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TECHNICAL PAPERS: Internal Combustion Engines

Effects of Multi-Injection Mode on Diesel Homogeneous Charge Compression Ignition Combustion

[+] Author and Article Information
Wanhua Su

State Key Laboratory of Engines,  Tianjin University, 92 Weijin Road, Tianjin 300072, Chinawhsu@tju.edu.cn

Bin Liu

State Key Laboratory of Engines,  Tianjin University, 92 Weijin Road, Tianjin 300072, Chinalbin79583@gmail.com

Hui Wang

State Key Laboratory of Engines,  Tianjin University, 92 Weijin Road, Tianjin 300072, Chinawhblank@sohu.com

Haozhong Huang

State Key Laboratory of Engines,  Tianjin University, 92 Weijin Road, Tianjin 300072, Chinahhz421@tom.com

J. Eng. Gas Turbines Power 129(1), 230-238 (Mar 24, 2006) (9 pages) doi:10.1115/1.2204977 History: Received January 17, 2005; Revised March 24, 2006

Early injection, well before top dead center (TDC), has perhaps been the most commonly investigated approach to obtain homogeneous charge compression ignition (HCCI) combustion in a direct-injection (DI) diesel engine. However, wall wetting due to overpenetration of the fuel spray can lead to unacceptable amounts of unburned fuel and removal of lubrication oil. Another difficulty of diesel HCCI combustion is the control of combustion phasing. In order to overcome these difficulties, a multipulse fuel injection technology has been developed for the purpose of organizing diesel HCCI combustion, by which the injection width, injection number, and the dwell time between two neighboring pulse injections can be flexibly regulated. In present paper, the effects of a series of multipulse injection modes realized based on the prejudgment of combustion requirement, on engine emissions, thermal efficiency, and cycle fuel energy distribution of diesel HCCI combustion are studied. The designed injection modes include so-called even mode, hump mode, and progressive increase mode, and each mode with five and six pulses, respectively. Engine test was conducted with these modes. The experimental results show that diesel HCCI combustion is extremely sensitive to multipulse injection modes and that thermal efficiency can be improved with carefully modulated ones. There are many modes that can reach near zero NOx and smoke emissions, but it is significant to be aware that multipulse injection mode must be carefully designed for higher thermal efficiency.

Copyright © 2007 by American Society of Mechanical Engineers
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Figures

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Figure 1

Schematic of injection mode modulation system

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Figure 2

Injection mode modulations for five-pulse injection modes: (a) injection rate and corresponding control signal; and (b) pulse fuel mass distribution of various injection modes

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Figure 3

Injection mode modulations for six-pulse injection modes: (a) injection rate and corresponding control signal; and (b) pulse fuel mass distribution of various injection modes

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Figure 4

Injection time sequence for 5PI at different injection timing

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Figure 5

Injection time sequence for 6H1 at different injection timing

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Figure 6

Schematic of experimental setup

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Figure 7

Effects of various five- and six-pulse injection modes on NOx emissions at different injection timing

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Figure 8

Effects of various five- and six-pulse injection modes on smoke emission at different injection timing

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Figure 9

Effects of various five- and six-pulse injection modes on CO emission at different injection timing

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Figure 10

Effects of various five- and six-pulse injection modes on specific IMEP at different injection timing

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Figure 11

Energy distribution of cycle fuel mass for five-pulse injection modes

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Figure 12

Energy distribution of cycle fuel mass for six-pulse injection modes

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Figure 13

ROHR, CHR, and mean cylinder temperature for various five- and six-pulse injection modes at injection timing of −110deg CA ATDC: (a) modes of five-pulse injection; and (b) modes of six-pulse injection

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Figure 14

ROHR, CHR, and mean cylinder temperature for various five- and six-pulse injection modes at injection timing of −90deg CA ATDC: (a) modes of five-pulse injection; and (b) modes of six-pulse injection

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Figure 15

ROHR, CHR, and mean cylinder temperature for various five- and six-pulse injection modes at injection timing of −50deg CA ATDC: (a) modes of five-pulse injection; and (b) modes of six-pulse injection

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Figure 16

Combustion durations for various five- and six-pulse injection modes at different injection timing

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Figure 17

Effects of equivalent ratio on mole fraction of CO and in-cylinder temperature (T0=325K, P0=1.2bar, ε=14.4, engine speed: 1400r∕min)

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