Port Injection Research Articles

Influence of injection pressure and injection timing on pollution levels of insulated diesel engine fuelled with CNG and cotton seed biodiesel

In the context of fast depletion of fossil fuels, increase of pollution levels with fossils and increase of economic burden due to increase of import cost of crude petroleum, the search for alternative fuels has become pertinent. The most common alternative fuels for CI engine are vegetable oils, biodiesel and alcohols. Gaseous fuels have many advantages than liquid fuels, as the pollutants emitted by gaseous fuels are low, calorific value of the gases is very high and running and maintenance cost is low. The drawbacks associated with vegetable oils such as high viscosity and low volatility can be rectified to some extend by converting them into biodiesel. How they (biodiesel) cause combustion problems in diesel engine and hence call for low heat rejection (LHR) engine, which can burn low calorific value fuel, give high heat release rate and faster rate of combustion. Investigations were carried out with CNG as primary fuel inducted by port injection and cottonseed biodiesel blended with 15% of diethyl ether (DEE) was injected into the engine in conventional manner with LHR engine consisted of ceramic coated cylinder head. The purpose of DEE was to improve cetane (a measure of combustion quality in diesel engine) and to reduce viscosity of the cotton seed biodiesel. Particulate matter (PM), oxides of nitrogen (NOx), carbon mono oxide (CO) levels and un-burnt hydro carbons (UBHC) are the exhaust emissions from a diesel engine. They cause health hazards, once they are inhaled in. They also cause environmental effects like Green-house effect, acid raining, Global Warming etc,. Hence control of these emissions is an immediate effect and an urgent step. The pollutants of PM, NOx, CO and UBHC were determined at full load operation of the engine and compared with diesel operation on conventional engine. The maximum induction of CNG was 35% of total mass of biodiesel, with CE, while it was 45% with LHR engine at full load operation. Particulate emissions were determined by AVL Smoke meter, while other emissions were measured by Netel Chromatograph multi-gas analyzer at full load operation. The optimum injection timing with cottonseed biodiesel was 31obTDC (before top dead centre), with CE, while it was 28obTDC with LHR engine. These pollutants were drastically reduced with induction of CNG and further reduced with the provision of LHR engine. They were further reduced with advanced injection timing and increase of injection pressure.

Effect of Hho Addition on Combustion and Emission in Si Engine with Butanol Direct Injection and Gasoline Port Injection

Effect of Hho Addition on Combustion and Emission in Si Engine with Butanol Direct Injection and Gasoline Port Injection

Combustion and Emissions Characteristics of Combined Injection Dual Fuel Engines with Cng Direct Injection and Gasoline Port Injection at Different Injection and Ignition Timing Combinations

Combustion and Emissions Characteristics of Combined Injection Dual Fuel Engines with Cng Direct Injection and Gasoline Port Injection at Different Injection and Ignition Timing Combinations

A Simulation Study of Effect of Injector Hole Number Along with Variation of Fuel Injection Pressure in a Gasoline Engine Converted from Port Injection to Direct Injection with Hcng Fuel

A Simulation Study of Effect of Injector Hole Number Along with Variation of Fuel Injection Pressure in a Gasoline Engine Converted from Port Injection to Direct Injection with Hcng Fuel

A Simulation Study of Effect of Injector Hole Number Along with Variation of Fuel Injection Pressure in a Gasoline Engine Converted from Port Injection to Direct Injection with Hcng Fuel

A Simulation Study of Effect of Injector Hole Number Along with Variation of Fuel Injection Pressure in a Gasoline Engine Converted from Port Injection to Direct Injection with Hcng Fuel

Combustion Analysis of Methane-Hydrogen Fuel Port Injection Combined with Omen Spray Injection in an Rcci Engine

Combustion Analysis of Methane-Hydrogen Fuel Port Injection Combined with Omen Spray Injection in an Rcci Engine

Effect of manifold and port injection of hydrogen and exhaust gas recirculation (EGR) in dairy scum biodiesel - low energy content gas-fueled CI engine operated on dual fuel mode

