Variable Injection Timing Research Articles

Impact of Injection Duration and Injection Timing Variations on Torque and Power Output of the Ken Arok Urban Car Utilizing E100 Ethanol

State Polytechnic of Malang (Polinema) actively participated in the energy-efficient car competition. The Polinema team has developed an energy-efficient car called Ken Arok, which competes in the urban ethanol class (Internal Combustion Engine) concept. This class emphasizes using internal combustion engines as the driving force and ethanol as the fuel. Ken Arok won fifth place in the competition due to obstacles in the programmed ECU program, especially in the injection duration. This study examines the effect of the interaction between injection duration and injection time variations on the torque and power output of the Ken Arok urban car fueled by E100 ethanol. An experimental approach was used in this study. A modified motor, converted into an energy-efficient urban car, was tested. The injection duration mapping was varied in multiples of 2 ms, with values ​​ranging from 2 ms less than the standard to 2 ms more than the standard. Likewise, the injection time was varied in multiples of 2 degrees, including 2 degrees less than the standard and 2 degrees more than the standard. The dyno tester measured the torque and power generated under these conditions. The main objective of this study was to identify the optimal torque and power settings for the Ken Arok energy-efficient engine. The highest torque value recorded was 10.13 N.m, achieved at 6000 rpm when using an injection duration of 2 ms more than the standard (9.06 ms) and an injection timing advanced by 2 degrees (3580). The peak power output reached 8.7 HP at 6000 rpm under compression injection duration plus 2 ms (9.06 ms), and when the injection was advanced by 20 (3580).

Decoding the performance of a blend of metal-oxide nanoparticles in Eichhornia crassipes biodiesel at varying injection timing through the routes of thermodynamic analysis and statistical optimization

Biodiesel, known for its large cetane number, low pour point, and lower aromatics and sulfur content, has appeared as a promising alternative to diesel. This study focuses on testing the biodiesel extracted from Eichhornia Crassipes with TiO2 nanoparticles at 150 ppm concentration in a diesel engine. The experiment involved varying injection timings (ITs) of the biodiesel and nanoparticle blend, with three ITs of 20, 23, 25 and 28⁰bTDC, and a standard IT of 23⁰bTDC for diesel. The engine was tested at five different engine loads, ranging from 20 % to 100 %, with an increment of 20 % after each step. The experimentation was conducted at a constant an engine speed of 1500 rpm and a compression ratio of 17.5. The result showed an enhanced performance and a decreased emissions of carbon monoxide and hydrocarbons for 20⁰bTDC of biodiesel and nanoparticle blend. However, the emission of nitrogen oxides increased for the same blend and IT of 20⁰bTDC. The study suggests that using a 150 ppm concentration of TiO2 nanoparticles in Eichhornia Crassipes biodiesel could be an alternative to diesel for diesel engines when IT is set at 20⁰bTDC. Further, the statistical optimization using RSM suggests that the engine load around 61 % and IT of 20 ⁰bTDC gives optimum values of response variables.

Hydrogen enrichment in methanol SI engine at varying injection timing during compression stroke

This study investigates the effect of hydrogen enrichment in a direct-injected methanol-fuelled SI engine, with combustion and emission performance analysed by varying the methanol injection timing from 150° to 60° CA bTDC. A three-dimensional computational fluid dynamic model of the hydrogen-enriched methanol engine was developed to predict the engine performance, in-cylinder, and emission characteristics. The numerical model was solved using three-dimensional Reynolds-Averaged Navier Stokes, the RNG k-epsilon model for turbulence, the O'Rourke and Amsden sub-model for heat transfer, the extended Zeldovich mechanism for nitric oxide emissions, and the Hiroyasu-NSC model for soot emissions. The results indicated that retarding the injection timing resulted in a decrease in the indicated specific CO and soot emissions along with a rise in the indicated specific NOx emissions. Furthermore, hydrogen enrichment with methanol enhanced the hydroxyl radical concentration, reduced the combustion duration, reduced also the indicated specific CO and soot emissions while increasing the indicated specific NOx emissions. The study indicates that hydrogen enrichment could extend the late injection timing limit of methanol by enhancing fuel-air mixing, which improves and controls the combustion process more effectively.

