Experimental Study of Additive-Manufacturing-Enabled Innovative Diesel Combustion Bowl Features for Achieving Ultra-Low Emissions and High Efficiency

Belgiorno, Giacomo; Boscolo, Andrea; Dileo, Gennaro; Numidi, Fabio; Pesce, Francesco Concetto; Vassallo, Alberto; Ianniello, Roberto; Beatrice, Carlo; Blasio, Gabriele Di

doi:10.4271/2020-37-0003

Cited by 39 publications

(15 citation statements)

References 18 publications

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“…It is worth highlighting that in this test point, the use of a preferable single pulse direct injection did not allow us to observe the imposed noise and COV IMEP limits. To this aim, a multi-injection strategy derived from the diesel calibration settings was adopted, leading to an overall improvement of the engine performance and emissions outputs [25]. Figure 2 shows the injection patterns employed for the test campaign, and injection strategy derived from the diesel calibration settings was adopted, leading to an overall improvement of the engine performance and emissions outputs [25].…”

Section: Experimental Methodologymentioning

confidence: 99%

“…To this aim, a multi-injection strategy derived from the diesel calibration settings was adopted, leading to an overall improvement of the engine performance and emissions outputs [25]. Figure 2 shows the injection patterns employed for the test campaign, and injection strategy derived from the diesel calibration settings was adopted, leading to an overall improvement of the engine performance and emissions outputs [25]. Figure 2 shows the injection patterns employed for the test campaign, and Table 4 the test matrix for both test points.…”

Section: Experimental Methodologymentioning

confidence: 99%

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Experimental Assessment on Exploiting Low Carbon Ethanol Fuel in a Light-Duty Dual-Fuel Compression Ignition Engine

et al. 2020

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Compression ignition (CI) engines are widely used in modern society, but they are also recognized as a significative source of harmful and human hazard emissions such as particulate matter (PM) and nitrogen oxides (NOx). Moreover, the combustion of fossil fuels is related to the growing amount of greenhouse gas (GHG) emissions, such as carbon dioxide (CO2). Stringent emission regulatory programs, the transition to cleaner and more advanced powertrains and the use of lower carbon fuels are driving forces for the improvement of diesel engines in terms of overall efficiency and engine-out emissions. Ethanol, a light alcohol and lower carbon fuel, is a promising alternative fuel applicable in the dual-fuel (DF) combustion mode to mitigate CO2 and also engine-out PM emissions. In this context, this work aims to assess the maximum fuel substitution ratio (FSR) and the impact on CO2 and PM emissions of different nozzle holes number injectors, 7 and 9, in the DF operating mode. The analysis was conducted within engine working constraints and considered the influence on maximum FSR of calibration parameters, such as combustion phasing, rail pressure, injection pattern and exhaust gas recirculation (EGR). The experimental tests were carried out on a single-cylinder light-duty CI engine with ethanol introduced via port fuel injection (PFI) and direct injection of diesel in two operating points, 1500 and 2000 rpm and at 5 and 8 bar of brake mean effective pressure (BMEP), respectively. Noise and the coefficient of variation in indicated mean effective pressure (COVIMEP) limits have been chosen as practical constraints. In particular, the experimental analysis assesses for each parameter or their combination the highest ethanol fraction that can be injected. To discriminate the effect on ethanol fraction and the combustion process of each parameter, a one-at-a-time-factor approach was used. The results show that, in both operating points, the EGR reduces the maximum ethanol fraction injectable; nevertheless, the ethanol addition leads to outstanding improvement in terms of engine-out PM. The adoption of a 9 hole diesel injector, for lower load, allows reaching a higher fraction of ethanol in all test conditions with an improvement in combustion noise, on average 3 dBA, while near-zero PM emissions and a reduction can be noticed, on the average of 1 g/kWh, and CO2 compared with the fewer nozzle holes case. Increasing the load insensitivity to different holes number was observed.

