Effect Of Fuel Injection Timing Research Articles

Effect of Fuel Injection Timing on Marine Diesel Engine Blended with Isoamyl Alcohol

In order to study the problem that the pressure in the cylinder decreases significantly after diesel is mixed with isopentanol, which leads to the reduction of power performance, the software of AVL-FIRE is used for simulation, and the angle of start injection is adjusted to improve cylinder pressure. It turns out that in terms of combustion, The maximum burst pressure is reduced after mixing isoamyl alcohol. By increasing fuel injection timing, maximum burst pressure can rise to 87.8%-94.5% of the original engine respectively. The indicated power can be increased to 91.92%-95.62% of the original. In terms of emissions, after mixing, with the increase of fuel injection timing, NO does not change significantly, Soot shows a downward trend.

Experimental Investigation on Effects of Fuel Injection Timings on Dimethyl Ether (DME) Energy Share Improvement and Emission Reduction in a Dual-Fuel CRDI Compression Ignition Engine

The impacts of different fuel injection timings (base (15BTDC) and retarded (12BTDC)) on a single cylinder common rail direct injection (CRDI) compression ignition (CI) engine under dual fuel mode (DME-diesel) was examined at the maximum torque with the engine speed of 2200 rpm. The diesel (liquid) fuel was directly injected into the engine’s cylinder at the end of the compression stroke and Dimethyl ether (gas) fuel was injected into the intake system of the engine during the suction stroke. The maximum DME energy share (DME ES) with base injection timing (15BTDC) under controlled auto-ignition (CAI) is limited to 52%. Delayed injection timing prevents knock occurrence to a certain extent due to the lower peak combustion pressure and temperature. The DME energy share (DME ES) without knocking is extended to 58% with delayed injection timing (12BTDC). Three stages of combustion (low-temperature region, high-temperature region and diffusion combustion region) were observed under DME-diesel mode. The low-temperature region (LTR) occurs at the temperature range from 700–900 K whereas high-temperature region (HTR) was at the temperature beyond 1000 K. The cyclic variations with the coefficient of variation (COV) of the important parameters (peak in-cylinder pressure, peak rate of pressure rise and indicated mean effective pressure) were analyzed. NOx emission decreased along with zero smoke emission. However, the other emissions such as CO, HC increased marginally with retarded timing. The notable point emerged from this study is that the retarded injection timing is a promising strategy for enhancement of DME energy share with reduced emissions.

Effect of Fuel Injection Timing on Performance and Emissions with Dedicated Direct Injector in a Hydrogen Engine

Effect of Fuel Injection Timing on Performance and Emissions with Dedicated Direct Injector in a Hydrogen Engine

Effect of Fuel Injection Timing on Performance and Emissions with Dedicated Direct Injector in a Hydrogen Engine

Effect of Fuel Injection Timing on Performance and Emissions with Dedicated Direct Injector in a Hydrogen Engine

Optimization of hydrogen‐enriched diesel/n‐Amyl alcohol‐fueled engine to meet emission standards through varying nozzle opening pressure and static injection timing

AbstractImportant injection parameters such as fuel injection timing (FIT) and fuel injection pressure (FIP) on different piston bowl geometries substantially impact the performance, emissions, and combustion characteristics of a common rail direct injection engine. The aim of this study deals with the effects of piston bowl geometry (hemispherical bowl [HSB], troded bowl [TRB], and re‐entrant bowl [REB]), FIP (200, 220, and 240 bar), and variable FIT (20, 24, and 28°bTDC) with hydrogen‐diesel/1‐pentanol (B20) (80% diesel and 20% pentanol) with a constant flow rate of hydrogen at 12 Lpm. Furthermore, to decrease emission standards and energy consumption, biodiesel and hydrogen are the ideal substitutes for conventional fuels. REB outperforms HSB and TRB in terms of brake thermal efficiency (5.67%) and hydrocarbon (8% reduction), increasing the FIP at full load (240 bar). However, with the increase in the FIP in the REB, a slight reduction in nitrogen oxide (NOx) emissions (2%) is observed. With an increase in FIP in the case of REB, net heat release rate, peak pressure (in‐cylinder), and rate of pressure rise all rise significantly by 3.4%, 4.2%, and 2.3%. NOx emissions are marginally enhanced with higher FIP and advanced FIT. It is found that changing the piston shape and FIP simultaneously is a potential alternative for improving engine performance and lowering emissions.

