesel Engine

Teoh

How

Peh³

et al. 2020

Processes

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The diesel engine is one of the solutions to slow down fossil fuel depletion due to its high efficiency. However, its high pollutant emission limits its usage in many fields. To improve its efficiency and emissions, a conventional mechanical fuel injection system (MFI) was be replaced with common rail direct injection (CRDI) system for the purpose of this study. In this way, injection parameters such as injection timing, injection pressure and multiple injection schemes can be tuned to enhance the engine performance. The rail pressure and engine speed response of the modified diesel engine was tested. It was found that by advancing the start of injection timing (SOI) timing or increasing the rail pressure, the brake torque generated can be increased. Multiple injection schemes can be implemented to reduce the peak heat release rate (HRR). Post injection was observed to increase the late combustion HRR. The maximum pressure rise rate (PRR) can be reduced by applying pilot injection. Further research was conducted on optimizing fuel injector parameters to improve the indicated mean effective pressure (IMEP) consistency and reduce injector power consumption. The consistency of IMEP was indicated by coefficient of variation (CoV) of IMEP. The injector parameters included open time, low time and duty cycle of injector signals. These parameters were optimized by carrying out response surface methodology. The optimized parameters were observed to be 230 µs for open time, 53µs for low time and 27.5% for duty cycle. The percentage of error of CoV of IMEP and injector power were found to be lower than 5% when the predicted results are compared with experimental results.

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“…Furthermore, Wang et al [6] quantitatively studied the instantaneous mass flow rate for each split-injection to better understand the total mass quantity per injection. They concluded that the interaction from spray-to-spray is strong function of the dwell interval and first main injection duration.…”

Section: Introductionmentioning

confidence: 99%

In Situ Injection Rate Measurement to Study Single and Split Injections in a Heavy-Duty Diesel Engine

Aljohani¹,

Houidi²,

Babayev³

et al. 2019

SAE Technical Paper Series

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The split injection strategy holds a potential for high pressure combustion engines. One advantage of such strategy is the capability to control the heat release rate, which also implies the use of multiple split-injections with relatively short dwell intervals. Most injection rate measurement techniques require installment of the injector on a dedicated test rig. However, these techniques fail to accurately reproduce real-engine operating conditions. Using the spray impingement method, this paper investigates the injection rate of a high flow-rate solenoid injector while being operated on the engine. The aim is to have an experimental configuration as similar as possible to the real engine in terms of the acoustics and the fuel temperature within the injection system. The assumption of spray force proportional to the spray momentum is used to measure the injection rate. The spray momentum is measured while the injector is mounted on the Volvo D13 engine and connected to the in-series fuel rail and pump. A high-natural-frequency piezoelectric pressure transducer is mounted perpendicularly at 4 mm from one of the nozzle holes. The injector and sensor are contained within a specially designed collector for the injected fuel, which is maintained at atmospheric pressure and temperature. Experiments with single injection are conducted varying the Duration of Injection (DOI) from 400 up to 2000 µs. The tests with split double-injections are conducted with fixed DOI of 500 µs while the dwell time are varied from 100 up to 1000 µs. All tests are performed at the rail pressures of 500, 1000, 1500 and 2000 bar while the engine is operated at 1200 rpm. Results show that the injection rate shape of single injections is highly dependent on the rail pressure profile. With double split-injections, the rate of the second injection as well as the total fuel mass injected increases when the dwell time is shortened. Short dwell intervals boost the fuel quantities as a result of the altered needle response. Long dwell time between two equally-long injections generate similar injection rates. The injector hydraulic delay was more pronounced when dwell time was kept long enough. Overall, higher injection pressure advances the effective start of injection while retarding the effective end of injection.

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Fuel injection and combustion study by the combination of mass flow rate and heat release rate with single and multiple injection strategies

Cited by 34 publications

References 12 publications

Experimental Investigations of Injection and Combustion Parameters of a Homogeneous Charge Compression Ignition (HCCI) Engine with a Multi-Injection Common Rail System

Experimental Investigations of Injection and Combustion Parameters of a Homogeneous Charge Compression Ignition (HCCI) Engine with a Multi-Injection Common Rail System

Implementation of Common Rail Direct Injection System and Optimization of Fuel Injector Parameters in an Experimental Single-Cylinder Diesel Engine

In Situ Injection Rate Measurement to Study Single and Split Injections in a Heavy-Duty Diesel Engine

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