Influence of pilot injection on combustion characteristics and emissions in a DI diesel engine fueled with diesel and DME

Jeong, Jin-Gyu; Jung, Dong‐Won; Pyo, Youngdug; Lee, Y. J.

doi:10.1007/s12239-014-0090-y

Cited by 13 publications

(4 citation statements)

References 4 publications

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“…The dependence of soot emissions on the fuel oxygen content is very strong, and fuels with more C-C bonds per unit carbon number show higher soot formation even with similar oxygen content [5][6][7]. Therefore, n-hexadecane, with the most C-C bonds and no oxygen in the molecule shows the largest amount of soot formed.…”

Section: Effect Of Fuel Molecular Structure On Soot Emissionsmentioning

confidence: 99%

The effect of oxygenated fuel properties on diesel spray combustion and soot formation

Park

Reitz

et al. 2017

Combustion and Flame

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Diesel engines have advantages due to their potential for high fuel conversion efficiency. However, it is necessary to reduce pollutant emissions, particularly NOx and soot to meet emission mandates. Many studies have shown that oxygenated fuel additives can effectively reduce soot emissions. In this research, to investigate the effect of oxygenated fuel properties on combustion and soot emission, CFD simulations were carried out using newly developed

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Section: Effect Of Fuel Molecular Structure On Soot Emissionsmentioning

confidence: 99%

The effect of oxygenated fuel properties on diesel spray combustion and soot formation

Park

Reitz

et al. 2017

Combustion and Flame

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“…As shown in Table 7, the pilot mass percent is defined as the percent of the The operation condition (b) in Table 6 is selected for numerical simulation. According to the proportion of pilot injection quantity and the range of starting angle commonly used in previous academic research [57][58][59][60][61][62][63][64][65][66], in this paper, the pilot injection strategies mainly select five groups of pilot mass percent and five groups of pilot injection timing for calculation. As shown in Table 7, the pilot mass percent is defined as the percent of the pilot injection quantity to the total circulating oil quantity, and the sum of the pilot injection quantity and the main injection quantity is 100%.…”

Section: Cfd Model Validationmentioning

confidence: 99%

Study on the Combustion Mechanism of Diesel/Hydrogen Dual Fuel and the Influence of Pilot Injection and Main Injection

Dong

Liu

et al. 2023

Processes

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Hydrogen is a clean and renewable alternative fuel. In this paper, the combustion mechanism of diesel/hydrogen dual fuel is constructed and verified. The mechanism is combined with three-dimensional numerical simulation to study the effects of pilot injection and main injection on the combustion and emissions of a diesel/hydrogen dual fuel engine. The mechanism uses a 70% mole fraction of n-decane and 30% mole fraction of α-methylnaphthalene as diesel substitutes, and it combines n-decane, α-methylnaphthalene, NOX, PAH, soot and H2/C1-C3 sub-mechanisms to form a diesel/hydrogen dual fuel combustion mechanism. The mechanism was verified by chemical kinetics, including the ignition delay time, JSR (Jet Stirred Reactor) oxidation and laminar flame speed, and then, it was verified by computational fluid dynamics. The results show that the simulated values are in good agreement with the experimental values of cylinder pressure, heat release rate and emissions data. The mechanism can well predict the combustion and emissions of a diesel/hydrogen dual fuel engine. Compared with single injection, the peak heat release rate, peak cylinder pressure and MPIR (Maximum Pressure Rise Rate) increase with the increase in pilot mass percent from 5% to 20%, which makes the phase of CA10 and CA50 advance and reduces CO emissions, but NOX emissions increase. With the advance of pilot injection timing from 10° CA BTDC to 30° CA BTDC, the peak cylinder pressure increases, the peak heat release rate decreases, CA10 and CA50 advance, CO emissions decrease, NOX emissions increase and NOX emissions peak at 30° CA BTDC. When the pilot injection timing is further advanced from 30° CA BTDC to 50° CA BTDC, the peak cylinder pressure decreases, the peak heat release rate increases, CA10 and CA50 are delayed, CO and NOX emissions are reduced, and NOX emissions at 50° CA BTDC are lower than those at 10° CA BTDC. With the advance of main injection timing from 0° CA BTDC to 8° CA BTDC, CO emissions decrease, NOX emissions increase, the peak cylinder pressure increases, the peak heat release rate decreases slightly first and then increases, and the peak cylinder pressure and peak heat release rate corresponding to the overall phase shift forward. When the main injection timing is advanced to 6° CA BTDC, MPIR is 1.3 MPa/° CA, exceeding the MPIR limit of diesel engine 1.2 MPa/° CA.

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“…The DME-methanol engine can achieve smoke-free emissions and low particulate matter emissions. Owing to the lean burn compression ignition mode, the gas emissions of CO and HC are equivalent to those of the diesel engine, [33][34][35] which is at a relatively low level. The suppression of NOx emissions is the most critical issue for engine fueling with DME or methanol.…”

Section: Emissions Dici Modementioning

confidence: 99%

Experimental study of effects of exhaust gas recirculation and combustion mode on combustion, emission, and performance of DME‐methanol ‐fueled turbocharged c ommon‐rail engine

Sun

Liu

Qiao

et al. 2021

Intl J of Energy Research

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In this study, the effects of exhaust gas recirculation (EGR) on the combustion, performance, and emission of a six-cylinder turbocharged common-rail dimethyl ether (DME) engine with methanol blends are experimentally investigated, and the proportions of methanol considered are 0% (DME), 5% (M5), 10% (M10), and 15% (M15) by weight. A comparison of direct-injection compression ignition (DICI) combustion and partially premixed charge compression ignition (P-PCCI) combustion is conducted, and P-PCCI combustion is achieved by a two-stage injection. The results indicate that the NOx emissions decrease, but the CO and HC emissions increase approximately linearly as the EGR rate increases. The addition of methanol delays the combustion, shortens the combustion duration, and increases the pressure rise rate. In addition, the NOx emissions decrease, whereas the CO and HC emissions increase significantly as the methanol proportion increases. M5 exhibits the lowest fuel consumption for both the P-PCCI and DICI combustions. Compared to the DICI mode, in the P-PCCI mode, the peak in-cylinder pressure is higher, maximum pressure rise rate is considerably lower, NOx emissions are better suppressed and approximately 20% lower, CO and HC emissions are greater, and particle emission is slightly lower.

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Influence of pilot injection on combustion characteristics and emissions in a DI diesel engine fueled with diesel and DME

Cited by 13 publications

References 4 publications

The effect of oxygenated fuel properties on diesel spray combustion and soot formation

The effect of oxygenated fuel properties on diesel spray combustion and soot formation

Study on the Combustion Mechanism of Diesel/Hydrogen Dual Fuel and the Influence of Pilot Injection and Main Injection

Experimental study of effects of exhaust gas recirculation and combustion mode on combustion, emission, and performance of DME‐methanol ‐fueled turbocharged c ommon‐rail engine

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