Behavior of Adhering Fuel on Cold Combustion Chamber Wall in Direct Injection Diesel Engines

Tsunemoto, Hideyuki; Yamada, Toshio; Ishitani, Hiromi

doi:10.4271/861235

Cited by 17 publications

(5 citation statements)

References 2 publications

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“…The vaporization results indicate that 90 per cent of the fuel adheres on the wall for the continuous multicomponent model. This is similar to that predicted by Stanton et al [13] but is higher than the experimental study of Tsunemoto et al [8]. It has been shown [46,75] that spray targeting is a strong factor in determining the amount of splashing and fuel adherence to the wall, and the location of impingement was not shown for the study of Tsunemoto et al…”

Section: Cold-start Predictionssupporting

confidence: 83%

“…Wall impingement of the spray was found to adversely affect startability, since the film temperature is dominated by the wall temperature in the absence of high swirl, and little vaporization of the film occurs. Tsunemoto et al [8] showed that 30±40 per cent of the fuel adhered to the wall. This amount increased with reduction in the cranking speed, approximately 7 per cent per 100 r=min, and was also sensitive to the wall temperature and amount of fuel injected.…”

Section: Jer00799´# 2000´imechementioning

confidence: 99%

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Multidimensional simulation of diesel engine cold start with advanced physical submodels

Lippert¹,

Stanton

Rutland

et al. 2000

International Journal of Engine Research

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The complex physical processes occurring during cold starting of diesel engines mandate the use of advanced physical submodels in computations. The present study utilizes a continuous probability density function to represent more fully the range of compositions of commercial fuels. The model was applied to singledroplet calculations to validate the predictions against experimental results. Analysis of a high-pressure diesel spray showed axial composition gradients within the spray. Previous wall-film modelling was extended to include the continuous multicomponent fuel representation. Using these models, the cold-start behaviour of a heavy-duty diesel engine was analysed. The predictions show that multicomponent fuel modelling is critical to capturing realistic vaporization trends. In addition, the spray-film interaction modelling is crucial to capturing the spray impingement and subsequent secondary atomization. Heating the intake air temperature was shown to result in reduced ignition delay and accelerated vaporization. Increasing the fuel temperature increased vaporization prior to and away from the initial heat release. Increasing the injection pressure increased vaporization without much change in the ignition delay. Split injections, with 75 per cent of the fuel contained in the second pulse, displayed a substantial reduction in ignition delay due to ignition of the first pulse. The timing of the first injection was found to be an important parameter due to differences in the spray impingement behaviour with different timings.

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Section: Cold-start Predictionssupporting

confidence: 83%

Section: Jer00799´# 2000´imechementioning

confidence: 99%

Multidimensional simulation of diesel engine cold start with advanced physical submodels

Lippert¹,

Stanton

Rutland

et al. 2000

International Journal of Engine Research

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“…They found that, with decreasing compression ratio, the startability of the diesel engine became worse and the peak pressure of the cylinder and the smoke emissions decreased. Tsunemoto et al 9 found that, at low compression ratios, the cylinder pressure and the temperature of the start-up process decreased and the start-up performance was poor. It was found that 30–40% of the injected fuel remained on the combustion chamber wall after being burned at low compression ratios under low-temperature conditions.…”

Section: Introductionmentioning

confidence: 99%

Effect of the altitude on the combustion characteristics of a low-compression-ratio diesel engine during the start-up process

Kan

Lou

et al. 2016

Proceedings of the Institution of Mechanical Engineers, Part D:

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One of the ways to meet future emission standards for cars and to limit the peak pressure of a heavy-duty, highly supercharged diesel engine is to reduce the compression ratio. Nevertheless, complications appear because stringent limitations to a reduction in the diesel compression ratio are the start-up requirements, in particular at high altitudes. An experimental study was conducted on the effect of the altitude on the combustion characteristics during the start-up process of a direct-injection midspeed intercooled turbocharged diesel engine with a compression ratio of 14.25:1. Specialized testing was conducted on the low-compression-ratio diesel engine, the intake pressure and the exhaust pressure of which were controlled by a plateau simulation test system to simulate the conditions at altitudes of 0 m, 1000 m, 2000 m, 3000 m, 3750 m and 4500 m. The results indicated that the pressure in the cylinder was lower during the cranking period as the altitude increased and that this caused the ignition operation to become difficult at altitudes above 3000 m. The combustion characteristics are significantly impacted by altitudes above 2000 m. At an altitude of 0–1000 m, the curve pattern of the cycle cylinder pressure had mainly a single peak during the start-up period. When the altitude increased to 2000 m, twin peaks and afterburn appeared in the cycles. Misfire appeared during the start-up period when the altitude increased to 3000 m, the combustion instability increased and the average indicated mean effective pressure decreased rapidly. When the altitude increases, the cycle-to-cycle variations in the peak pressure increased during idle, the ignition and the crank angle position at 50% of the cumulative heat release rate were delayed and the combustion duration was extended.

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“…Tsunemoto, et al [13], studied the influence of combustion chamber shape and depth on the adhering fuel to the chamber walls in a direct injection diesel engine. They concluded that, in shallow combustion chambers, the distance from injection nozzle to the combustion chamber wall with bowl and cavities is far, and fuel evaporates before impinging on the wall reducing the amount of remaining fuel.…”

Section: Chamber Designmentioning

confidence: 99%

“…Several factors , such as ambient temperature and pressure [1,[5][6][7][8][9][10]11], the combustion chamber design [11,12,13], the fuel properties [14,15,16], the injection process [1,6,7,17], cranking speed [6,7,11,17], residuals composition, equivalence ratio, surface temperature and the inlet charge temperature [ 14,[18][19][20][21][22][23][24][25][26][27][28][29][30][31][32][33][34][35][36][37][38][39][40], affect the combustion process and engine-out emissions.…”

Section: Factors Affecting Cold Startmentioning

confidence: 99%

Opposing effects of recirculated gases during cranking on cold start of diesel engines

Rofail

Henein

Bryzik

2011

Proceedings of the Institution of Mechanical Engineers, Part D:

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The effect of recirculating engine-out gases into the intake manifold on the cold start of direct-injection diesel engines is investigated. Two types of recirculation are examined. The first is low-pressure recirculation of engine-out gases into the intake manifold where their rate is controlled by a gas recirculation (GR) valve installed between the exhaust and intake manifold. The second is high-pressure recirculation by restricting the flow of the engine-out gases using a butterfly (BF) valve, installed in the exhaust system after the turbocharger to increase the back pressure and the rate of recirculated gases. Since there is no combustion during cranking, these gases contain evaporated hydrocarbons and partial oxidation products, mostly formaldehyde (HCHO). Experimental investigations on a four-cylinder direct-injection diesel engine indicated that high rates of cranking gas recirculation (CGR) increase the ignition delay and lengthen the cranking period. Since higher concentrations of hydrocarbons (HC) are expected to enhance the autoignition process, it is suspected that the recirculated HCHO would have an opposite effect. These opposing effects are investigated using the ChemKin diesel cycle simulation model. The model results demonstrated the effect of HCHO on slowing the autoignition and combustion reactions.

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Behavior of Adhering Fuel on Cold Combustion Chamber Wall in Direct Injection Diesel Engines

Cited by 17 publications

References 2 publications

Multidimensional simulation of diesel engine cold start with advanced physical submodels

Multidimensional simulation of diesel engine cold start with advanced physical submodels

Effect of the altitude on the combustion characteristics of a low-compression-ratio diesel engine during the start-up process

Opposing effects of recirculated gases during cranking on cold start of diesel engines

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