Effect of Fuel Injection Timing and Injection Pressure on Performance in a Hydrogen Direct Injection Engine

Effect of Fuel Injection Timing and Injection Pressure on Performance in a Hydrogen Direct Injection Engine

Experimental Investigation of the Effect of Fuel Injection Timing and Injector Opening Pressure on Performance and Emissions Characteristics of a Turbo-Charged Diesel Engine Under 8-mode Testing Cycle

For compression ignition (CI) engines, two of the fuel injection parameters affecting the engine’s performance and emissions formation, are fuel injection timing (FIT) and injector opening pressure (IOP). Other such parameters include the number of injections, rate of injection and injection pattern, etc. In the present study, a multi-cylinder, turbocharged, four-stroke, direct injection (DI) diesel engine was used to investigate the combined influence of FIT and IOP on performance and emissions characteristics. The experimentation was conducted for two IOPs (250 and 300 bar) with four FITs such as 20°, 23°, 26°, and 29° before top dead center (BTDC) at different engine speed and load conditions. To obtain the emissions characteristics, the engine was tested in accordance with the 8-mode steady-state cycle. Moreover, 250 bar and 23° BTDC were the original IOP and FIT, respectively. For all IOP conditions, in comparison to the results with the original FIT, the advancement or retardation in FIT provided the negative results in terms of brake thermal efficiency (BTE) and brake specific fuel consumption (BSFC). Increasing the IOP from 250 to 300 bar, improved the performance parameters for retarded and original FITs (20° and 23° BTDC) and caused the deterioration in performance for advanced FITs. In terms of emissions characteristics, filter smoke number (FSN) and emissions of carbon monoxide (CO) and unburned hydrocarbon (UHC) decreased on advancing the FIT and increasing the IOP. On the other hand, oxides of nitrogen (NOx) and carbon dioxide (CO2) increased on advancing the FIT and increasing the IOP for all experimental conditions. The maximum improvement in the performance of the engine was observed at increased IOP with the original FIT. The original IOP with retarded FIT resulted in the minimum NOx and CO2 with a significant reduction in performance. Furthermore, improvement in performance and reduction in emissions were observed when the engine was operated at higher IOP and retarded FIT.

Analyzing the Effect of Fuel Injection Timing and Injection Duration on Performance and Emissions in Diesel Engines

Analyzing the Effect of Fuel Injection Timing and Injection Duration on Performance and Emissions in Diesel Engines

Optical Diagnostics Investigation on the Effect of Fuel Injection Timing on Partially Premixed Combustion Stratification and Soot Formation in a Single-Cylinder Optical Compression Ignition Engine

<div class="section abstract"><div class="htmlview paragraph">The present work investigates the effect of fuel injection timing on combustion stratification and soot formation in an optically accessible, single cylinder light duty diesel engine. The engine operated under low load and low engine speed conditions, employing a single injection scheme. The conducted experiments considered three different injection timings, which promoted Partially Premixed Combustion (PPC) operation. The fuel quantity of the main injection was adjusted to maintain the same Indicated Mean Effective Pressure (IMEP) value among all cases considered. Findings were analysed via means of pressure trace and apparent heat transfer rate (AHTR) analyses, as well as a series of optical diagnostics techniques, namely flame natural luminosity, CH<sup>*</sup> and C<sub>2</sub><sup>*</sup> chemiluminescence high-speed imaging, as well as planar Laser Induced Incandescence (pLII). For the chemiluminescence high-speed imaging a novel methodology was developed to acquire the net spatially resolved chemiluminescence signal, using combustion spectroscopy to remove the background chemiluminescence and thermal radiation signal. The analysis suggests that when the injection timing advanced, the stratification of the combustion became weaker, as indicated by the natural luminosity signal, due to the better pre-mixing between the injected fuel and the surrounding air. The enhanced premixing resulted in lower levels of in-cylinder soot late in the combustion cycle and, presumably the lowest engine-out soot emissions, because of the limited formation of locally fuel-rich areas inside the cylinder. This came at the price of increased fuel consumption.</div></div>

