Abstract
Factors determining the success or failure of combustion initiation using a glow plug have been investigated through experimental work on a single cylinder, common rail diesel engine with a geometric compression ratio of 15.5, and a quiescent combustion bomb with optical access. A glow plug was required to avoid engine misfires when bulk gas temperature at the start of injection was less than 413 °C. The distance between the glow plug and the spray edge, the glow plug temperature, and the bulk gas temperature were important factors in meeting two requirements for successful ignition: a minimum local temperature of 413 °C and a minimum air/fuel vapour equivalence ratio of 0.15–0.35.
Highlights
DI diesel engines with common rail fuel injection systems are widely used in light duty automotive applications for reasons which include good fuel economy and low CO2 emissions
Improving engine cold start and the early seconds of warm-up continues to attract attention, especially for low ambient temperature conditions at which potential problems include poor cycle by cycle combustion stability[1, 2], increased exhaust emissions including HC, CO and PM [3,4,5], long cranking periods and noise. These can be exacerbated by the use of lower compression ratios [6, 7] for light duty engines in recent years to improve the NOx/PM trade-off at part load and achieve higher specific torque and power at full load by using higher boost pressures [8, 9]
Glow plugs have long been used as a cold start aid, and have proven effective in raising work output and minimising misfiring [12, 13]
Summary
DI diesel engines with common rail fuel injection systems are widely used in light duty automotive applications for reasons which include good fuel economy and low CO2 emissions. Improving engine cold start and the early seconds of warm-up continues to attract attention, especially for low ambient temperature conditions at which potential problems include poor cycle by cycle combustion stability[1, 2], increased exhaust emissions including HC, CO and PM [3,4,5], long cranking periods and noise. Evaluation of non-premixed combustion and fuel spray models for in-cylinder diesel engine simulation.
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