In this current work, exhaustive research work is conducted in three phases, in the initial phase, WFO was used for producing WFO treated biomass and in the second phase, influence of PFIP and PFIT has been examined. Further in the successive phase, effect of hydrogen HMI, HPI and EGR on the combustion and emission characteristics of CRDI diesel engine operated on dual-fuel mode using DiSOME and PG combination is evaluated. In the current study, in a CRDI engine, PFIT was employed ranging from 0 to 15°CA bTDC and changed in steps of 5 and PFIP was used from 600 to 1000 bar and varied in successive steps of 200 bar. Further flow rate of hydrogen was kept 8 L/min constant and HMIT was employed in the range from TDC to 15°aTDC and changed in stages of 5. Correspondingly, HID was varied from 30 to 90°CA with 30°CA dwell and EGR was used in the range from 0 to 15% by vol. and varied in steps of 5. Outcome of the work showed that, DiSOME-PG operation with 10°bTDC PFIT, 800 bar PFIP, 10°aTDC of HMI, 60°CAHID and 5% EGR rate showed lower BTE by 5.8% and increased smoke levels by 10.8%, HC by 8.6%, CO by 6.5% and marginally decreased NOx by 6.4% was observed in comparison to the same fuel blend with zero EGR at 80% load. Further, marginally amplifiedID and CD with loweredCP and HRR has been noticed. Study revealed thatH2addition to low calorific value gas (PG), method of pilot fuel addition and EGR is affected dual fuel engine performance, but provided drastic reductions in smoke and NOx emissions.

Experimental study on the effect of water port injection on the combustion and emission characteristics of diesel/methane dual-fuel engines

In this study, the effect of water port injection on the combustion and emission characteristics of diesel/methane dual-fuel combustion was studied experimentally. Conventional dual-fuel engine combustion was extended and explored as tri-fuel combustion by introducing a water port injection. The experiments were conducted on a four-cylinder engine at 1600 r/min and low load with a brake mean effective pressure of 0.42 MPa. Six methane substitution ratios (MSRs) (0%, 10%, 20%, 30%, 40%, and 50%) were programmed. At each MSR point, five water-to-diesel in pure diesel mode mass ratios (WDMRs) (0%, 25%, 45%, 65%, and 85%) were arranged. The experimental results indicated that methane addition decreased the combustion intensity and retarded the combustion process of the diesel engine. In addition, methane addition and water port injection prolonged the ignition delay of the diesel engine. The larger the MSR, the longer was the ignition delay for the corresponding WDMR. Similarly, the larger the WDMR, the longer was the ignition delay for the corresponding MSR. For emissions, the number concentration of particles decreased owing to methane addition, whereas it increased owing to water injection. Notably, for the maximum MSR (50%) and WDMR (0.85) utilization, the maximum total number concentration was 94474 #/cm3, which is much lower than the minimum total number concentration in a pure diesel engine (118549 #/cm3). Furthermore, both methane addition and water injection significantly decreased the nitrogen oxide (NOx) emissions; however, they increased the CO and HC emissions. In summary, adding methane coupled with water injection is an effective method to decrease NOx and particle emissions simultaneously.

Effect of injection timing and duration on the performance of diesel engine fueled with port injection of oxygenated fuels

An alarming adulteration of nature with automotive tail pipe emissions causing global warming demands suitable engine modification. Further use of alternative renewable fuels with fine-tuning the engine and required modifications could reduce the diesel engine emissions. Oxygenated fuels (such as methanol, ethanol and Butanol) act as stand-in fuel that could enrich the global energy requisites and affirmatively downsize the emissions by accelerating combustion efficiency. Under this circumstance, the experimental analysis was done on a single-cylinder four-stroke DI CI engine using conventional diesel as fuel by injection of ethanol, diethyl ether (DEE) and Butanol independently to into intake manifold at three injection timings viz., TDC, 5°ATDC and 10°ATDC respectively under the constant 27°CA injection duration with the help of a distinct setup comprises of the electronic control unit (ECU) and injector system. The resolutions drawn from the recorded results at 80% load during experimentation summarized that DEE exhibited improved BTE of 2.5% and 1% and reduced smoke emissions of 12.54% and 10.6% compared to that obtained with ethanol and Butanol, respectively. On the other hand, DEE emitted excessive NOx and inferior HC, CO emissions compared to ethanol and Butanol apart from shortened ignition delay and combustion duration. The conclusions are drawn from the injection of oxygenates that apart from the perspective of performance, DEE injection at the 5°ATDC was noticed to be optimal at 27°CA injection duration (3 ms) too for emissions characteristics of a diesel engine.

