Fuel Injection Research Articles

Critical Role of Solenoid Valves in Modern Engine Design

Solenoid valves, which serve as actuators, are vital in engine design because they can precisely control fluid and gas flow within the engine systems. This allows fuel injection, emission controls, and better performance in modern engines. This paper explores the role that a solenoid valve has been playing in engine designs and underlines its importance for fuel efficiency, emission reduction, and reliability of the engine's performance. Keywords—Solenoid valves, Actuators, Engine control, Fuel injection, Emission control, Engine performance, Valve timing, Fluid flow regulation, Engine Braking, Piston cooling Nozzle valve, CAM phaser Control.

Development of a Method for Shape Optimization for a Gas Turbine Fuel Injector Design Using Metal-Additive Manufacturing

Abstract Adjoint shape optimization has enabled physics-based optimal designs for aerodynamic surfaces. Additive manufacturing (AM) makes it possible to manufacture complex shapes. However, there has been a gap between optimal and manufacturable surfaces due to the inherent limitations of commercial computational fluid dynamics (CFD) codes to implement geometric constraints during adjoint computation. In such cases, the design sensitivities are exported and used to perform constrained shape modifications using parametric information stored in computer aided design (CAD) files to satisfy manufacturability constraints. However, modifying the design using adjoint methods in CFD solvers and performing constrained shape modification in CAD can lead to inconsistencies due to different shape parameterization schemes. This paper describes a method to enable the simultaneous optimization of the fluid domain and impose AM manufacturability constraints, resolving one of the key issues of geometry definition for isogeometric analysis. Similar to a grid convergence study, the proposed method verifies the consistencies between shape parameterization techniques present within commercial CAD and CFD software during mesh movement as a part of the adjoint shape optimization routine. By identifying the appropriate parameters essential to a shape optimization study, the error metric between the different parameterization techniques converges to demonstrate sufficient consistencies for justifiable exchange of data between CAD and CFD. For the identified shape optimization parameters, the error metric to measure the deviation between the two parameterization schemes lies within the AM laser-powder bed fusion (L-PBF) process tolerance. Additionally, comparison for subsequent objective function calculations between iterations of the optimization loop showed acceptable differences within 1% variation between the modified geometries obtained using the two parameterization schemes. This method provides justification for the use of multiphysics guided adjoint design sensitivities computed in CFD software to perform shape modifications in CAD to incorporate AM manufacturability constraints during the shape optimization loop such that optimal designs are also additively manufacturable.

Fuel injection rate variation and energy consumption of solenoid in a diesel solenoid injector with injector driving current patterns

Fuel injection rate variation and energy consumption of solenoid in a diesel solenoid injector with injector driving current patterns

Development of Smart Simulator for Electronic Fuel Injection (EFI) fuel system based on Quick Response Code (QR Code) for Learning Media

This research aims to develop learning media in the form of an intelligent fuel system simulator, namely electronic fuel injection (EFI) on motorbikes, which focuses on developing the addition of Quick Response (QR) codes as additional information from the simulator, which is connected to video on the YouTube platform. With the help of the QR code, it is scanned using a smartphone so that the QR code can be connected directly to YouTube, providing additional information about the Smart simulator EFI system on motorbikes. This research was carried out by applying the Research and Development method and following the Plomp model, which consists of the following stages: (1) preliminary investigation, (2) designing and making a prototype, and (3) assessment. The existing simulator was developed by adding a QR code, and the QR code will be connected to videos that have been uploaded on the YouTube platform. QR codes are created using the online QR code generator platform. Assessment of the smart simulator is carried out through a questionnaire filled out by media experts and subject experts, as well as through observation sheets during smart simulator testing. The research results are a smart simulator product for EFI fuel on motorbikes equipped with a QR code. Evaluation by media and material experts shows that the smart simulator is declared valid. Meanwhile, the results of observations during product testing show that the smart simulator can describe the characteristics of the EFI fuel system on a motorbike according to the actual situation.

