Simulation of the Effect of Recirculated Gases on Ignition Delay During Cold Starting of a Direct Injection Diesel Engine

Rofail, Rafik; Henein, Naeim A.

doi:10.4271/2011-01-0838

Cited by 3 publications

(3 citation statements)

References 45 publications

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“…These emissions are in the *Corresponding author. e-mail: spark@korea.ac.kr ultra-fine-particle and nano-particle range, in contrast to the larger particles from diesel engines (Choi et al, 2006;Kannapin and Grusk, 2010;Kayes and Hochgreb, 1999;Kunde et al, 2010;Price et al, 2006;Rofail and Henein, 2011).…”

Section: Introductionmentioning

confidence: 96%

Exhaust nanoparticle emissions from internal combustion engines: A review

Myung

Park

2011

Int.J Automot. Technol.

206

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This paper reviews the particle emissions formed during the combustion process in spark ignition and diesel engine. Proposed legislation in Europe and California will impose a particle number requirement for GDI (gasoline direct injection) vehicles and will introduce the Euro 6 and LEV-III emission standards. More careful optimization for reducing particulate emission on engine hardware, fuel system, and control strategy to reduce particulate emissions will be required during cold start and warm-up phases. Because The diesel combustion inherently produces significant amounts of PM as a result of incomplete combustion around individual fuel droplets in the combustion zone, much attention has been paid to reducing particle emissions through electronic engine control, high pressure injection systems, combustion chamber design, and exhaust after-treatment technologies. In this paper, recent research and development trends to reduce the particle emissions from internal combustion engines are summarized, with a focus on PMP activity in EU, CARB and SAE papers and including both state-of-the-art light-duty vehicles and heavy-duty engines.

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Section: Introductionmentioning

confidence: 96%

Exhaust nanoparticle emissions from internal combustion engines: A review

Myung

Park

2011

Int.J Automot. Technol.

206

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“…However, an excessively short ignition delay often results in higher soot emissions and longer combustion periods due to an increase in the fuel spray entering the high-temperature burned zone. In premixed diesel combustion [3][4][5][6][7][8][9][10][11][12][13][14][15][16][17][18][19][20][21][22] which can establish simultaneous reductions in NOx and particulate matter (PM) emissions, premixing is promoted with a sufficiently long ignition delay. As the longer ignition delays are realized with relatively low compression ratios and more advanced fuel injection timings as well as lower intake oxygen concentrations with cooled exhaust gas recirculation (EGR), a better understanding of the influence of these parameters on ignition delays has become essential.…”

Section: Introductionmentioning

confidence: 99%

“…As the longer ignition delays are realized with relatively low compression ratios and more advanced fuel injection timings as well as lower intake oxygen concentrations with cooled exhaust gas recirculation (EGR), a better understanding of the influence of these parameters on ignition delays has become essential. [11][12][13][14] Modern diesel engines with intercooler, turbo-charger, and cooled EGR have the potential to actively control ignition delays by widely changing the intake gas temperatures and the intake oxygen concentrations. The ignition delay increases with increases in the quantity of cooled EGR possibly due to lower intake oxygen concentrations.…”

Section: Introductionmentioning

confidence: 99%

Ignition delays in diesel combustion and intake gas conditions

Ogawa

Morita

Futagami

et al. 2017

International Journal of Engine Research

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Ignition delays in diesel combustion under several intake gas conditions, including different oxygen concentrations changed with exhaust gas recirculation quantities and different intake gas temperatures, were measured for four cetane numbers and three compression ratios in a single-cylinder, naturally aspirated, direct injection diesel engine (bore: 110 mm, stroke: 106 mm, and stroke volume: 1007 cm 3). The engine has a common rail fuel injection system which can be set to optional injection timings and has an injector with a needle lift sensor to accurately estimate the injection timing. The intake oxygen concentrations were set by the quantity of exhaust gas recirculation gas, and the intake gas temperatures were changed with a water-cooled exhaust gas recirculation cooler and an electric heater in the intake pipe. Three compression ratios, 16.7, 18.0, and 21.3, were established with three pistons of different cavity volumes. Four fuels with different cetane numbers, 32 (CN32), 45 (CN45), 57 (CN57), and 78 (CN78), consisting of normal and isoparaffins, were examined for the three compression ratios, and the influence of exhaust gas recirculation and intake gas temperature is discussed for 12 combinations of compression ratios and cetane numbers. The results showed that the ignition delay increases linearly with the 1.67 power of the decrease in the intake oxygen concentration changed with cooled exhaust gas recirculation at the same cetane number and the same compression ratio. The ignition delay increases linearly with lowering intake gas temperatures, and the degree of increase in the ignition delay is more significant with lower cetane number fuels and lower compression ratios. Under practical conditions with the intake oxygen concentration between 21% and 11% and the intake gas temperature between 40°C and 100°C, the changes in ignition delays with the intake oxygen concentration are more significant than the changes with intake gas temperature. The ignition delay increases linearly with lowering compression ratios, and the degree of increase in the ignition delay with reductions in the compression ratio is larger in the cases with lower intake oxygen concentrations and lower cetane number fuels. The ignition delays at the higher compression ratios are significantly shorter than with the lower compression ratios in the case of the same in-cylinder gas temperature at top dead center due to higher in-cylinder gas pressures. The degree of increase in the ignition delay with lower cetane numbers is more significant at lower intake oxygen concentrations and lower compression ratios, and the ignition delay decreases linearly with the 0.25 power of the increase in cetane numbers.

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