HCCI Operation of a Passenger Car Common Rail DI Diesel Engine With Early Injection of Conventional Diesel Fuel

Helmantel, Arjan; Denbratt, Ingemar

doi:10.4271/2004-01-0935

Cited by 117 publications

(44 citation statements)

References 13 publications

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“…Although there have been many investigations related to the HCCI combustion mode in diesel engines (Takeda et al, 1996;Gray and Ryan, 1997;Nakagome and Niimura, 1997;Odaka et al, 1999;Akagawa et al, 1999;Nishijima et al, 2001;Helmantel and Denbratt, 2004;Choi et al, 2004), only a few practical techniques have been implemented in commercial diesel engines. An example is called Modulated Kinetics (MK) combustion (Kimura et al, 1999(Kimura et al, , 2001Lee and Reitz, 2003).…”

Section: Introductionmentioning

confidence: 97%

Low temperature premixed combustion within a small bore high speed direct injection (HSDI) optically accessible diesel engine using a retarded single injection

Fang

Coverdill

Lee

et al. 2008

Int.J Automot. Technol.

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An optically accessible single-cylinder high speed direct-injection (HSDI) Diesel engine equipped with a Bosch common rail injection system was used to study low temperature Modulated Kinetics (MK) combustion with a retarded single main injection. High-speed liquid fuel Mie-scattering was employed to investigate the liquid distribution and evolution. By carefully setting up the optics, three-dimensional images of fuel spray were obtained from both the bottom of the piston and the side window. The NOx emissions were measured in the exhaust pipe. The influence of injection pressure and injection timing on liquid fuel evolution and combustion characteristics was studied under similar fuel quantities. Interesting spray development was seen from the side window images. Liquid impingement was found for all of the cases due to the small diameter of the piston bowl. The liquid fuel tip hits the bowl wall obliquely and spreads as a wall jet in the radial direction of the spray. Due to the bowl geometry, the fuel film moves back into the central part of the bowl, which enhances the airfuel mixing process and prepares a more homogeneous air-fuel mixture. Stronger impingement was seen for high injection pressures. Injection timing had little effect on fuel impingement. No liquid fuel was seen before ignition, indicating premixed combustion for all the cases. High-speed combustion video was taken using the same frame rate. Ignition was seen to occur on or near the bowl wall in the vicinity of the spray tip, with the ignition delay being noticeably longer for lower injection pressure and later injection timing. The majority of the flame was confined to the bowl region throughout the combustion event. A more homogeneous and weaker flame was observed for higher injection pressures and later injection timing. The combustion structure also proves the mixing enhancement effect of the liquid fuel impingement. The results show that ultralow sooting combustion is feasible in an HSDI diesel engine with a higher injection pressure, a higher EGR rate, or later injection timing, with little penalty on power output. It was also found that injection timing has more influence on HCCI-like combustion using a single main injection than the other two factors studied. Compared with the base cases, simultaneous reductions of soot and NOx were obtained by increasing EGR rate and retarding injection timing. By increasing injection pressure, NOx emissions were increased due to leaner and faster combustion with better air-fuel mixing. However, smoke emissions were significantly reduced with increased injection pressure.

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Section: Introductionmentioning

confidence: 97%

Low temperature premixed combustion within a small bore high speed direct injection (HSDI) optically accessible diesel engine using a retarded single injection

Fang

Coverdill

Lee

et al. 2008

Int.J Automot. Technol.

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“…For these reasons, diesel engine emission regulations have become become stricter year by year, many researchers are being required to satisfy a these regulations and the need for development of new combustion technologies or alternative resources such as biomass and natural gas [1][2][3]. Among combustion technologies, homogeneous charge compression ignition (HCCI) and premixed charge compressed ignition (PCCI) combustion strategy have being investigated by many researchers [4][5][6]. By applying these new diesel engine combustion approaches, one can investigate not only simultaneous reduction of NO x and PM emissions but also improvement of fuel consumption [7,8].…”

Section: Introductionmentioning

confidence: 99%

Effect of Two-Stage Fuel Injection Parameters on NOx Reduction Characteristics in a DI Diesel Engine

et al. 2011

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Abstract:The aim of this study was to confirm the effects of two-stage combustion on the combustion and NO x reduction characteristics of a four cylinder direct injection diesel engine. In order to analyze the combustion and emission characteristics, various injection parameters, such as injection quantity, injection timing and injection pressure were used under constant engine speed and engine load. In addition, the experimental results of two-stage combustion are compared to the single injection when injection timing is 5° BTDC. The experimental results showed that NO x emissions were significantly reduced when applying two-stage combustion. In particular, an injection strategy when the first and second injections have a same quantity, the results showed the maximum reduction of NO x emissions in this experiment. The NO x emissions were also reduced when the timing of the first injection was advanced. However, NO x emissions indicated almost similar concentration regardless of first injection timings when the first injection timing was earlier than 50° BTDC. In the case of soot emissions were slightly increased compare to the single injection cases at tested conditions.