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Section: Experimental Methodologymentioning

confidence: 99%

Section: Experimental Methodologymentioning

confidence: 99%

Experimental Assessment on Exploiting Low Carbon Ethanol Fuel in a Light-Duty Dual-Fuel Compression Ignition Engine

et al. 2020

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“…The enhanced SCR technologies have been applied to lightduty diesel vehicles to be compliant with new RDE regulations, Euro 6d-TEMP and Euro 6d. Innovative combustion systems also have been developed to be able to improve CO 2 and NOx-soot trade-offs such as specific bowl design [16], innovative fuel injection systems, and injection strategy [17], which could reduce the usage of after-treatment systems with improving efficiency and performance.…”

Section: Introductionmentioning

confidence: 99%

Developing On-Road NOx Emission Factors for Euro 6b Light-Duty Diesel Trucks in Korean Driving Conditions

Park

Shin

2021

Energies

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This study aimed to develop on-road NOx emission factors for Euro 6b light-duty diesel trucks (LDDTs) in Korea. On-road NOx emissions were measured using portable emissions measurement systems and compared with those measured using the Korean Driving Cycle (KDC), the conventional laboratory test used to develop emission factors. To ensure the representativeness of the LDDTs emission factors, five vehicles of three models were driven along two real driving routes for total traveled mileage of 2280 km. On-road NOx levels were 2.1 to 6.9 times higher on average than those measured using the KDC because the latter does not cover the wide variability in vehicle speed and relative positive acceleration, common in real driving conditions. The lean-NOx trap was found to have disappointingly low NOx reduction efficiency in on-road driving. The on-road NOx emission factors by vehicle speeds developed in this study were comparable to the COPERT 4 factors.

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“…Belgiorno et al [6,7] optimized the efficiency-NOx trade off in conventional and partially premixed combustion modes by finding the engine calibration parameters. Belgiorno et al [9] improved the fuel/air mixing in the combustion chamber by making additive manufacturing enabled innovative piston bowl in order to achieve better performance and emission characteristics. It is therefore recommended that two or more methods be combined simultaneously to achieve the desired parameters [10].…”

Section: Introductionmentioning

confidence: 99%

Optimization of critical angle, distance and flow rate of secondary fuel injection in DI diesel engine using computational fluid dynamics

Sonachalam

Manieniyan

2021

SN Appl. Sci.

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This study presents the optimization of the intake manifold and the optimized flow rate of the acetylene gas which acts as a low reactivity fuel to achieve the superior performance and emission characteristics used in the Reactivity controlled compression ignition (RCCI) engine. Intake manifold is one of the engine components which are an important factor in determining the quality of combustion. A very recent evolution of the RCCI engine using the low temperature combustion technique requires a low reactivity fuel which is injected through the secondary fuel injector. The secondary fuel injector must be designed and optimized to allow the acetylene gas to maximize the engine performance and the amount of acetylene gas in liters per minute required for better combustion. If the secondary fuel injector is mounted apart from the critical point, then the performance of the RCCI engine may be poor and also if the acetylene gas is not supplied properly, there is a risk of poor combustion and also if the acetylene gas is supplied excessively, there is a risk of knocking along with the backfire due to the excess fuel charge accumulation during the combustion process. Physical testing of the secondary fuel injector in the intake manifold with different angles, distance and flow rate of supply of acetylene gas is time and cost consuming process. To mitigate this issue optimization is done through computational fluid dynamics principles comes in handy to minimize time and money. In our study, ANSYS-FLUENT software is used for simulation purposes. Optimization of acetylene gas injector distance is carried out by analyzing the pressure contours at the entrance of the combustion chamber. The optimized flow rate of acetylene gas and the injector inclination is found by analyzing the flow contours of turbulent kinetic energy and turbulent dissipation rate.

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Experimental Study of Additive-Manufacturing-Enabled Innovative Diesel Combustion Bowl Features for Achieving Ultra-Low Emissions and High Efficiency

Cited by 39 publications

References 18 publications

Experimental Assessment on Exploiting Low Carbon Ethanol Fuel in a Light-Duty Dual-Fuel Compression Ignition Engine

Experimental Assessment on Exploiting Low Carbon Ethanol Fuel in a Light-Duty Dual-Fuel Compression Ignition Engine

Developing On-Road NOx Emission Factors for Euro 6b Light-Duty Diesel Trucks in Korean Driving Conditions

Optimization of critical angle, distance and flow rate of secondary fuel injection in DI diesel engine using computational fluid dynamics

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