Combination of high cetane diesel fuel and post injection mode in a diesel engine: A path towards lower exhaust emissions

The major objective of the presented work is to explore the effect of post injection (PI) strategy using neat diesel fuel (D100) blended with cetane number enhancer (CNE). The motive behind adding CNE in diesel fuel was to lower its self-ignition temperature and hence delay period subsequently. This can lead to more efficient combustion of post injected fuel which leads to lower incomplete combustion losses. The CNE used was Di-Tert-Butyl Peroxide (DTBP) which was blended with D100 in proportion of 1 % by volume. Initially experiments were conducted with D100 under various PI modes where variation of post injection timing (PIT) as well as post quantity (PQ) was considered. The experimental results showed that implementing PI resulted in lower smoke, unburned hydrocarbon (UHC), carbon monoxide (CO) and nitrogen oxides (NOx) emissions compared to single injection while affecting fuel consumption negatively. Then after similar experiments under various PI modes were repeated using blends of D100 and DTBP (D/DTBP) and results were compared with D100 case. It was found that addition of CNE in D100 resulted in more complete combustion of post fuel which further reduced CO and UHC emissions. The shorter delay period in case of D/DTBP blend compared to D100 case led to lower NOx emissions as well as higher smoke emissions. The obtained results revealed that PI mode with 3 mg PQ and 20° after top dead center (ATDC) PIT with D/DTBP blend offered 41.18 %, 17.55 %, 64 % and 62.5 % reduction in smoke, NOx, UHC and CO emissions respectively compared to single injection mode using D100 fuel.

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.

Combustion, environmental, and efficiency assessment of multi-walled carbon nanotubes enriched biodiesel-diesel binary blends in varying injection timing

The purpose of this study is to examine how a biodiesel diesel blend, enriched with nanoparticles affects the performance, combustion, and emission characteristics of a diesel engine at varying compression ratios, engine load, and injection timing. The biodiesel and nanoparticles considered for this study are cotton seed biodiesel and multi-walled carbon nanotubes. The test fuel is prepared by blending diesel and cottonseed biodiesel along with multi-walled carbon nanotubes. The compression ratio is varied from 17.5 to 18, whereas fuel injection timing and engine load of 20°, 23°, and 25° before Top dead Centres and 20 %, 40 %, 60 %, 80 % 100 %, respectively are considered for testing. The findings suggest that the highest brake thermal efficiency is achieved with a compression ratio of 18 and an injection timing of 20°, before Top Dead Centre. Additionally, when these settings are utilized, the levels of carbon monoxide and hydrocarbon emissions are observed to be the lowest among all test runs for nanoparticles enriched biodiesel diesel blend with a reduction of 41.94 % and 34 % compared to diesel mode.

Influence of injection timing variation on combustion-emission-performance aspects of emulsified plastic oil-run compression ignition engine

Abstract This study investigates the influence of injection timing (IT) on combustion-emission-performance aspects of the compression ignition (CI) engine, running with emulsified plastic oil (EPO). The IT was advanced (250 bTDC) as well as retarded (210 bTDC) for EPO run engine, and the obtained results were compared with EPO and neat diesel run engine at standard IT (230 bTDC). At full load, the peak cylinder pressure increased to 64.7 bar when the IT was advanced to 250 bTDC. The corresponding peak heat release rate also increased to 40.29 J/CA due to the advancement of IT in comparison with the standard IT. The brake-specific fuel consumption (BSFC) also improved at all loading conditions. However, the advancement of IT increased the nitrogen oxides (NOx), and temperature of exhaust gas slightly. In addition, 250 bTDC for EPO also reduced the unburnt hydrocarbon (HC), carbon monoxide (CO), and smoke emissions w.r.t the standard IT. Largely, the advanced IT improved the majority of the engine characteristics for EPO except for the NOx, but that is also lower than diesel-run operation. Thus, 250 bTDC (for EPO) exhibits promising potential to be implemented in CI engines.

Performance analysis and optimization of thermal barrier coated piston diesel engine fuelled with biodiesel using RSM

The current research investigates diesel and simarouba biodiesel blends (10%, 20%, & 30% by volume) in conventional and Low Heat Rejection (LHR) diesel engines, each rated at 4.4 kW. While optimization techniques like Response Surface Method and Taguchi have been extensively studied, the impact of LHR and optimization on LHR engine performance and emissions is rarely explored. Converting the conventional engine to LHR involved applying 300 μm of stabilized zirconia to the piston crown to enhance combustion efficiency. Performance and emissions were analyzed at rated injection pressure (200 bar) and timing (23° before top dead center - btdc). Experiments were continued on LHR engine by varying injection timings (advancing - 26°btdc and retarding - 20°btdc). Advanced injection timing showed significant improvement in performance of Low heat rejection engine. MINITAB statistical tool is used to optimize engine performance using Response Surface Method. The 20% blend showed improved performance in both engines. The optimum values for Low heat rejection engine responses are 26.8%, 0.32 kg/kW-h, 0.018%, 59.59 ppm, and 1419.03 ppm for brake thermal efficiency, brake specific fuel consumption, carbon monoxide, and unburnt hydrocarbons, respectively. Confirmation experiments aligned well with model predictions, indicating the potential of LHR engines to enhance thermal efficiency and reduce emissions.

