Effect of bioethanol–diesel blends, exhaust gas recirculation rate and injection timing on performance, emission and combustion characteristics of a common rail diesel engine

Biofuels ◽  
2017 ◽  
Vol 10 (4) ◽  
pp. 511-523
Author(s):  
Venkatesh T. Lamani ◽  
Aditya U. Baliga M ◽  
Ajay Kumar Yadav ◽  
G. N. Kumar
Keyword(s):  
Diesel Engine ◽  
Exhaust Gas Recirculation ◽  
Combustion Characteristics ◽  
Common Rail ◽  
Injection Timing ◽  
Exhaust Gas ◽  
Recirculation Rate ◽  
Gas Recirculation

Control-Oriented Physics-Based NOX Emission Model for a Diesel Engine With Exhaust Gas Recirculation

2020 ◽  
Vol 1 (1) ◽  
Author(s):  
Saravanan Duraiarasan ◽  
Rasoul Salehi ◽  
Anna Stefanopoulou ◽  
Siddharth Mahesh ◽  
Marc Allain
Keyword(s):  
Diesel Engine ◽  
Test Procedure ◽  
Flame Temperature ◽  
Exhaust Gas Recirculation ◽  
Nox Emission ◽  
Injection Timing ◽  
Exhaust Gas ◽  
Engine Control ◽  
Gas Recirculation ◽  
The Impact

Abstract Stringent NOX emission norm for heavy duty vehicles motivates the use of predictive models to reduce emissions of diesel engines by coordinating engine parameters and aftertreatment. In this paper, a physics-based control-oriented NOX model is presented to estimate the feedgas NOX for a diesel engine. This cycle-averaged NOX model is able to capture the impact of all major diesel engine control variables including the fuel injection timing, injection pressure, and injection rate, as well as the effect of cylinder charge dilution and intake pressure on the emissions. The impact of the cylinder charge dilution controlled by the engine exhaust gas recirculation (EGR) in the highly diluted diesel engine of this work is modeled using an adiabatic flame temperature predictor. The model structure is developed such that it can be embedded in an engine control unit without any need for an in-cylinder pressure sensor. In addition, details of this physics-based NOX model are presented along with a step-by-step model parameter identification procedure and experimental validation at both steady-state and transient conditions. Over a complete federal test procedure (FTP) cycle, on a cumulative basis the model prediction was more than 93% accurate.

Effect of hydraulic flow rate, injection timing, and exhaust gas recirculation on particulate and gaseous emissions in a light-duty diesel engine

2019 ◽  
Vol 234 (5) ◽  
pp. 1279-1293 ◽  
Author(s):  
Khawar Mohiuddin ◽  
Minhoo Choi ◽  
Junkyu Park ◽  
Sungwook Park
Keyword(s):  
Diesel Engine ◽  
Flow Rate ◽  
Particle Number ◽  
Exhaust Gas Recirculation ◽  
Injection Timing ◽  
Exhaust Gas ◽  
Gaseous Emissions ◽  
Spray Tip Penetration ◽  
Hydraulic Flow ◽  
Gas Recirculation

Nozzle hydraulic flow rate is a critical parameter that affects the combustion process and plays a vital role in the production of emissions from a diesel engine. In this study, injection characteristics, such as normalized injection rate and spray tip penetration, were analyzed for different hydraulic flow rate injectors with the help of spray experiments. To further investigate the effects of hydraulic flow rate on engine-out particulate and gaseous emissions, engine experiments were performed for different values of hydraulic flow rate in multiple injectors. Various operating conditions and loading configurations were examined, and the effects of varying start of injection and exhaust gas recirculation rates for different hydraulic flow rates were analyzed. A separate Pegasor Particle Sensor (PPS-M) sensor was used to measure and collect data on the particle number, and an analysis was conducted to investigate the relation of particle number with hydraulic flow rate, injection timing, and exhaust gas recirculation rate. Results of the spray experiment exhibited a decreasing injection duration and increasing spray tip penetration with increasing hydraulic flow rate. Effect of hydraulic flow rate on combustion and emission characteristics were analyzed from engine experiment results. Least ignition delay was achieved using a smaller hole diameter, retarded injection timing, and lowest EGR%. Higher hydraulic flow rate with retarded injection timing and higher EGR% helped in reduction of NOx emissions and brake-specific fuel consumption, but particulate emissions were increased. Best particulate matter–NOx trade-off was achieved with lowest hydraulic flow rate.