Effect of Fuel Injection Parameters on Engine Performance in A Conventional Single Cylinder Spark Ignition Engine

In this study, a 1D model was created using the Ricardo-Wave program for a single-cylinder, spark ignition, four-stroke, direct injection engine with a stroke volume of 398 cc. Air-fuel ratio (AFR), mixture temperature (MT), and start of injection (SOI) were used as fuel injection parameters. Using these parameters, 343 different cases were created. Brake power, thermal efficiency, and fuel consumption were used as engine performance parameters. By holding one injection parameter constant, a contour plot was created to examine the effect of the other two parameters on the engine performance parameter. According to the results, the effect of MT and SOI on brake power is 1%, the effect of AFR on brake power is 9.6%, the effect of MT and SOI on thermal efficiency is 1%, and the effect of AFR on thermal efficiency is 12.8%. The effect of MT and SOI on fuel consumption is 0.04%, the effect of AFR on fuel consumption is 22.9%, and the effect of AFR on brake specific fuel consumption is 22.9%. These results indicate that the most significant effect is provided by AFR, while MT and SOI also have a slight impact on engine performance.

Waste-recovered quaternary blends: Enhancing engine performance through hydrogen induction by varied injection timing and pressure for sustainable practices

This study explores sustainable energy solutions by utilizing waste-recovered quaternary blends of Scenedesmus obliquus, waste plastics, n-octanol, and hydrogen induction to enhance engine performance. This research aims to address this imperative by proposing a novel blend that not only repurposes waste materials but also leverages hydrogen induction to augment the combustion characteristics of a single cylinder Kirloskar engine's injection timing and injection pressure. The waste plastic is recovered by the pyrolysis method and Scenedesmus obliquus by the transesterification process. The study revealed that out of all the blends, the fuel at 23° before Top Dead Center (bTDC) and 210 bar outperformed all blends with 1.99% better brake thermal efficiency than diesel. The lowest brake specific energy consumption observed was 10.753.35 MJ/kW-hr at 23° bTDC and 240 bar injection pressure, which was 160.38 kJ/kW-hr higher than diesel. Fuel Injection Timing at 23° bTDC at 170 bar shows a 42 ppm decrease for Scenedesmus Obliquus Waste Plastic Octanol 50% (SOWPOCT50) mix compared to diesel. At fuel injection timing (FIT) timing, 23° bTDC and a pressure of 240 bar Injection Pressure (IP), the SOWPOCT50 mixture lowered 0.097 g/h Carbon Monoxide (CO) concentration to diesel. This enormous increase in efficiency and reduction in emission paved a potential replacement source for neat diesel towards the Sustainable Development Goals.

Enhancing the usability range of acetylene in CI engines through split injection of high-reactive fuel under RCCI operation: Optimized operability using an MCDM approach

Reactivity Controlled Compression Ignition (RCCI) has emerged as a promising solution to address the challenges of advanced combustion techniques in diesel engines, balancing combustion control and emission reduction. This study investigates the impact of split-injection high-reactivity fuel (HRF) dosing in RCCI to enhance charge homogeneity at lower injection timing advancements. It systematically explores progressive advancements in HRF injection timing, distinguishing between main and pilot injections. The main injection varied from 20° bTDC to 70° bTDC, while the pilot injection, relative to the main injection, spans 25°-40° CA ahead with a 5° progression. As an LRF, Port-injected Acetylene supplements the process with variable premixed ratios. Further, using a multi-criteria decision-making method (AHP), the study optimizes operating conditions, proposing a main injection at 20° bTDC, a pilot injection 40° CA ahead, and 70 % LRF participation. This optimized condition yields significant benefits such as 32.99 % higher brake thermal efficiency (BTE), 160 % longer premixed duration, 18.65 % lower maximum temperature, 89.41 % lower NO emissions, 91.83 % lower hydrocarbon (HC) emissions, 91.24 % lower CO emissions and 97.20 % lower smoke opacity compared to conventional diesel combustion (CDC) operation. The results highlight the advantages of multiple fuel injections in RCCI, improving blending characteristics at lower injection angles.

