Mechanical System Design, 23 May 2016

Universiti Malaysia Pahang, Pekan, Malaysia

Review Of Literature Study of Engine

N.J. Shaharuddin (MA3109)

Automotive Engineering Research Group (AERG), Faculty of Mechanical Engineering,

Universiti Malaysia Pahang (UMP), 26600 Pekan, Pahang, Malaysia,
*
Email: ma13109@[Link]

ABSTRACT

For a diesel engine, fuel injection pressure (FIP) and injection timings are very
important parameters, which influence the engine performance, emissions, and
combustion. Other injection parameters affecting engine performance are rate of
injection, injection pattern, number of injections etc. A single cylinder research engine
was used to experimentally determine the effects of fuel injection strategies and
injection timings on engine combustion, performance and emission characteristics. The
experiments were conducted at constant speed (2500 rpm) with two FIPs (500 and 1000
bars respectively) and different start of injection (SOI) timings. Cylinder pressure and
rate of heat release (ROHR) were found to be higher for lower FIPs however advanced
injection timings gave higher ROHR in early combustion stages. Brake thermal
efficiency (BTE) increased with increased injection pressures while exhaust gas
temperature and brake mean effective pressure (BMEP) increased up to 500 bars. These
parameters reduced slightly with increase in FIP.

Keywords: Internal combustion engine; Fuel injection; Diesel engine; Single cylinder .

INTRODUCTION

In the present study, carbon dioxide (CO2) and hydrocarbon (HC) emissions decreased
however nitrogen oxide (NOx) emissions increased with increasing FIP. Lower CO2
and HC emissions, and significantly higher NOx emissions were observed with
advanced injection timings [1-3]. The hydrogen addition to gaseous or liquid fuels
offers good environmental and energy performances as it was well proven in the last
decade [4-12]. The high water content in fusel oil (3.5e20%) causes a combustible
characteristic, while the water content of fusel oil causes a dramatic decrease in in-
cylinder temperatures and heat release rates [13-15]. Exhaust gases consists of CO2, N2
and water vapor mainlyThe part of this exhaust gas is re-circulated to the engine
cylinder; it acts as diluents to the combustion mixture. As it replaces the amount of fresh
air, it also reduces the O2 concentration in the combustion chamber [16, 17]. Piotr
Szurgott in the year 2011 has analyzed the behavior of the combustion engine piston
manufactured from different kind of materials under thermal loading conditions. A
thermo mechanical Finite element evaluation of the engine piston made of composite
materials was done [18, 19]. Three application techniques of alternative biofuel for
example, blending, fumigation and emulsion have been implemented in diesel engine to
reduce pollutant emissions [20]. Blend method is mostly used as a dual fuel technique in
CI engine to apply the biofuel as substitute fuel. In blend mode, biofuel and diesel are
mixed with desired proportion [21].
 Fumigation mode is mostly used to apply alcohol into CI engine. In fumigation
mode, biofuel is injected into intake manifold to mix with intake fresh air by spraying or
carbureting [22–27]. Emulsion is a process of mixing two immiscible substances (water
and fuel are not suitable to be blended), which are mixed together by applying two
different phases in the mixtures, the dispersed phase and the continuous phase [28]. In
blend and emulsion modes, alternative fuel and diesel are mixed together before getting
injected into the engine cylinder. The purpose of this study must be stated at the end of
introduction section. Example is here: The present paper emphasizes the development of
mathematical models for correlating the various machining parameters, namely peak
current, pulse-on time, pulse-off time, and servo voltage on one of the most significant
criteria electrode wear rate (EWR). As well, it is aimed to determine the values of the
selected parameters, which provide the lower tool wear of the graphite electrode during
electrical discharge machining on selected titanium material.