Experimental investigation on n-butanol/methyl oleate dual fuel RCCI combustion in a single cylinder engine at high-load condition

Reactivity controlled compression ignition (RCCI) engines have a high thermal efficiency as well as low emissions of soot and nitrogen oxides (NOx). However, there is a conflict between combustion stability and harmful emissions at high engine load. Therefore, this work presented a novel approach for regulating n-butanol/methyl oleate dual fuel RCCI at high engine load in attaining lower pollutant emissions while maintaining stable combustion and avoiding excessive in-cylinder pressure. The tests were conducted on a single cylinder engine under rated speed and 90% full load. In this study, n-butanol was selected as a low-reactivity fuel for port injection, and n-butanol/methyl oleate blended fuel was used for in-cylinder direct injection. Combustion and emission characteristics of the engine were first investigated with varied ratios of n-butanol port injection (PFI) and direct injection (DI). Results showed that as the ratio of n-butanol PFI and DI rose, the peak cylinder pressure and heat release rate increased, while NOx and soot emissions reduced, and carbon monoxide (CO) and hydrocarbon (HC) emissions increased under most test conditions. When RNBPI = 40% and RNBDI = 20%, the soot and NOx emissions of the engine were near the lowest values of all test conditions, yet the peak in-cylinder pressure and fuel consumption could not increase significantly. Therefore, the possibility of optimizing the combustion process and lowering emissions by adjusting the pilot injection strategy was investigated utilizing these fuel injection ratios. The results revealed that with an appropriate pilot injection ratio and interval, the peak in-cylinder pressure and NOx emission were definitely reduced, while soot, CO, and HC emissions did not significantly increase.

Adjacent combustion heat release and emissions over various load ranges in a premixed direct injection diesel engine: A comparison between gasoline and ethanol port injection

In a premixed diesel engine, supplementary fuels (gasoline and ethanol) are individually premixed by port fuel injection prior to induction and combustion in the main diesel-injected combustion chamber. This study compared emissions and heat release patterns adjacent to the combustion stroke of a premixed diesel engine. A single-cylinder direct injection diesel engine was examined by varying the ratios of the supplementary fuel to diesel quantity to meet the set loads. The engine's target speed was 1600 rpm, and the brake mean effective pressures of 2, 5, and 7 bar were loads representing low-, medium-, and high-load operations, respectively. Results show that the gasoline premixture yielded higher thermal efficiency than the ethanol premixture. When the quantity of gasoline supplementary fuel increased, the thermal efficiency increased, whereas the opposite trend was observed with ethanol. The combustion phasing was delayed by increasing both supplementary fuel ratios. Quantities of nitrogen oxides, smoke, and total unburned hydrocarbon were reduced, and carbon monoxide increased with the elevated quantity of port-injected fuel. The ethanol–diesel dual fuel is advantageous regarding smoke opacity, but it suffers from nitrogen oxides trade-off.

Comparative study on different spark plug positions of a rotary engine with gasoline port and direct injection

This research aims to numerically investigate the combined effect of ignition position and injection method on the gasoline rotary engine. The three-dimensional dynamic model was established by CONVERGE software and validated by the experimental data. The results indicate that compared with port injection, the direct injection leads to obvious fuel stratification in the combustion chamber, and the local equivalence ratios around the two spark plugs are different. The index of in-cylinder fuel inhomogeneity corresponding to direct injection decreases linearly with the progress of the mixing process. Adopting the double spark plug can obtain a higher release heat rate and combustion efficiency than adopting the single spark plug ignition. Higher in-cylinder peak pressure and indicated thermal efficiency also can be obtained by using double spark plugs ignition. Only using leading spark plug ignition would cause a large in-cylinder unburned area, resulting in poor power performance of the rotary engine. In particular, the direct injection can obtain higher mean in-cylinder pressure than the port injection, but the indicated thermal efficiency of port injection is higher than that of direct injection. In the aspect of emissions, double spark plugs ignition would lead to higher in-cylinder temperature and NOx content than other ignition modes, but double spark plugs ignition can alleviate incomplete combustion and reduce HC emission. Under the same ignition strategy, the port injection can effectively reduce CO emission than direct injection.

