Numerical Investigation of the Effects of Split Injection Strategies on Combustion and Emission in an Opposed-Piston, Opposed-Cylinder (OPOC) Two-Stroke Diesel Engine

Zhang, Lei; Tie-xiong, SU; Zhang, Yangang; Ma, Fukang; Yin, Jinguan; Feng, Yaonan

doi:10.3390/en10050684

Cited by 10 publications

(8 citation statements)

References 29 publications

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“…Also, the combustion-generated noise can be reduced if there is a lower initial injected fuel mass, thus slowing down the early rapid rise of the heat release and peak pressure rise rate [7]. In other studies, the adoption of different shapes of the rate of injection has been achieved considering split injection strategies [8][9][10]. Changing the main injection shape has an important effect on the air-fuel mixing process, ignition delay and pollutant emissions.…”

Section: Introductionmentioning

confidence: 99%

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Effects of Injection Rate Shape on Performance and Emissions of a Diesel Engine Fuelled by Diesel and Biodiesel B20

2022

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The combustion process in diesel engines is controlled by the injection rate shape. The stricter emission regulations requiring simultaneous reduction of nitrogen oxides and particulate matter imposes intense research and development activity for achieving clean and robust combustion. This work describes the experimental investigation made for calibration of an engine model and the numerical investigation performed to assess the influences of different injection rate shapes on performances of a diesel engine fuelled with diesel and rapeseed biodiesel B20. The engine model was developed with the AVL-BOOST code using the AVL-MCC combustion mode. The model was calibrated for the reference Top-Hat injection rate shape using experimental data registered for maximum brake torque and maximum brake power speed conditions. Other injection rate shapes such as triangular, trapezoidal, and boot having the same area, start, and duration of injection were investigated in terms of combustion characteristics, performance, and pollutant emissions. The link existing between the injection characteristics and the NOx and Soot emissions highlights that, for the optimal rate of injection shape, a simultaneous reduction of NOx and Soot by 11%, respectively 4% for maximum brake torque and by 22%, respectively 7% for maximum brake power, can be obtained using biodiesel B20.

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Section: Introductionmentioning

confidence: 99%

“…Changing the main injection shape has an important effect on the air-fuel mixing process, ignition delay and pollutant emissions. According to [8], it is likely to attain low NO x and Soot emissions at the same time by using the proper rate shape.…”

Section: Introductionmentioning

confidence: 99%

Effects of Injection Rate Shape on Performance and Emissions of a Diesel Engine Fuelled by Diesel and Biodiesel B20

2022

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“…At the same time, the opposed-piston motion phase difference, gas change timing, injection and ignition timing were investigated [6]. Zhang et al investigated the combustion and emission performance of a double opposedpiston engine [19]. Multiple injections are effective in reducing carbon soot emissions, which in turn increases NO x emissions.…”

Section: Introductionmentioning

confidence: 99%

Experimental Investigation of Combustion Characteristics on Opposed Piston Two-Stroke Gasoline Direct Injection Engine

Yang

et al. 2021

Energies

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The combustion characteristics of an opposed-piston two-stroke gasoline engine are investigated with experiment. The energy conversion and exergy destruction are analyzed and the organization method of the combustion process is summarized. The effects of phase difference, scavenging pressure, injection timing, ignition timing, and dual spark plug ignition scheme on the combustion process and engine performance are discussed, respectively. The heat release rate of the opposed-piston two-stroke gasoline engine is consistent with the conventional gasoline engine. With the increase of opposed-piston motion phase difference, the scavenging efficiency decreases and overmuch residual exhaust gas is not beneficial to the combustion process. Meanwhile, the faster relative velocity of the opposed-piston near the inner dead center enhances the cylinder working volume change rate, which leads to the rapid decline of in-cylinder pressure and temperature. The 15 °CA of opposed-piston motion phase difference improves the scavenging and combustion process effectively. When scavenging pressure is 0.12 MPa, the scavenging efficiency and heat release rate are improved at medium-high speed conditions. With the delay of injection timing, the flame developing period decreases gradually, and the rapid burning period decreases and then increases. The rapid burning period may reach the minimum value when the injection advance angle is 100 °CA. With the delay of ignition timing, the flame developing period increases gradually, and the rapid combustion period decreases and then increases. The rapid combustion period may reach the minimum value when the ignition advance angle is 20 °CA. Notably, the flat-top piston structure should be matched with the dual spark plug, which the ignition advance angle is 20 °CA at medium-high load conditions.

