Relations among NOx, Pressure Rise Rate, HC and CO in LTC Operation of a Diesel Engine

Horibe, Naoto; Ishiyama, Takuji

doi:10.4271/2009-01-1443

Cited by 18 publications

(15 citation statements)

References 6 publications

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“…Under the heavy EGR level (49.6%), however, the substantial extension of the flame lift-off length prohibits the further increase of fuel mass involved in the premixed combustion. This phenomenon, combined with the extension of premixed combustion duration, explains the reason why the heavy EGR level can reducethe pressure rise rate as indicated in many experiments[62,63].Figure 32show the instantaneous behaviors of nitric oxide (ppm), soot mass (g/kg-fuel), and soot precursor mass (g/kg-fuel) for different EGR levels. The reduction of the diffusion flame combustion temperature in zone 5 due to the employment of EGR causes a significant reduction of nitric oxide emissions.…”

mentioning

confidence: 78%

Detailed multi-zone thermodynamic simulation for direct-injection diesel engine combustion

Xue

Caton

2012

International Journal of Engine Research

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A detailed multi-zone thermodynamic simulation has been developed for the direct-injection (DI) diesel engine combustion process. For the purpose of predicting heterogeneous type combustion systems, the model explores the formation of preignition radicals, start of combustion, and eventual heat release. These mechanisms are described based on the current understanding and knowledge of the diesel engine combustion acquired through advanced laser-based diagnostics. Six zones are developed to take into account the surrounding bulk gas, liquid-and vapor-phase fuel, pre-ignition mixing, fuel-rich combustion products as well as the diffusion flame combustion products. A three-step phenomenological soot model and a nitric oxide emission model are applied based on where and when each of these reactions mainly occurs within the diesel fuel jet evolution process. Caton, for his excellent guidance, patience and support throughout the course of this research. I would never have been able to finish my dissertation without his guidance. I would like to thank Dr. Jacobs, who is always willing to help and give his best suggestions. My sincerest appreciation goes to Dr. Petersen and Dr. Bowersox for their support of my research. Many thanks to Josh Bittle, Hoseok Song, Jiafeng Song in the Advanced Engine Research Lab for the experimental data used in the model comparisons and suggestions on my research. I would also like to thank Junnian Zheng who helped me learn CHEMKIN. My research would not have been possible without their help. I also want to extend my gratitude to my friends and colleagues and the department faculty and staff for making my time at Texas A&M University a great experience. Finally, my profoundest love goes to my mother and father for their amazing love and encouragement with their best wishes. Your unwavering love and support have made me who I am today. v

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confidence: 78%

Detailed multi-zone thermodynamic simulation for direct-injection diesel engine combustion

Xue

Caton

2012

International Journal of Engine Research

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“…In conventional diesel combustion, almost any attempt to lower NO X emissions through incylinder techniques results in an increase in DPM, and the converse is true as well. Referred to as the "NO x /DPM" or "NO X /PM" tradeoff, this correlation is controlled by the fact that NO X formation increases at higher combustion temperatures and lean conditions, while DPM mass formation (driven by increased EC formation), will increase at lower combustion temperatures and rich conditions [Horibe and Ishiyama 2009;Heywood 1988c;Majewski and Khair 2006b;EPA 2001a;Helmantel and Golovitchev 2009;Kook et al 2005]. Because of this correlation, it is very difficult to simultaneously reduce NO X and DPM without combining various in-cylinder and aftertreatment technologies.…”

Section: No X /Dpm Tradeoffmentioning

confidence: 99%

“…This acts to lower peak in-cylinder temperatures during combustion and reduce NO X formation at a rate that is proportional to the amount of EGR flow [Majewski and Khair 2006b;Ladommatos et al 1996a,b;Ladommatos et al 1997a,b]. Studies have shown that increasing the rate of EGR may result in possible increases in HC, CO, a nd DPM formation as well as thermal efficiency losses due to increased pumping work [Jacobs et al 2003;Horibe and Ishiyama 2009;Heywood 1988c;Kook et al 2005;Majewski and Khair 2006b].…”

Section: Exhaust Gas Recirculation (Egr)mentioning

confidence: 99%

Diesel aerosols and gases in underground mines: guide to exposure assessment and control.

Bugarski¹,

Cauda²,

Janisko³

et al. 2011

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“…Therefore, many studies have been conducted on the optimization of multiple injection to reduce unburned species emissions in PCCI-based combustion. Furthermore, strategies to reduce combustion noise have been investigated [16,17].…”

Section: Introductionmentioning

confidence: 99%

“…In a previous study [16], the authors investigated the selection of injection parameters and EGR rates in two-stage injection to reduce combustion noise (by a low pressure rise rate) with low emissions and high thermal efficiency at a fixed engine speed, and proposed the following injection strategy. At a low load, the first-injection quantity should be decreased to suppress the maximum pressure rise rate and the second injection should be started before ignition of the first-injection fuel.…”

Section: Introductionmentioning

confidence: 99%

Selection of Injection Parameters for Various Engine Speeds in PCCI-Based Diesel Combustion with Multiple Injection

Horibe

Tanaka

Ishiyama

2011

SAE Technical Paper Series

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The objective of this study is to obtain a strategy for adapting injection and exhaust gas recirculation (EGR) conditions to various engine speeds. An experimental study was conducted using a single-cylinder test engine and varying the injection timings of two-stage injection, the injection-quantity ratio, the EGR rate, and the swirl ratio at low (1300 rpm) and high (2300 rpm) engine speeds. When using base injection conditions, the results indicated that problems occurred for the high maximum pressure rise rate at low engine speed and the low thermal efficiency at high engine speed. At low engine speed, retarding the injection timings and increasing the first-injection quantity ratio reduced the maximum pressure rise rate without sacrificing engine performance. At high engine speed, advancing the injection timings improved the thermal efficiency but increased smoke emission. In addition to advancing the injection timings, a decrease of the first-injection quantity ratio reduced smoke emission.

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Relations among NOx, Pressure Rise Rate, HC and CO in LTC Operation of a Diesel Engine

Cited by 18 publications

References 6 publications

Detailed multi-zone thermodynamic simulation for direct-injection diesel engine combustion

Detailed multi-zone thermodynamic simulation for direct-injection diesel engine combustion

Diesel aerosols and gases in underground mines: guide to exposure assessment and control.

Selection of Injection Parameters for Various Engine Speeds in PCCI-Based Diesel Combustion with Multiple Injection

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