Evaluation of the ducted fuel injection concept for medium duty engines and multi-hole nozzles: An optical analysis

Ducted Fuel Injection (DFI) is a strategy still in development, which has proved to be effective in reducing soot emissions in compression ignition engines. It works by driving the spray, formed by a high-pressure fuel injection, through a small duct co-axial to the spray itself, which is expected to affect the mixture formation and combustion process, in turn leading to noticeable reduction in soot formation. This strategy has been mostly deployed in spray vessels or in some cases in heavy duty engines consisting of mostly 2-to-4-hole nozzle injectors. For this reason, the work here is aimed to study the potential of DFI in a medium-duty single-cylinder optical engine fueled with conventional diesel having an 8-hole nozzle injector. Two different optical techniques including OH* chemiluminescence and 2-color pyrometry have been utilized to perform the analysis regarding combustion evolution and soot formation. A parametric analysis regarding different geometrical parameters including stand-off distance, diameter and length of duct has been carried out regarding the DFI performance. Results indicate that DFI does decrease the soot emissions in the context of this study and the duct geometrical parameters influence combustion evolution and soot formation ultimately affecting the device's performance. However, the scale of soot reduction is not as high as reported in previous studies, which is limited by specific boundary conditions including combustion chamber design, piston geometry utilized in this study.

Influence of thermodynamic conditions on the mixing characteristics of a supercritical nitrogen jet under mode excitation

Fuel injection mixing is one of the critical factors affecting the energy conversion efficiency and emission level of thermal engines. The effect of thermodynamic conditions on mixing characteristics of supercritical cryogenic nitrogen jet under varicose mode excitation is investigated using the unsteady Reynolds-averaged Navier-Stokes method combined with real-gas thermodynamics and transport properties of nitrogen in NIST database. The ambient-to-jet density ratio is defined to represent different thermodynamic conditions and is found to affect the jet mixing enhancement directly. As the density ratio increases from 0.098 to 0.432, the density gradient reduces in the jet shear layer, mitigating flow stratification. Jet mixing is enhanced with a reduction of density potential core length by 24 % and a tripled density spreading angle. Under varicose mode excitation, large vortices are formatted close to the jet orifice, especially for higher density ratio cases. The peak of the jet turbulent kinetic energy is higher and shifts upstream as density ratio increasing. The jet mixing enhancement is further achieved, with the spreading angle increment growing from 1° to 4° and the velocity decay rate increasing from 0.03 to 0.15. As the excitation amplitude rising from 5 % to 15 %, the growth of jet momentum instability in the jet potential core breaks the velocity gradients inhibition on jet mixing. The supercritical jet enters self-similar region earlier, with density potential core length shortened by 51 % and spreading angle increased by 28 % at a middle density ratio of 0.275.

An Evaluation of the Effect of Fuel Injection on the Performance and Emission Characteristics of a Diesel Engine Fueled with Plastic-Oil–Hydrogen–Diesel Blends

Fuelled engines serve as prime movers in low-, medium-, and heavy-duty applications with high thermal diesel efficiency and good fuel economy compared to their counterpart, spark ignition engines. In recent years, diesel engines have undergone a multitude of developments, however, diesel engines release high levels of NOx, smoke, carbon monoxide [CO], and hydrocarbon [HC] emissions. Due to the exponential growth in fleet population, there is a severe burden caused by petroleum-derived fuels. To tackle both fuel and pollution issues, the research community has developed strategies to use economically viable alternative fuels. The present experimental investigations deal with the use of blends of biodiesel prepared from waste plastic oil [P] and petro-diesel [D], and, to improve its performance, hydrogen [H] is added in small amounts. Further, advanced injection timings have been adopted [17.5° to 25.5° b TDC (before top dead centre)] to study their effect on harmful emissions. Hydrogen energy shares vary from 5 to 15%, maintaining a biodiesel proportion of 20%, and the remaining is petro-diesel. Thus, the adopted blends are DP20 ((diesel fuel (80%) and waste plastic biofuel (20%)), DP20H5 (DP20 (95%) and hydrogen (5%)), DP20H10 (DP20 (90%) and hydrogen (10%)), and DP20H15 (DP20 (85%) and hydrogen (15%)). The experiments were conducted at constant speeds with a rated injection pressure of 220 bar and a rated compression ratio of 18. The increase in the share of hydrogen led to a considerable improvement in the performance. Under full load conditions, with advanced injection timings, the brake-specific fuel consumption had significantly decreased and NOx emissions increased.