Effects of port mixing and high carbon dioxide contents on power generation and emission characteristics of biogas-diesel RCCI combustion

Reactivity-controlled compression ignition (RCCI) combustion burns fuels of varying reaction rates to enhance combustion stratification. Biogas-diesel RCCI combustion requires energy assessment to improve power and reduce emissions. This study investigates the effects of different carbon dioxide (CO2) contents (25, 35, and 45%) and port mixing distances (0, 28.75, 57.5, 86.25, and 115 mm) experimentally, at 6.5 bar IMEP and 1600 rpm in a premixed and port injection at the valve. An exergy analysis facilitates understanding high-CO2 biogas stratification and the cause of emissions trade-off experimentally, unavailable in the literature. Based on energy analysis, a 35% CO2 content demonstrates moderate combustion work and enhanced output power, while 45% CO2 shows lower heat loss across the mixing distances. Injecting biogas at the valve increases combustion work by 9.11 – 27.33% and reduces power output by 0.33 – 4.90% due to increased exhaust loss. Based on exergy analysis, evenly distributed in-cylinder temperatures and sufficient fuel stratification were observed for 35% CO2 and 50% distance. The 35% CO2 increases the internal energy potential recovery by 24.26% over mixing spaces because of reduced destruction. Injection at the valve causes stratified CO2 layers at the bowl centerline and diffused temperature at the cylinder wall, simultaneously decreasing CO2, carbon monoxide, unburned hydrocarbon, nitrogen oxides, and particulate matter emissions by 4.46, 2.04, 3.05, 44.67, and 9.13%, respectively. Therefore, increased compression work allows more heat transfer through the exhaust, while heat outflow through the cylinder wall reduces combustion work. Furthermore, the reduced emissions due to increased CO2 content at higher mixing distances compromised the output power of the biogas-diesel RCCI engine.

Effect of variable compression ratio and equivalence ratio on performance, combustion and emission of hydrogen port injection SI engine

The present study includes an experimental investigation of the performance, combustion, and emission parameters of a hydrogen port fueled SI engine under wide-open throttle. The compression ratio (CR) is varied from 10 to 15, equivalence ratio (φ) from 0.4 to 1.0, and speed from 1400RPM to 1800RPM. The ignition timing is maintained at 20° before the top dead center. The brake thermal efficiency increases by nearly 10% from CR10 to CR15, and it also increased by 13.7% by changing φ from 0.4 to 0.9. Similarly, BP increases in the same fashion. The combustion enhances with an increase in peak pressure by increasing CR from 10 to 15 and φ from 0.4 to 0.9; however, φ 1.0 exhibits a negative trend. However, the NOX emission increases continuously with CR and φ, and so as the exhaust gas temperature. The carbon-based emissions are negligible, and volumetric efficiency decreases with φ and increases with CR.

Effects of Lean Combustion on Bioethanol-Gasoline Blends using Turbocharged Spark Ignition Engine

Liquid alternative fuels have been utilised as engine fuel since the 19th century. For several alternative fuels, bioethanol is well-known as the most suited friendly, alternative-product based and renewable for use in spark-ignition (SI) engines. In addition, it is well known that bioethanol has higher evaporation of heat, research octane number and flammability of temperature; therefore, it has a greater influence on performance and lower emission. In this study, the effect of gasoline fuel RON95 (G) was blended into bioethanol fuel (E10, E20 and E30) to investigate the engine combustion, performance and emission. The engine used was 1.8L Mitsubishi, four-cylinder, four-stroke, multipoint port injection and turbocharger SI. The engine speed used was 1000-3000 rpm at 10-40% load with wide-open throttle (WOT). The results showed that bioethanol addition to gasoline increases the brake torque at a higher load. The mass fraction burn (MFB) and coefficient of variation (COV) blend fuel and main fuel are comparable to each other. The brake specific fuel consumption (BSFC) significantly increases when engine speed increases. The emission of nitrogen oxide (NOx), carbon monoxide (CO), and hydrocarbon (HC) emissions reduced dramatically compared to gasoline fuel. Indeed, bioethanol-gasoline fuel allows the engine utilised in low proportion to increase engine performance and lower engine emission.