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“…It was reported in the literatures that HC and CO out of HCCI diesel could be 20-30 times higher than conventional diesels, [A. Helmantel, et al, 2004 [12]. Although HCCI/LTC may substantially reduce NO x emissions, it is still likely that HCCI and LTC would need aftertreatment for other gaseous emission (e.g.…”

mentioning

confidence: 99%

Advanced Boost System Developing for High EGR Applications

Sun¹

2012

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Project Objectives:• To support industry efforts of clean and efficient internal combustion engine development for passenger and commercial applications• This program focuses on turbocharger improvement for medium and light duty diesel applications, from complete system optimization percepective to enable commercialization of advanced diesel combustion technologies, such as HCCI/LTC.• Improve combined turbocharger efficiency up to 10% or fuel economy by 3% on FTP cycle at Tier II Bin 5 emission level.Results: Production Honeywell GT35 and IHIF55 turbochargers were used as donor turbo on which advanced compressor and mixed flow turbine wheels were designed and fabricated for MD and LD diesel applications, respectively. Flow bench tests demonstrated that the advanced compressor offers 38% extra flow capacity, 8-10% better efficiency over the MD donor turbo compressor. The mixed flow turbine gained 10-15% efficiency at low U/C areas. The engine dynamometer test has demonstrated that the advanced LD turbo (TS11) gained 3.3% thermal efficiency improvement over the base LD turbo on FTP cycle at T2B5 tailpipe emission level. Background:Advance combustion technologies, such as HCCI and LTC, are considered critical to reduce NOx and PM emission on future diesel engines. Over the past twenty years, tremendous effort and progress has been made in the investigation of HCCI and LTC. Ford Motor Company's internal investigations as well as external researches have demonstrated substantial benefit in NOx and PM reduction as well as BSFC improvement using HCCI/LTC and pHCCI technologies on diesel engines, compared to conventional heterogeneous combustion mode (A. Helmantel, et al, 2004; J. Olsson, et al, 2004; R. Buchwald, et al, 2004; R. Sun, et al, 2004; K. Akihama, et al, 2001; S. Kimura, et al, 2001; S. Kook, et al, 2004 [1, 3, 5, 12, 18, 20, 24, 28]. These Diesel HCCI is based on the concept that if the diesel combustion ignition delay were held long enough, allowing enough time for diesel droplets to be fully atomized, vaporized and mixed with air to form a truly homogenous mixture, spontaneous combustion could occur simultaneously throughout the entire combustion chamber that is heavily diluted by EGR and global combustion temperatures (well below the adiabatic flame temperature due to absorption of thermal energy by EGR that has very high thermal capacity C p ) are thus greatly reduced to levels below the NOx and soot formation threshold.Investigations by Ford and many other researchers, including Toyota, Mitsubishi, Caterpillar and IFP (Institute Français du Petrole) indicate that simultaneous reduction of soot and NOx is possible with low temperature combustion technology using large amount of cooled EGR under near stoichiometric and even in rich operating conditions. Different to conventional diesel engine where ignition timing and combustion events are mainly controlled by fuel injection, combustion phasing of a diesel HCCI engine, is largely kinetically controlled, and depending on the combination of mixture tem...

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HCCI Operation of a Passenger Car Common Rail DI Diesel Engine With Early Injection of Conventional Diesel Fuel

Cited by 117 publications

References 13 publications

Low temperature premixed combustion within a small bore high speed direct injection (HSDI) optically accessible diesel engine using a retarded single injection

Low temperature premixed combustion within a small bore high speed direct injection (HSDI) optically accessible diesel engine using a retarded single injection

Effect of Two-Stage Fuel Injection Parameters on NOx Reduction Characteristics in a DI Diesel Engine

Advanced Boost System Developing for High EGR Applications

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