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Research Papers: Internal Combustion Engines

Experimental Investigation of Thermal Load in High Speed Direct Injection Diesel Engine Under the Control of Various Engine Performance Parameters

[+] Author and Article Information
Jeonghoon Lee1

School of Mechanical Engineering, Korea University of Technology and Education, 307 Gajeon-ri, Byeongcheon-myeon, Dongnam-gu, Cheonan-si, Chungcheongnam-do 330-708, Republic of Koreajlee@kut.ac.kr

1

Corresponding author.

J. Eng. Gas Turbines Power 133(3), 032802 (Nov 09, 2010) (8 pages) doi:10.1115/1.4001767 History: Received July 23, 2009; Revised February 08, 2010; Published November 09, 2010; Online November 09, 2010

Multiple injection strategies are being widely utilized to reduce the vibration, noise, and particle emission in diesel engines. A considerable amount of research related to attempts to increase the maximum power and to reduce vibration, noise, and particulate matters has been done. However, investigations of various performance parameters in terms of the thermal load in high speed direct injection engines are rarely to be found despite the fact that the relationship between these parameters and the reliability of the engine is important for mass production. Hence, the thermal load imposed on the cylinder head and cylinder block of a four-cylinder diesel engine was investigated under the most severe test conditions, at the rated speed and with a full load, by changing the performance parameters such as the main injection timing, the fuel pressure in the common rail, the boost pressure, the exhaust gas recirculation, the fuel quantity of the pilot injection, the timing of the pilot injection, the fuel quantity of the postinjection, and the timing of postinjection. Experimental results showed that the main injection timing among other parameters was the parameter that influenced the thermal load most at the rated engine speed and under a full load condition.

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Figures

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Figure 1

The schematic of engine setup

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Figure 2

The schematics of side view for one-layer and two-layer configurations. (a) One layer cylinder head. (b) Two layer cylinder head.

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Figure 3

The positions of temperature measurements. (a) Cylinder head. (b) Cylinder block. (c) 3D view of the cylinder block.

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Figure 4

Temperature distribution in the cylinder head and the cylinder block on the full load condition at 4000 rpm. The unit of temperatures is K; (a) cylinder head and (b) cylinder block.

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Figure 5

Temperature change as a function of the main injection timing; (a) cylinder head and (b) cylinder block

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Figure 6

Temperature change as a function of the rail pressure; (a) cylinder head and (b) cylinder block

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Figure 7

Temperature change as a function of the boost pressure; (a) cylinder head and (b) cylinder block

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Figure 8

Temperature change as a function of the new air mass to EGR; (a) cylinder head, and (b) cylinder block

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Figure 9

Temperature changes due to the presence of the pilot injection at the various engine speed; (a) cylinder head and (b) cylinder block

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Figure 10

The influence of pilot injection on the temperature in the cylinder head and the cylinder block; (a) the pilot injection timing and (b) the pilot injection quantity

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