The Effect of Fuel-Injection Timing on In-cylinder Flow and Combustion Performance in a Spark-Ignition Direct-Injection (SIDI) Engine Using Particle Image Velocimetry (PIV)

This study applies particle image velocimetry (PIV) to an optical spark-ignition direct-injection engine in order to investigate the effects of fuel-injection on in-cylinder flow. Five injection timing combinations, each employing a stoichiometric 1:1 split ratio double-injection strategy, were analysed at an engine speed of 1200 RPM and an intake pressure of 100 kPa. Timings ranged from two injections in the intake stroke to two injections in the compression stroke, resulting in a variety of in-cylinder environments from well-mixed to highly turbulent. PIV images were acquired at a sampling frequency of 5 kHz on a selected swirl plane. The flow fields were decomposed into mean and fluctuating components via two spatial filtering approaches — one using a fixed 8 mm cut-off length, and the other using a mean flow speed scaled cut-off length which was tuned in order to match the turbulent kinetic energy (TKE) profile of a 300 Hz temporal filter. From engine performance tests, the in-cylinder pressure traces, indicated mean effective pressure (IMEP), and combustion phasing data showed very high sensitivity to injection timing variations. To explain the observed trend, correspondence between the measured flow and these performance parameters was evaluated. An expected global trend of increasing turbulence with retarded injection timing was clearly observed; however, relationships between TKE and burn rate were not as obvious as anticipated, suggesting that turbulence is not the predominant factor associated with injection timing variations which impacts engine performance. Stronger links were observed between bulk flow velocity and burn rate, particularly during the early stages of flame development. Injection timing was also found to have a significant impact on combustion stability, where it was observed that low-frequency flow fluctuation intensity revealed strong similarities with the coefficient of variance (CoV) of IMEP, suggesting that these fluctuations are a suitable measure of cycle-to-cycle variation — likely due to the influence of bulk flow on flame kernel development.

Effect of Fuel Injection Timing on Graphitic Crystallite Size of Soot Particles from Diesel Engine

Effect of Fuel Injection Timing on Graphitic Crystallite Size of Soot Particles from Diesel Engine

선박용 노후 디젤기관의 성능에 미치는 연료 분사시기의 영향(실습선 "해림호"를 중심으로)

선박용 노후 디젤기관의 성능에 미치는 연료 분사시기의 영향(실습선 "해림호"를 중심으로)

Effect of Fuel Injection Timing and Elevated Intake Air Temperature on the Combustion and Emission Characteristics of Dual Fuel Operated Diesel Engine

Environmental concerns and rapid depletion of fossil fuels have caused interests in the study of alternative fuels for internal combustion (IC) engines. For internal combustion engines, ethanol fuel is receiving more attention because they are biodegradable, oxygenated and renewable fuels. This paper present the experimental investigation to study the effect of fuel injec ion timing and intake air temperature using pure ethanol blended biodiesel fuel (B5E15), on the combustion and emission characteristics of a single cylinder, four-stroke, air cooled, direct injection diesel engine. The tests were carried out using B5E15 fuel under constant speed (1500rpm) and load (2kW) with different injection timing (12, 15, 18, 21 and 24° CA bTDC) and different intake air temperatures (40°C and 60°C) at 1.1bar intake manifold pressure. The combustion and emission characteristics such as in-cylinder pressure, temperature, heat release, NOx, UHC, CO and smoke are presented and discussed. The experimental results reveal that advancing the injection timing results in increase in-cylinder pressure, temperature, heat release rate and NOx emissions. In addition, the CO and HC emissions exhibit a decreasing trend according to an increase in the intake air temperature and advance in the injection timing. The preheated intake air favours premixed combustion, resulting in increased peak cylinder pressure and heat release rates.