The effects of ammonia addition on the emission and performance characteristics of a diesel engine with variable compression ratio and injection timing

Ammonia, future of the carbonless marine fuel, presents significant potential in achieving zero-emission targets within maritime transportation. In this context, this study explores the use of an ammonia/diesel fuel mixture in a diesel engine, employing both experimental and numerical methods. We focus on the impact of injection timing and compression ratio to optimize the engine while using ammonia/diesel mixture in terms of both engine performance and exhaust emissions. The results show a decrease in engine power with an increasing content of ammonia, reaching the lowest power of 4.53 kW at 60% ammonia content. On the other hand, the increase in compression ratio generally enhances engine power. Thermal efficiency shows an increase up to 40% ammonia content, followed by a decline. CO2 emissions significantly reduce with an increase in ammonia content, reaching the lowest level, especially at 60% ammonia content. NO emissions rise with increasing ammonia content up to 40%. Furthermore, increasing the compression ratio reduces CO2 emissions and contributes to an increase in NOx emissions. These findings have assessed the potential usage of ammonia-diesel fuel mixture with regards to environmental impacts and energy efficiency in internal combustion engines.

ENHANCING PERFORMANCE OF BIODIESEL-HYDROGEN BLENDS OPERATED DI DIESEL ENGINE USING VARIABLE INJECTION TIMING

The study aimed to investigate the effect of injection timing (IT) on the combustion, emission, and performance characteristics of a single-cylinder, four-stroke, direct injection (DI) diesel engine. The engine was run on different fuel blends, namely, pure diesel, diesel blended with 20% mahua oil methyl ester (B20) with three hydrogen flow rates of 20, 22.5, and 25 liters per minute (lpm). The experiment was carried out at a rated speed of 2000 rpm. Four different injection timings (ITs) were applied, namely, 19°, 23°, 27°, and 31° bottom top dead center (BTDC), relative to the standard IT of 23° BTDC. The results showed that the optimal IT was 27° BTDC for B20-hydrogen (22.5 lpm) dual-fuel mode operation. This condition delivered the highest brake thermal efficiency (BTE) between 24.4 and 34.3% , the lowest brake-specific fuel consumption (BSFC) between 0.25 and 0.41 kg/KWh, and the minimum unburnt hydrocarbon (HC) emissions between 8 and 32 ppm, and carbon-monoxide (CO) emissions ranging between 0.002 and 0.389% . However, the concentration of nitrogen-oxides (NOx) emissions was slightly increased, ranging between 24 and 53 ppm compared to B20. Further modifications in the IT resulted in decreased brake thermal efficiency ranging between 13 and 31% , increased hydrocarbon emissions between 25 and 28% , and increased CO emissions between 70 and 96% for both 4° BTDC advancements and retardations. Moreover, both modifications reduced NOx emissions by 8-19% . Hence, based on this study's findings, employing an IT of 27° BTDC for 22.5 Ipm of hydrogen with a B20 dual-fuel mode of operation for the DI diesel engine to achieve optimal performance, combustion, and emission characteristics is recommended.

Экспериментальные исследования изменения коэффициента избытка воздуха и свободного кислорода в отработавших газах бензинового ДВС

The operation of the internal combustion engine in areas of poor and rich mixture is characterized by a decrease in the efficiency of the catalytic converter and increase in the degree of wear of the system of elements fuel supply systems, ignition and antitoxic systems. Current trends of shifting the operation of the internal combustion engine to the area of poor mixtures. leads to increased emissions of NO and CO2, deterioration of the combustion process. The diagnostic parameters, which are free oxygen and the excess air coefficient, were theoretically determined and selected for the research. The regularity of the change in O2 at 20 % and 40 % of the throttle opening from the resistance of the exhaust tract and the spark plug gap with varying injection time duration has been established. Experimental control of the parameter l showed a trend of having a maximum in the zone of injection durations, and a gradual decrease when shifting to the zone of long injection durations to the limits of the efficiency of the internal combustion engine. An increase in the resistance of the exhaust tract leads to an equidistant shift of the characteristics l upwards into the zone of large values l while significantly reducing the range of the engine performance.