EXPERIMENTAL SET UP

Design of Experiment

An exhaust gas emission analyzer (AVL, 444) was used to measure CO, CO2, HC, NOx
in the exhaust. For particulate size-number distribution, EEPS spectrometer (TSI,
EEPS3090) was deployed. This instrument can measure particle sizes ranging from 5.6
nm to 560 nm with a maximum measurable number concentration of 108 particles/cm3
of engine exhaust. It has sizing resolution of 16 channels per decade comprising of total
32 channels. Number concentration of particulates in the engine out exhaust is higher
than the maximum measuring range of EEPS therefore diesel exhaust is diluted 560
times using a rotating disk thermo-diluter (Matter engineering, md19-2e), before
entering the EEPS.
Engine parameter Specification

Table 1: Technical specifications of the test engine

Experimental Procedure

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Effects of fuel injection parameters on combustion, performance, emissions and
particulate size-number distribution were investigated by varying fuel injection timings
and FIPs at different engine loads. During the experiment, lubricating oil and coolant
temperatures were maintained at 80 °C and 60 °C respectively using lubricating oil
conditioning system and coolant conditioning system. Temperature of fuel at the inlet of
high pressure fuel pump was maintained at 20 °C using fuel conditioning system.
Engine torque was increased by increasing the fuel injection pulse duration. FIP and
SOI timing were controlled using INCA based engine management system (EMS),
which has flexibility for user defined control of various fuel injection parameters. SOI
timing and injection duration were also measured by acquiring signals for the injector
opening current during fuel injection process. Experiments were performed at two FIPs,
500 and 1000 bars at constant engine speed of 2500 rpm. At 500 bars FIP, SOI timing
was varied from 15° BTDC to 9.375° BTDC. At 1000 bars FIP, SOI timing was varied
from 9.375° BTDC to 4.875° BTDC because further advancement of SOI timings was
increasing the rate of pressure rise beyond safe limits. The SOI timings were determined
after complete engine sweep over the entire range of parameters.

RESULTS AND DISCUSSION

Cylinder pressure data analysis is the most effective tool to analyze engine combustion
behavior because cylinder pressure history directly influences power output,
combustion characteristics and engine-out emissions. In this study, cylinder pressure
data was acquired w.r.t. crank angle using a high speed data acquisition system. Using
this data, P–h diagrams can be drawn, which provide information about the „start of
combustion (SOC)‟, „rate of pressure rise (ROPR)‟, ROHR as well as maximum
cylinder pressure (Pmax). Combustion duration increased with greater fuel quantity
injected. It happens mainly due to longer diffusion combustion. There was very small
variation in crank angle position at MBF 50 because in almost every condition,
premixed
combustion happened at the same rate and the fuel burned very quickly in premixed
combustion. However SOI timings significantly affected premixed mass burn fraction.
For advanced injection timing (15 BTDC), injection delay was high, which increased
ROHR in premixed combustion phase hence combustion duration was shorter. This
tendency decreased with retarding SOI conditions.

CONCLUSIONS

The experiments were performed at constant speed (2500 rpm) with two FIPs (500, and

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1000 bars) and different SOI timings. Pressure variations and ROHR showed superior
combustion characteristics at lower FIP (500 bars), while at higher FIP (1000 bars),
knocking was observed under certain engine operating conditions. Advanced injection
timings led to rapid combustion hence higher ROHR was observed in early stages of
combustion. MBF results also supported these findings. Engine performance was
superior at low FIPs leading to lower BSFC and higher BTE at all engine loads. These
parameters can be further improved by advancing the SOI. Lower mass emission of
CO2 CO, HC and NOx was observed at lower FIP. Emission characteristics improved
by advancing the SOI. Particulate number concentration in a CI engine increased with
increasing engine load. Increasing the FIP reduced the number concentration of
particulates of all sizes at all loads. At higher FIP, advancing the injection timings
reduced the particulate number concentration because advanced SOI timings provided
longer time for fuel–air mixing before the start of combustion. At lower FIP, particulate
number concentration first increased and then decreased with retarding SOI timings
because mixing at lower FIP was more sensitive to cylinder pressure and temperature
along with time available for mixing before the [Link] 1. Process parameters and
their levels.
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