Effects of Fuel Injection Timing in the Combustion of Biofuels in a Diesel Engine at Partial Loads

Methyl and ethyl esters of vegetable oils have become an important source of renewable energy with convenient applications in compression-ignition (CI) engines. While the use of biofuels results in a reduction of CO, particulate matter, and unburned hydrocarbons in the emissions, the main disadvantage is the increase of nitrogen oxides (NOx) emissions. The increase in NOx emissions is attributed to differences in chemical composition and physical properties of the biofuel, which in turn affect engine operational parameters such as injection delay and ignition characteristics. The effects of fuel injection timing, which can compensate for these changes, on the performance and emissions in a single cylinder air-cooled diesel engine at partial loads using canola methyl ester and its blends with diesel are presented in this study. The engine is a single cylinder, four stroke, naturally aspirated, CI engine with a displacement volume of 280 cm3 rated at 5 HP at 3600 rpm under a dynamometer load. It was equipped with a pressure sensor in the combustion chamber, a needle lift sensor in the fuel injector, and a crank angle sensor attached to the crankshaft. Additionally, the temperature of the exhaust gases was monitored using a thermocouple inside the exhaust pipe. Pollutant emissions were measured using an automotive exhaust gas analyzer. Advanced, manufacturer-specified standard, and delayed injection settings were applied by placing shims of different thicknesses under the injection pump, thus, altering the time at which the high-pressure fuel reached the combustion chamber. The start of injection was found to be insensitive to the use of biofuels in the engine. The late injection timing of the engine provided advantages in the CO and NO emissions with a small penalty in fuel consumption and thermal efficiency.

Effects of fuel injection timing on economy and emissions of diesel engine fuelled with diesel/biodiesel blends

Effects of fuel injection timing on economy and emissions of diesel engine fuelled with diesel/biodiesel blends

Effect of Fuel Injection Timing on the Injection, Combustion, and Performance Characteristics of a Direct-Injection (DI) Diesel Engine Fueled with Canola Oil Methyl Ester−Diesel Fuel Blends

In the last 3 decades, the search for alternative and renewable fuels, which have to be not only sustainable but also friendly with respect to the environment and techno-economically competitive, has gained importance because of the increasing environmental concerns and depletion in petroleum resources. Therefore, in this study, the influence of injection timing on the injection, combustion, and performance characteristics of a single-cylinder, four-stroke, direct-injection, naturally aspirated diesel engine has been experimentally investigated when using canola oil methyl ester (COME) and its blends with diesel fuel. The tests were conducted for three different injection timings [15°, 20°, and 25° crank angle (CA) before top dead center (BTDC] at constant engine speed and different loads. The experimental test results showed that, because of the different properties of COME and diesel, both fuels exhibit different injection, combustion, and performance characteristics for different engine loads and injec...

Effect of Fuel Injection Timing on the Emissions of a Direct-Injection (DI) Diesel Engine Fueled with Canola Oil Methyl Ester−Diesel Fuel Blends