scholarly journals Nanoparticle number from biodiesel blends combustion in a common rail fuel injection system diesel engine equipped with exhaust gas recirculation

2009 ◽  
Vol 138 (3) ◽  
pp. 28-36
Author(s):  
Sathaporn CHUEPENG ◽  
Hongming XU ◽  
Athanasios TSOLAKIS ◽  
Mirosław WYSZYŃSKI ◽  
Jonathan HARLAND
Keyword(s):  
Particle Size ◽  
Diesel Engine ◽  
Particle Number ◽  
Fuel Injection ◽  
Exhaust Gas Recirculation ◽  
Common Rail ◽  
Injection System ◽  
Fuel Injection System ◽  
Exhaust Gas ◽  
Gas Recirculation

The paper presents characterisations of nanoparticle number in exhaust gases from biodiesel blends (B30, 30% of RME by volume with ultra low sulphur diesel fuel, ULSD) combustion in a V6 diesel engine equipped with a common rail fuel injection system. The engine was operated on three steady-state test points extracted from the New European Driving Cycle without engine hardware or the engine management system (EMS) modification. A fast differential mobility spectrometer was used to determine particle number size distribution based on electrical mobility equivalent diameter. The distribution was dependent on the engine operating condition and the rate of exhaust gas recirculation (EGR). The particle size in the nucleation mode from B30 combustion with and without EGR is smaller than that of ULSD while giving higher number concentration for all engine operating conditions tested. However, in the accumulation mode with and without EGR, the smaller sizes and the lower total numbers from B30 combustion were observed. For both fuels, EGR shows insignificant changes to the primary particle size but noticeable increase in particle size and number in the accumulation mode. In overall, compared to the ULSD case, the B30 combustion reduced particle size and lowered total particle number in exhaust gas emitted from the engine with EGR.

Model Based Boost Pressure and Exhaust Gas Recirculation Rate Control for a Diesel Engine With Variable Turbine Geometry

2001 ◽  
Vol 34 (1) ◽  
pp. 277-282 ◽  
Author(s):  
Joachim Rückert ◽  
Axel Schloßer ◽  
Heinrich Rake ◽  
Bert Kinoo ◽  
Michael Krüger ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Rate Control ◽  
Exhaust Gas Recirculation ◽  
Boost Pressure ◽  
Exhaust Gas ◽  
Variable Turbine Geometry ◽  
Model Based ◽  
Recirculation Rate ◽  
Gas Recirculation

Effect of exhaust gas recirculation and charge inlet temperature on performance, combustion, and emission characteristics of diesel engine with bael oil blends

2018 ◽  
Vol 29 (3) ◽  
pp. 372-391 ◽  
Author(s):  
M Krishnamoorthi ◽  
R Malayalamurthi
Keyword(s):  
Diesel Engine ◽  
Compression Ratio ◽  
Exhaust Gas Recirculation ◽  
Inlet Temperature ◽  
Injection Timing ◽  
Emission Characteristics ◽  
Exhaust Gas ◽  
Engine Operation ◽  
Engine Load ◽  
Gas Recirculation

The threat of fossil fuel depletion and augmented environmental pollution caused by diesel fleets can be curbed by adopting suitable fuel and engine modifications. In the present work, effects of engine speed (r/min), injection timing, injection pressure and compression ratio on performance and emission characteristics of a compression ignition engine were investigated. The ternary test fuel of 65% diesel + 25% bael oil + 10% diethyl ether has been used, where the tests have been conducted at different charge inlet temperature and exhaust gas recirculation. All the experiments were conducted at the trade-off engine load that is 75% engine load. When the diesel engine operating with 320 K charge inlet temperature, brake thermal efficiency has been improved to 28.6%. Meanwhile reduced emission levels of carbon monoxide (0.025%) and hydrocarbon (12.3 ppm) were observed during the engine operation with 320 K charge inlet temperature and compression ratio of 18:1. The oxides of nitrogen have been reduced to 226 ppm at 16:1 compression ratio with 30% exhaust gas recirculation mode.

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