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“…In the European Union, vehicles and non-road machinery must comply with the stage standards, which divide the combustion drives in terms of application, output power, and emission indexes, according to the latest regulations (Regulation 2016/1628/EU) [21]. Meeting the emission standards forces the manufacturers to use innovative solutions for fuel supply systems [22,23], exhaust after-treatment systems [24][25][26], and fuel injection control algorithms [27,28] and to search for new fuel options [29][30][31][32]. However, there are groups of machines for which the regulations provide for higher emission limit values [20] and their drives have a low technical advancement level [33].…”

Section: Introductionmentioning

confidence: 99%

Influence of Innovative Woodchipper Speed Control Systems on Exhaust Gas Emissions and Fuel Consumption in Urban Areas

et al. 2020

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This paper discusses the determination of fuel consumption and exhaust gas emissions when shredding branches in urban areas. It aimed to determine the hourly emission of exhaust gases to the atmosphere during such work and to identify the designs that can reduce it. The research was carried out with a cylinder woodchipper driven by a low-power (9.5 kW) combustion engine. There were three configurations of the tested drive unit: The factory setting (A) with a carburettor fuel supply system, modernized by us to include an electronic injection system (B). This system (B) was expanded with an adaptation system patented by the authors (P. 423369), thus creating the third configuration (C). The research was carried out when shredding cherry plum (Prunus cerasifera Ehrh. Beitr. Naturk. 4:17. 1789 (Gartenkalender 4:189-204. 1784)) branches with a diameter of 80 mm, which presented a large load for the machine. The machine was operated by one experienced operator. The average operating conditions during the tests were as follows: Branch delivery frequency of about 4 min−1 and mass flow rate of about 0.72 t h−1. During the tests with the use of PEMS (portable emissions measurement system, here Axion RS from Global MRV), we analyzed the emissions of compounds, such as CO, CO2, HC, and NOx, and determined the fuel consumption based on the carbon balance. The research showed that the use of an injection system (B) reduced fuel consumption from 1.38 to 1.29 l h−1 (by 6.7%) when compared to the carburettor system (A). Modernization of the injection system (B) with an adaptive system (C) reduced fuel consumption from 1.38 to 0.91 l h−1 (by 34%) when compared to the carburettor system (A). An hour of shredding with a cylinder chopper emits the following amounts of flue gases: design A (HC 0.013 kg h−1; CO 0.24 kg h−1; CO2 2.91 kg h−1; NOx 0.0036 kg h−1), design B (HC 0.0061 kg h−1; CO 0.20 kg h−1; CO2 2.77 kg h−1; NOx 0.0038 kg h−1), and design C (HC 0.017 kg h−1; CO 0.22 kg h−1; CO2 1.79 kg h−1; NOx 0.0030 kg h−1). The adaptive system entails significant reductions in non-HC emissions, which indicates that the system needs to be improved with respect to fuel-air mixture control for its enrichment of the low-to-high-speed change. The admissible emission limits for harmful compounds in exhaust gas for the tested group of propulsion units are in accordance with the provisions in force in the European Union from 2019 for the tested propulsion units during operation, with a full CO load about 6100 g h−1 and HC + NOx about 80 g h−1. The tested propulsion units emitted significantly less pollution under real operating conditions (because they did not work under full load throughout the entire test sample).

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Numerical Investigation of the Effects of Split Injection Strategies on Combustion and Emission in an Opposed-Piston, Opposed-Cylinder (OPOC) Two-Stroke Diesel Engine

Cited by 10 publications

References 29 publications

Effects of Injection Rate Shape on Performance and Emissions of a Diesel Engine Fuelled by Diesel and Biodiesel B20

Effects of Injection Rate Shape on Performance and Emissions of a Diesel Engine Fuelled by Diesel and Biodiesel B20

Experimental Investigation of Combustion Characteristics on Opposed Piston Two-Stroke Gasoline Direct Injection Engine

Influence of Innovative Woodchipper Speed Control Systems on Exhaust Gas Emissions and Fuel Consumption in Urban Areas

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