Macroscopic jet characteristics of hydrogen and natural gas in direct injection spark ignition engine-like conditions

Hydrogen has enormous potential for sustainable future mobility. However, current challenges include high production costs and storage issues, necessitating further engineering advancements. Compressed Natural Gas is also a viable alternative, as it is easily produced and stored but suffers from slow flame speed-related issues. Improving its combustion characteristics by enrichment using a small fraction of hydrogen holds significant promise. Inducting hydrogen directly into the combustion chamber improves the engine's volumetric efficiency, eliminating the backfire issues. However, it is crucial to understand the test fuel's jet and mixing characteristics before engine investigations. This study aims to analyse the macroscopic jet characteristics of hydrogen, compressed natural gas and hydrogen-enriched compressed natural gas in realistic engine-like conditions in a constant volume spray chamber at various fuel injection pressures and varying ambient pressures and temperatures. Fuel injection pressures for hydrogen and CNG were varied at 16, 32, and 48 bar, and ambient pressures in the constant volume spray chamber were set at 4- and 8-bar and ambient temperatures at 25 and 100 °C. The results showed hydrogen exhibited ∼2% shorter jet penetration length than compressed natural gas. Depending on the test conditions, hydrogen showed a ∼1–3% higher jet area than CNG due to its higher diffusivity and faster mixing. This higher jet area improved fuel-air mixing of hydrogen with air compared to CNG. The effect of hydrogen enrichment with CNG on their jet characteristics was also analysed for 8 bar FIP. 10% (v/v), 20%, and 40% hydrogen-enriched compressed natural gas did not significantly alter the macroscopic jet characteristics from baseline compressed natural gas.

Investigation Lubricity Performance of Lubricating Oil Used in Marine Diesel Engine—Fuel Injection Pump

Diesel engines commonly suffer from oil contamination by fuel and other chemicals during operation and maintenance. This contamination alters the oil’s lubricating properties, leading to increased wear, corrosion, and other potential problems. Therefore, it is crucial to understand how oil degrades and becomes contaminated due to different replacement strategies is crucial for both engine operators and manufacturers. This study focuses on the impact of fuel dilution on specific properties of engine oil under real-world operating conditions in a marine diesel engine. Oil samples were collected regularly from the crankcase of the engine fuel injection pump and tribological tests were performed. These tests aimed to assess how marine gas oil affects the oil lubricity performance and how it maintains its useful life. The results confirm that diesel dilution primarily affects the oil lubricating abilities as well as overall performance.

Reduction of Methane Emissions from Natural Gas Integral Compressor Engines through Fuel Injection Control

Reduction of Methane Emissions from Natural Gas Integral Compressor Engines through Fuel Injection Control

A numerical investigation on the effect of altering compression ratio, injection timing, and injection duration on the performance of a diesel engine fuelled with diesel-biodiesel-butanol blend