Machine learning for underground gas storage with cushion CO2 using data from reservoir simulation

Underground natural gas storage (UNGS) is a means to store energy temporarily for later recovery and use. In such storage operations, carbon dioxide (CO2) can be injected as cushion gas to improve the operating efficiency of the working gas and then be permanently stored in the same reservoir. A potential obstacle for widespread use of this technology is that the mixing of the different gases can lead to undesired CO2 production. Herein, we use a two-component flow model to simulate injection and withdrawal periods of methane (CH4) in idealized reservoirs containing CO2. First, we simulate cases with a single well for both CH4 injection and production. From 1200 simulations with systematic variation of reservoir temperature, porosity, permeability, height, and injection time, we find that the reservoir height and permeability have the most significant impact on the production time until the well stream reaches 1% mole fraction of CO2. In another set of simulations, we investigate the impact of well spacing in seasonal gas storage scenarios with separate wells for CH4 injection and production, while CO2 injection occurs from a third well. Based on the simulated data we construct artificial neural networks (ANNs) that describe the relations between the varied input parameters and the production time of CH4, well-block mole fraction and pressure. We conclude that trained and validated ANN models are useful tools to optimize important parameters for UNGS operations, including well positioning, with the aim at maximizing the amounts of delivered gas.

Investigation of Performance and Emission Characteristics on VCR Engine Utilizing Varied Injection Timing and Compression Ratio of Microalgae Biodiesel Blend

Investigation of Performance and Emission Characteristics on VCR Engine Utilizing Varied Injection Timing and Compression Ratio of Microalgae Biodiesel Blend

Role of Intravitreal Triamcinolone Acetonide and Bevacizumab in Expression of Matrix Metalloproteinase and Inhibitor in Rabbit Penetrating Injury Model

Aims: To assess the effects of intravitreal triamcinolone acetonide and bevacizumab on the expression of matrix metalloproteinase MMP-2 and its inhibitor TIMP-1 in an experimental rabbit model of penetrating injury. Settings and Design: An accurate experimental study of five left eyes as negative control and 27 eyes with penetrating injury with or without treatment from 27 rabbits. Methods and Material: A total of 30 New Zealand rabbits were recruited, and penetrating injury was performed in the superotemporal quadrant of the right eye by making incisions 5 mm horizontally and 6 mm behind the limbus. The rabbits were split into five groups: OGI, intravitreal triamcinolone acetonide, and bevacizumab, with varying injection timings (n = 6 per group). All eyes were inspected and analyzed by assessing the expression of MMP-2 and TIMP-1. Statistical analysis used: Statistical analysis was performed using the Prism GraphPad 9. Statistical calculations were made by ANOVA test. All descriptive data are presented as mean+standard deviation. P value less than 0.05 was considered significant statistically. Results: The expression of MMP-2 in the treatment group was considerably lower than in control penetrating injury group (8,36±1,699, p<0,0001), conversely TIMP-1 expression was higher in the treatment group (4,72±1,026, P 0,0593). Fibrosis was assessed with HE staining and primarily detected in positive control groups. Conclusions: TA and bevacizumab treatments after penetrating injury effectively inhibited the elevation of MMP-2 and decreased the expression of TIMP-1 in the retina and wound site tissue, respectively. It reduces the possibility of acquiring posttraumatic PVR.

Impacts of Varied Injection Timing on Emission Levels, Combustion Efficiency, and Performance of Biodiesel Engines

Impacts of Varied Injection Timing on Emission Levels, Combustion Efficiency, and Performance of Biodiesel Engines

직접분사식 암모니아 엔진에서 연료 분사 시기 및 점화 에너지 변경에 따른 연소 및 배기, 효율 특성 비교

직접분사식 암모니아 엔진에서 연료 분사 시기 및 점화 에너지 변경에 따른 연소 및 배기, 효율 특성 비교

Enhancement of RCCI engine characteristics of Jatropha oil biodiesel as high reactivity fuel and 1-pentanol as low reactivity fuel with variable injection timing

The present research focuses on an RCCI engine characteristics that uses JOBD20 as the HRF and 1-pentanol as the LRF. Experiments are carried out at peak load at constant FIP (600 bar) with different FIT (19, 21, 23, 25, and 27 °bTDC) powered with different fuel blends (D100, JOBD20, P10JD90, P20JD80 and P30JD70) respectively. Initially tests are carried out with pure diesel at standard injection pressure and timing. Further, tests are carried out by replacing the pure diesel with high reactivity fuel (JOBD) with different injection timings and low reactivity fuel is injected through inlet manifold at constant Pinj of 2 bar in different proportions. An increase in cylinder pressure (89.82 bar) was seen in all ternary fuel operations with injection angles higher than 23 °bTDC, showing enhanced combustion using JOBD as HRF. Lesser BTE (4.6%) is produced since the engine's power output was decreased at 27 °bTDC injection, which caused the cylinder pressure to be relatively high. As HRF is used adequate amount of O2 is observed leading to increase the combustion phase resulting in the development of OH radicals. The improved fuel burning, which produced an enhanced HRR and CP.