A Comprehensive Overview of Hydrogen-Fueled Internal Combustion Engines: Achievements and Future Challenges

This paper provides a comprehensive review and critical analysis of the latest research results in addition to an overview of the future challenges and opportunities regarding the use of hydrogen to power internal combustion engines (ICEs). The experiences and opinions of various international research centers on the technical possibilities of using hydrogen as a fuel in ICE are summarized. The advantages and disadvantages of the use of hydrogen as a solution are described. Attention is drawn to the specific physical, chemical, and operational properties of hydrogen for ICEs. A critical review of hydrogen combustion concepts is provided, drawing on previous research results and experiences described in a number of research papers. Much space is devoted to discussing the challenges and opportunities associated with port and direct hydrogen injection technology. A comparison of different fuel injection and ignition strategies and the benefits of using the synergies of selected solutions are presented. Pointing to the previous experiences of various research centers, the hazards related to incorrect hydrogen combustion, such as early pre-ignition, late pre-ignition, knocking combustion, and backfire, are described. Attention is focused on the fundamental importance of air ratio optimization from the point of view of combustion quality, NOx emissions, engine efficiency, and performance. Exhaust gas scrubbing to meet future emission regulations for hydrogen powered internal combustion engines is another issue that is considered. The article also discusses the modifications required to adapt existing engines to run on hydrogen. Referring to still-unsolved problems, the reliability challenges faced by fuel injection systems, in particular, are presented. An analysis of more than 150 articles shows that hydrogen is a suitable alternative fuel for spark-ignition engines. It will significantly improve their performance and greatly reduce emissions to a fraction of their current level. However, its use also has some drawbacks, the most significant of which are its high NOx emissions and low power output, and problems in terms of the durability and reliability of hydrogen-fueled engines.

Study on combustion and emissions of a hydrous ethanol/gasoline dual fuel engine with combined injection

Hydrous ethanol has lower cost and energy consumption during the production process than anhydrous ethanol. Many researchers used hydrous ethanol instead of anhydrous ethanol to manufacture hydrous ethanol-gasoline. The water ratio in hydrous ethanol (ω) determines the energy consumption in the production process of ethanol. However, no one researched the effects of different ω on combustion and emissions of hydrous ethanol-gasoline. So, we prepared five kinds of ethanol with different ω (0, 5%, 10%, 15%, 20% vol.) to research the effects of ω on combustion and emissions. This study adopted combined injection with hydrous ethanol direct injection plus gasoline port injection (HEDI + GPI). The engine speed was 1500 rpm, and λ was 1, the intake manifold absolute pressure was 48 kPa, the direct injection ratio was 20%, five spark timings varied from 5 °CA BTDC to 25 °CA BTDC. The results showed hydrous ethanol prolonged flame development and propagation duration, decreased Tmax and Pmax, delayed APmax. Water increased COVimep, but using hydrous ethanol at the reasonable spark timing would not significantly affect the stability. Meanwhile, when the spark timing was MBT, compared with GE (gasoline/anhydrous ethanol dual fuel) fuel, as ω in GEW (gasoline/hydrous ethanol dual fuel) fuels increased, torque and brake thermal efficiency improved by 1.69%, 1.13%, −0.01%, −0.77%; HC increased by 2.13%, 9.02%, 23.89%, 37.15%; CO decreased by 41.95%, 28.56%, 5.59%, 2.46%; NOx decreased by 10.10%, −0.75%, −0.17%, 4.18%; total PN emissions decreased by 24.07%, 69.57%, 36.34%, 32.45%. Meanwhile, more water caused the size of particles to drop, made particles smaller.

Effects of Water Ratio in Hydrous Ethanol on the Combustion and Emissions of a Hydrous Ethanol/Gasoline Combined Injection Engine under Different Excess Air Ratios.