Abstract Using renewable fuels for diesel engines can reduce both air pollution and dependence on fossil fuels. A computer simulation was constructed to predict the performance, combustion characteristics, and NOx emission of a diesel engine fuelled with diesel-biodiesel-butanol blends. The simulation was validated by comparing the modeling results against experimental data and a good agreement between the results was found. The fuels used for the validation were diesel (B0), biodiesel (B100), diesel-biodiesel blend (B50), and two diesel-biodiesel-butanol blends with 45% diesel-45% biodiesel-10% butanol (Bu10), and 40% diesel-40% biodiesel-20% butanol (Bu20) by volume. Experimental results showed that the addition of butanol reduced NOx emissions but deteriorated the engine performance. The aim of the current work was the numerical optimization of the different parameters to enhance the engine performance while using butanol to decrease NOx emissions. The engine compression ratio (CR) varied from 14 to 24, in increments of 2. Fuel injection timing (IT) was retarded from 30° before top dead center (bTDC) to 5° bTDC in increments of 5o. Also, the fuel injection duration (IDur) was extended from 20° to 50° in increments of 10°. Results showed that the increase in CR improved engine performance for the two investigated fuels, Bu10 and Bu20. The maximum engine brake power (BP), thermal efficiency (BTE), and minimum brake-specific fuel consumption (BSFC) of 1.46 kW, 32.3%, and 0.273 kg/kWh respectively, were obtained when the Bu10 fuel was injected at the optimum conditions of 24 CR, 15°bTDC IT, and 40° injection duration (IDur). Under these optimum conditions, the BP, BTE, and BSFC improved by 3% to 3.5% for Bu10 and Bu20 fuel blends compared to the base engine conditions of CR of 22, 30° IDur, and 10° bTDC IT. The heat release rate during the premixed phase increased when the IT was advanced, while the mixing-controlled combustion phase was enhanced when the IT was retarded. NOx emissions increased with increasing the CR, while both the increase in IDur at constant IT and the retard of IT decreased engine NOx emissions. At the optimum conditions, the NOx emissions for Bu10 and Bu20 were further decreased by 2.2% and 0.9% respectively compared to the experimental results at base engine conditions. Retarding the injection timing from 15° bTDC to 5° bTDC at a CR of 24 and IDur of 40° caused the NOx emissions for Bu10 and Bu20 to decrease by 16%. When the injection duration was increased from 20° to 50° at a CR of 24 and an IT of 15°bTDC, the NOx emissions for Bu10 and Bu20 decreased by 12.3% and 11.8% respectively. The addition of butanol to the diesel-biodiesel blend at optimum conditions showed results comparable to pure diesel, with a decrease in NOx emissions.

Теоретические исследования процесса топливоподачи газового двигателя

This article is devoted to theoretical studies of the fuel supply process of a gas engine. It examines the main aspects of the functioning of the fuel supply system, the influence of fuel supply parameters on the efficiency of the engine, as well as problems and solutions. The authors analyze various theoretical models, describe the basic principles of fuel injection systems and discuss current trends in the development of this field. The article is intended for specialists in the field of automotive, mechanics and thermal engineering, as well as for anyone interested in modern technologies in the field of motor transport. Theoretical studies of the gas engine fuel supply process are of great importance in the modern automotive industry. The efficiency of a gas engine depends directly on the correct selection of fuel supply parameters, which makes this topic relevant for research and development. The article analyzes in detail various aspects of the fuel supply process, such as fuel dosing, spraying, system pressure, as well as interaction with other engine systems So, the presented article is a valuable contribution to the field of gas engine fuel supply research and can be useful both for specialists involved in the development of gas engines and for a wide range of readers interested in modern technologies and innovations in the field of automotive technology. Keywords: GAS ENGINE, FUEL SUPPLY, FUEL INJECTION SYSTEM, AGROENGINEERING, INNOVATIONS IN THE FUEL SUPPLY SYSTEM, AGROTECHNICS, FUEL SUPPLY PARAMETERS

Influence of Fuel Injection Timing and Hydrogen Enrichment on Waste Plastic Oil: Performance, Combustion, and Emissions Analysis

Influence of Fuel Injection Timing and Hydrogen Enrichment on Waste Plastic Oil: Performance, Combustion, and Emissions Analysis

Impact of injection pressure on a dual-fuel engine using acetylene gas and microalgae blends of chlorella protothecoides

