Effects of combustion chamber diameter on the performance and fuel–air mixing of a double swirl combustion system in a diesel engine

Kang, Yuning; Li, Xiangrong; Hu, Shen; Chen, Yanlin; Liu, Dong; Chang, Jing

doi:10.1016/j.fuel.2022.124392

Cited by 5 publications

(3 citation statements)

References 35 publications

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“…In fact, one of the main reasons that HRF was injected at an early crank angle degree in RCCI engines was to prepare an acceptably homogenous mixture. As it was explained previously, homogeneity was effective in various engine specifications such as combustion quality, engine power output emissions, and knocking [37][38][39][40]. In this research, the impact of SOI on homogeneity was also thoroughly investigated.…”

Section: Injection Timing Effectivenessmentioning

confidence: 80%

Start of Injection Influence on In-Cylinder Fuel Distribution, Engine Performance and Emission Characteristic in a RCCI Marine Engine

Kakoee,

Mikulski,

Vasudev

et al. 2024

Energies

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Reactivity-controlled compression ignition (RCCI) is a promising new combustion technology for marine applications. It has offered the potential to achieve low NOx emissions and high thermal efficiency, which are both important considerations for marine engines. However, the performance of RCCI engines is sensitive to a number of factors, including the start of injection. This study used computational fluid dynamics (CFD) to investigate the effects of start of ignition (SOI) on the performance of a marine RCCI engine. The CFD model was validated against experimental data, and the results showed that the SOI has a significant impact on the combustion process. In particular, the SOI affected the distribution of fuel and air in the combustion chamber, which in turn affected the rate of heat release and the formation of pollutants. Ten different SOIs were implemented on a validated closed-loop CFD model from 96 to 42 CAD bTDC (crank angle degree before top dead center) at six-degree intervals. A chemical kinetic mechanism of 54 species and 269 reactions tuned and used for simulation of in-cylinder combustion. The results show that in early injection, high-reactivity fuel was distributed close to the liner. This distribution was around the center of late injection angles. A homogeneity study was carried out to investigate the local equivalence ratio. It showed a more homogenous mixture in early injection until 66 CAD bTDC, after which point, earlier injection timing had no effect on homogeneity. Maximum indicated mean effective pressure (IMEP) was achieved at SOI 48 CAD bTDC, and minimum amounts of THC (total hydrocarbons) and NOx were observed with middle injection timing angles around 66 CAD bTDC.

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Section: Injection Timing Effectivenessmentioning

confidence: 80%

Start of Injection Influence on In-Cylinder Fuel Distribution, Engine Performance and Emission Characteristic in a RCCI Marine Engine

Kakoee,

Mikulski,

Vasudev

et al. 2024

Energies

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“…The power output and emissions production of a diesel engine are dominated by the formation of homogeneous fuel-air mixture, which may be promoted by a combustion system with a good configuration, including the fuel injection strategies, intake parameters, and combustion chamber (Kang et al, 2022). When the altitude increases, the cylinder pressure and oxygen concentration both decrease because of less mass of mixture trapped in the cylinder.…”

Section: Introductionmentioning

confidence: 99%

Experimental investigation on effects of fuel injection and intake parameters on combustion and performance of a turbocharged diesel engine at different altitudes

Wan

Huang²,

Shen³

et al. 2023

Front. Energy Res.

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Matching characteristics between fuel injection and intake control parameters significantly affect overall performances in diesel engine at variable altitudes. Prior to optimizing the control parameters of diesel engines operating at high altitudes areas, there is a necessity to identify the influence law of fuel injection and intake parameters on engine performance. This study focused on the effects of main injection timing (MIT), fuel injection pressure (FIP), EGR rate, and variable nozzle turbocharger (VNT) opening on the combustion, performances and NOx and smoke emissions in a turbocharged diesel engine at different altitudes (2000, 1,000, and 0 m). Strategies for optimization of engine performance and the coupling relationship between these parameters were analyzed. The results showed that as the altitude increased from 0 m to 2000 m, the engine torque dropped by 2.9%, the BSFC increased by 2.6%, the NOx emissions reduced by 11.8%, and the opacity smoke increased by 26.2%. The effects of MIT, FIP, EGR rate and VNT opening on engine performances were more significant at high altitudes. As the MIT was advanced at 2000 m altitude, the engine torque increased by 5.6%, the BSFC reduced by 5.9%, the opacity smoke decreased by 55%, while the NOx emissions increased by 54%%. Advance the injection timing properly can overcome the altitude effect on engine power. With the FIP increased from 105 to 130 MPa at 2000 m, the engine torque reduced by 1.7%, the BSFC increased by 1.6%, the opacity smoke dropped by 44.5%, and the NOx emissions increased by 17.5%. When the EGR rate increases by 5%, the NOx emission reduces by 16.4%,17.9 and 21.9 respectively at 0, 1,000 and 2000 m altitude. The EGR rate should be properly reduced to obtain the recovery of engine power at plateau. As the VNT vane opening decreased from 40% to 20%, the NOx emission increase by 9.4% and 9.9% at 0 m and 1,000 m respectively, and it reduces by 3.9% at 2000 m, while the opacity smoke reduces by 38.9% at different altitudes. The optimization of VNT vane opening requires a balance between combustion performance and pumping losses. The multi-objective collaborative optimization technique should be applied to optimize these parameters to help improve engine efficiency and emissions at high altitudes.

