Characterisation of Fuel Ignition under Partly Homogeneous Diesel Combustion

Rajamani, Vinod; Rohs, Hans

doi:10.4271/2014-01-1280

Cited by 2 publications

(1 citation statement)

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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%

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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