Ethanol is usually combined with gasoline to manufacture ethanol–gasoline with excellent combustion characteristics. However, extracting water from hydrous ethanol to manufacture anhydrous ethanol consumed much energy, which increases the production cost of ethanol–gasoline. Many researchers have studied the combustion and emissions of hydrous ethanol–gasoline to explore the application of hydrous ethanol–gasoline as the fuel for spark-ignition engines. Most previous studies changed the hydrous ethanol ratio with fixed purity in hydrous ethanol–gasoline to study the effects of hydrous ethanol. Different from previous studies, this paper studied the effects of water ratio (Wr) in hydrous ethanol on the combustion and emissions of a hydrous ethanol/gasoline combined injection engine under different excess air ratio (λ) values. The ratios of ethanol and gasoline keep constant, while the purity of hydrous ethanol changes during the research. The experiment adopted the combined injection mode with hydrous ethanol direct injection plus gasoline port injection; the direct injection ratio was 20%. The experiment set three λ (0.9, 1, and 1.2) and five Wrs (0, 5, 10, 15, and 20%). The test engine’s speed was 1500 rpm, and the intake manifold absolute pressure was 48 kPa. Results showed that water inhibited combustion, prolonged CA 0-10 and CA 10-90, reduced Pmax and Tmax, and delayed APmax; larger λ made the deterioration on combustion more obvious, and the smaller λ had a larger tolerance to water. Water could increase torque and improve emissions, but different parameters corresponded to different optimal Wrs. For torque, the optimal Wr was 5%. For HC emissions, the optimal Wr was 0%; for CO emissions, the optimal value was 5%; and for NOx emissions, the best value was 20%. The best Wr was 10% for particle number (PN) emissions. Under the optimal Wr condition, when λ values were 0.9, 1, and 1.2, compared with pure gasoline, the torque increased by 7.5, 5.54, and 5.31%; HC emissions decreased by 21.37, 23.43, and 26.58%; NOx emissions decreased by 4.26, 11.47, and 12.55%; CO emissions decreased by 17.51, 34.56, −50%; and the total PN emissions decreased by 87.64, 89.64, and 76.07%.

Effect of the operation strategy and spark plug conditions on the torque output of a hydrogen port fuel injection engine

A port injection engine that supplies hydrogen to the intake manifold or port exhibits a low intake air amount and torque output. The torque output is limited by backfire. In the present study, the performance and efficiency of a port injection-type hydrogen engine using the fuel injector of a natural gas engine is investigated at various engines speeds under wide open throttle conditions and two operation strategies, i.e., limiting nitrogen oxide emission and maximizing the torque. The increase in electrode temperature is reduced by increasing the heat rating number of the spark plug or reducing the ignition energy applied to the spark plug. Even when the ignition energy is reduced, as the minimum ignition energy of hydrogen is very low, it does not eliminate backfire. However, when a cold-type spark plug is used, backfire is effectively suppressed, resulting in an increase in the maximum torque and a decrease in efficiency.

Effect of Intake Air Temperature and Premixed Ratio on Combustion and Exhaust Emissions in a Partial HCCI-DI Diesel Engine

Homogeneous charge compression ignition (HCCI) is considered an advanced combustion method for internal combustion engines that offers simultaneous reductions in oxides of nitrogen (NOx) emissions and increased fuel efficiency. The present study examines the influence of intake air temperature (IAT) and premixed diesel fuel on fuel self-ignition characteristics in a light-duty compression ignition engine. Partial HCCI was achieved by port injection of the diesel fuel through air-assisted injection while sustaining direct diesel fuel injection into the cylinder for initiating combustion. The self-ignition of diesel fuel under such a set-up was studied with variations in premixed ratios (0–0.60) and inlet temperatures (40–100 °C) under a constant 1600 rpm engine speed with 20 Nm load. Variations in performance, emissions and combustion characteristics with premixed fuel and inlet air heating were analysed in comparison with those recorded without. Heat release rate profiles determined from recorded in-cylinder pressure depicted evident multiple-stage ignitions (up to three-stage ignition in several cases) in this study. Compared with the premixed ratio, the inlet air temperature had a greater effect on low-temperature reaction and HCCI combustion timing. Nonetheless, an increase in the premixed ratio was found to be influential in reducing nitric oxides emissions.