Effect of Pilot Injection with Various Starts of Second Injection Command (SOIC2) and Fuel Injection Pressures on Gasoline Compression Ignition Combustion

This experimental study was conducted using a single-cylinder compression ignition (CI) engine with a pilot injection strategy to determine the effect of fuel injection pressure and the timing of the second start of injection (SOI2) on combustion and emission characteristics. This experiment used a mixture of 80% commercial gasoline (G80%) and 20% soybean biodiesel (B20%), by volume. The pilot injection strategy was applied with varying SOI2. Meanwhile, the first start of injection (SOI1) was constant at -350° ATDC and 900 bar fuel injection pressure. A range of fuel injection pressures from 400 to 900 bars and varied injection timing from -44 to -36 CA ATDC was applied at SOI2 to analyze the effect of injection timing and injection pressure on combustion characteristics and emissions. The increasing fuel injection pressure of GB20 in early injection timing will cause a longer ignition delay. The autoignition resistance of GB20 and the improvement of spray velocity enhance the wall wetting probability, consequently reducing the autoignition capability as fuel deposits were formed in the cylinder wall vicinity. Closer injection timing to TDC inhibits spray penetration due to higher room pressure and density, causing lower ignition delay. For GB20, 700 bar fuel injection pressure became the turning point in the ignition delay due to a lower fuel penetration velocity as a higher fuel injection pressure was applied. NOx emissions were identified as a sign of high temperature produced during combustion. The lowest CO2 emissions and the longest ignition delay appeared at the 700-bar injection pressure. Because incomplete combustion resulted in fuel deposits in the vicinity of the cylinder and temperature decrease, injection timings earlier than 40°CA BTDC initiated low thermal reaction (LTR) conditions, causing a temperature decrease during combustion.

Diesel engine performance with nickel-oxide-doped Calophyllum oil biodiesel under varying injection timings

This investigation revealed the impact of Ni-O doping variation in the Calophyllum oil biodiesel B25 against the braking torque 10–25 N-m, under FIT 21, 24 and 27 °btdc. The engine tested for B25N25, B25N50, B25N75 and B25N100 at Ni-O doping 25, 50, 75 and 100 ppm, respectively. It analyzed engine parameters like BTE, BSFC, CO2, CO, UNHC and NOx at 3.0 kW load, 210 bar FIP, 1500 rpm and 17.5 compression ratio. FIT 27 °btdc reported BTE rise by 10.15% and BSFC fall by 12.78% against the FIT 21 °btdc. Braking toque 10 to 25 N-m, it was found that with FIT 27 °btdc, 9.10% increase in BTE and 7.9% decrement in BFSC. BSFC reduced at FIT 27 °btdc against 21 °btdc for Ni-O doping of 25, 50, 75 and 100 ppm was 15.81%, 13.13%, 13.39% and 7.04% respectively. The highest BET 29.53% reported for B25N25, and lowest BSFC 0.301 kg/kW-h for B25N75. The highest CO2 found 2.55% with B25N50, lowest CO 11.73% for B25N75. UBHC 9.30 ppm reported for B25N25 and B25N100. NOx was lowest 152 ppm for B25N50. It was concluded that B25N50 best suited fuel to minimise NOx emission with the improvement in BTE and reduction in BSFC at FIT of 27 °btdc.

An experimental study of a diesel engine with varying injection timing fuelled with used cooking methyl ester blend adulterated with copper oxide particles

The current work explores the experimental investigation of a CI engine fuelled using waste cooking oil methyl ester blend. Waste cooking oil was transesterified using a base-type esterification process and later blended with diesel fuel to form a B20 blend. Thereafter, this blend was doped with a homogenous method to prepare copper oxide additives with ppm levels of 10, 20, 30, and 40 creating four nano fuel blends. These four CuO blends and base blend i.e. B20 blend was fuelled in a diesel engine. Later, the outcomes of the engine were compared with diesel. The BTE values rise with 23° before the top dead center (TDC) with 20 ppm of WCO20 blend. Furthermore, with the increase in nano additives (CuO nanoparticles in WCO20 blend), the NOx emission is increased.