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“…In general, flammable air-fuel mixture throughout the combustion chamber with high pressure, temperature, and velocity is very sensitive to the geometry of the piston bowl. 19 Adhiseshan et al 20 examined the effects of a new piston bowl design on the emissions formation and performance of a direct injection diesel engine. They reported that reduction in both CO and HC emissions, simultaneous with brake thermal efficiency improvement, can be achieved by adopting an octagon-surface piston bowl.…”

Section: Introductionmentioning

confidence: 99%

A numerical study of piston bowl geometry and diesel injection timing in a heavy-duty diesel/syngas RCCI engine

Seddiq

Delprete

Brusa

et al. 2023

International Journal of Engine Research

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The current numerical study aims to examine the single and combined effects of various piston bowl geometries, diesel main Start of Injection (SOI) timing, and syngas energy ratio on the combustion characteristics, specific emissions (g/kW·h), energy distribution, and exergy of a heavy-duty off-road Reactivity-Controlled Compression Ignition (RCCI) diesel engine. The examined geometries include the stock chamber (baseline combustion chamber), wide-shallow chamber, dual-swirl chamber, stepped-lip chamber. The main SOI timing was varied from −20 to −5 Crank Angle (CA) After Top Dead Center (ATDC) with 5 CA steps. Also, syngas energy ratio including 0% Conventional Diesel Combustion (CDC) mode, 20%, 40%, and 60% of total fuel energy per cycle. To accomplish this goal, the SAGE combustion model coupled with a reduced chemical kinetic mechanism consists of 360 reactions, and 72 species was applied to conduct this investigation. The numerical findings showed that the use of the wide-shallow chamber extended the engine operable range under diesel-syngas combustion operating conditions. In comparison to the baseline CDC case, the application of the dual-swirl chamber under CDC conditions, and main SOI timing of −15 CA ATDC led to reduction of Carbon Monoxide ([Formula: see text]), Hydro-Carbon ([Formula: see text]), Particle Matter ([Formula: see text]), Carbon Dioxide ([Formula: see text]), Indicated Specific Energy Consumption (ISEC), Gross Indicated Efficiency (GIE), and exergy efficiency but with a Nitrogen Oxides ([Formula: see text]) penalty rate. In general, an increase in the bore to bowl diameter ratio caused a shorter ignition delay period and combustion duration. The utilization of the stepped-lip chamber at both CDC and diesel-syngas combustion operating modes resulted in a shorter ignition delay period, but a longer combustion duration. Nonetheless, the stepped-lip combustion chamber reduced the diffusive flame temperature. Also, it is noteworthy that the utilization of the stock chamber along with the main SOI timing at −5 CA ATDC under diesel-syngas 60% combustion mode is a suitable technique to pass EURO-VI [Formula: see text] and [Formula: see text] emissions regulations.

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Effects of combustion chamber diameter on the performance and fuel–air mixing of a double swirl combustion system in a diesel engine

Cited by 5 publications

References 35 publications

Start of Injection Influence on In-Cylinder Fuel Distribution, Engine Performance and Emission Characteristic in a RCCI Marine Engine

Start of Injection Influence on In-Cylinder Fuel Distribution, Engine Performance and Emission Characteristic in a RCCI Marine Engine

Experimental investigation on effects of fuel injection and intake parameters on combustion and performance of a turbocharged diesel engine at different altitudes

A numerical study of piston bowl geometry and diesel injection timing in a heavy-duty diesel/syngas RCCI engine

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