The amount of fossil fuel usage in compression ignition (CI) engines is greatly reduced when biodiesel is used. The primary disadvantage of using biodiesel is that, due to its high viscosity, which causes fuels to remain unburned during the premixed combustion stage, leads to lower brake thermal efficiency (BTE). Gaseous fuels predominantly reducing emissions in CI engines due to its complete burning without leaving any carbon traces. Fuel injection pressure (FIP) is one of the factors which is influencing the combustion phase because they are used to optimize fuel particle atomization. The current study examines engine parameters for a dual fuel engine that runs on biodiesel blends made from 20 % methyl ester of chlorella protothecoides micro algae (B20MEOA) and acetylene gas under variable Fuel injection pressure (FIP) ranging from 200 bar to 240 bar with 10-bar steps. According to the experimental results, when 3 LPM of acetylene gas is supplied along with the intake air and B20MEOA supplied at a FIP of 240 bar, the emissions such as smoke opacity, hydrocarbon (HC), and carbon monoxide (CO) are reduced by 16.9 %, 8.3 %, and 15.4 %, respectively, whereas the oxides of nitrogen (NOx) increases by approximately 7 % when compared to B20MEOA alone operation.

Reduction of Fossil Fuel Usage and Emissions of Diesel Engines by the Application of Quaternary Blends and Varied Fuel Injection Pressures.

The increasing energy demand has led to the exhaustion of mineral fuel resources and an environmental menace. Biodiesel and alcohol, as oxygenated fuels, offer promising potential for diesel engines. Moreover, the deviation in the fuel injection pressure (IP) favors improvement of the engine performance and reduction of flue gases. The contemporary research aims to explore sustainable biofuel that is an alternative to diesel and to achieve cleaner emissions with enhanced engine performance. The experiment involves testing of a diesel engine tank by quaternary blends comprising diesel, sunflower biodiesel, sunflower oil, and alcohol in the volumetric ratio of 50:25:5:20. The IP was varied from 300, 400, 500, to 600 bar at different engine loads of 10 and 20 N m at 1800 rpm of shaft speed. The quality of the quaternary blend was varied by the inclusion of alcohol having different carbon-chain lengths, namely, ethanol, propanol, butanol, heptanol, and decanol. The effect of alcohol inclusion and variation in the IP led to minimal brake-specific fuel consumption and maximal brake thermal efficiency for blended fuel containing 20% propanol, which was 17.39% lower and 8.70% higher than diesel, respectively. The same composition of the fuel blend offered the lowest smoke and CO2 emissions, which were 92.85 and 27.9% lesser than diesel; moreover, 7.36% lower NO x emission than diesel was achieved.

Shape/penetration analysis and comparisons of isolated spray plumes in a multi-hole Diesel spray

Fuel injection systems significantly impact the combustion process and play a key role in reducing harmful exhaust emissions in internal combustion engines. For dual-fuel (DF) engines operating in gas mode, ignition of the main fuel is typically controlled by directly injected liquid pilot fuel. Liquid pilot fuel’s initial penetration and total mass considerably impact exhaust emissions and combustion stability. We investigated the spray morphology of a multi-hole diesel fuel injector within a constant-volume spray chamber using high-speed shadowgraphy and Mie-scattering measurements. Two methodologies were employed. The first one utilized a nozzle equipped with a thimble structure to isolate a single plume. The second methodology known as plume-blocking, involved sealing the orifices of the multi-hole nozzle to generate a single-spray plume. Our findings revealed that the plume-blocking approach demonstrated greater penetration than the thimble-equipped nozzle. The rapid penetration of this method may restrict its applicability to single-spray studies. Sprays generated from this partially sealed nozzle exhibited noticeable disparities compared to an unblocked nozzle, whereas a nozzle equipped with a thimble produced similar outcomes to the standard nozzle. The orifices when sealed, modify the flow distribution within the sac volume, which consequently affects the spray characteristics. In summary, this research provides insights into the impacts of various plume isolation methods on spray morphology, thereby enhancing the understanding of spray behaviour in transient conditions by comparing plume variations and disturbances under various fuel pressure and ambient conditions.

Study of the Dependence of Ignition Temperature on the Outer Cone Angle of a Fuel Injector

Study of the Dependence of Ignition Temperature on the Outer Cone Angle of a Fuel Injector