Biodiesel is the name of a clean burning monoalkyl-ester-based oxygenated fuel made from natural, renewable sources, such as new/used vegetable oils and animal fats. The injection timing plays an important role in determining engine performance, especially pollutant emissions. In this study, the effects of fuel injection timing on the exhaust emission characteristics of a single-cylinder, direct-injection diesel engine were investigated when it was fueled with canola oil methyl ester−diesel fuel blends. The results showed that the brake-specific fuel consumption and carbon dioxide and nitrogen oxide emissions increased and smoke opacity, hydrocarbon, and carbon monoxide emissions decreased because of the fuel properties and combustion characteristics of canola oil methyl ester. The effect of injection timing on the exhaust emissions of the engine exhibited the similar trends for diesel fuel and canola oil methyl ester−diesel blends. When the results are compared to those of original (ORG) injection timing, at the retarded injection timings, the emissions of nitrogen oxide and carbon dioxide increased and the smoke opacity and the emissions of hydrocarbon and carbon monoxide decreased for all test conditions. On the other hand, with the advanced injection timings, the smoke opacity and the emissions of hydrocarbon and carbon monoxide diminished and the emissions of nitrogen oxide and carbon dioxide boosted for all test conditions. In terms of brake-specific fuel consumption, the best results were obtained from ORG injection timing in all fuel blends.

Effect of Fuel Injection Timing and Injection Pressure on Combustion and Odorous Emissions in DI Diesel Engines

This study investigated the effect of fuel injection timing and injection pressure on combustion and odorous emissions in a direct injection diesel engine. Injection timings from 15 deg before top dead center (BTDC) to top dead center (TDC) and injection pressures from 20 MPa to 120 MPa were tested. In emissions, exhaust odor, irritation, aldehydes, total hydrocarbon, and hydrocarbon components are compared in different injection timings and injection pressures condition. Injection timings where main combustion takes place very close to TDC are found to show minimum odorous emissions. Moderate injection pressures (60–80 MPa) showed lower emissions including odor and irritation due to proper mixture formation. Below the injection pressure of 40 MPa, and over 80 MPa, emissions become worse. Combustion analysis is performed by taking cylinder pressures after engine warm-up for different injection timings and injection pressures and analyzing cylinder temperatures and heat release rates. Cylinder pressures and temperatures are gradually decreased when injection timings are retarded. Ignition delay becomes shortest at 5–10 deg BTDC injection timings. The peak cylinder pressure and temperature are increased with higher injection pressures. The shortest ignition delay and minimum emissions is found at around 60 MPa of injection pressure.

Effects of Fuel Injection Timing on Combustion and Emissions of a Spark-Ignition Methanol and Methanol/Liquefied Petroleum Gas (LPG) Engine during Cold Start

The combustion and emission characteristics of spark-ignition (SI) methanol and methanol/ liquefied petroleum gas (LPG) engines under different fuel injection timings during cold start have been studied by means of a cycle-by-cycle control strategy. The results showed that the methanol injection timing, the LPG injection timing, and the LPG injection timing delay relative to the methanol injection timing affect cold-start combustion characteristics and emissions of hydrocarbons, formaldehyde, and unburned methanol significantly. The methanol injection timing, the LPG injection timing, and the LPG injection timing delay relative to the methanol injection timing can be optimized to ensure that most fuels enter into the cylinder in the injection cycle and the following cycle and that reliable ignition and combustion happen in the third cycle. Optimal control of the fuel injection timing and the LPG injection timing delay relative to the methanol injection timing improves firing performances, reduces the hydr...

The Effect of Fuel Injection Timing on the Combustion and Emission Characteristics of a Natural Gas Fueled Engine at Part Loads

For a sequential port fuel injection natural gas engine, its combustion and emission characteristics at low loads are crucial to meet light?duty vehicle emission regulations. Fuel injection timing is an important parameter related to the mixture formation in the cylinder. Its effect on the combustion and emission characteristics of a natural gas engine were investigated at 0.2 ㎫ brake mean effective pressure (BMEP) /2000 rpm and 0.26 ㎫ BMEP/1500 rpm. The results show that early fuel injection timing is beneficial to the reduction of the coefficient of variation (COV) of indicated mean effective pressure (IMEP) under lean burn conditions and to extending the lean burn limits at the given loads. When relative air/fuel ratio is over 1.3, fuel injection timing has a relatively large effect on engine?out emissions. The levels of NOx emissions are more sensitive to the fuel injection timing at 0.26 ㎫ BMEP/1500 rpm. An early fuel injection timing under lean burn conditions can be used to control engine out NOx emissions.