Research Papers: Internal Combustion Engines

Combustion Characteristics of Methane Direct Injection Engine Under Various Injection Timings and Injection Pressures

[+] Author and Article Information
Jingeun Song

Department of Mechanical Convergence
Graduate School of Hanyang University,
Seoul 04763, South Korea
e-mail: sjg@hanyang.ac.kr

Mingi Choi

Department of Mechanical Convergence
Graduate School of Hanyang University,
Seoul 04763, South Korea
e-mail: cmk0310@hanyang.ac.kr

Daesik Kim

School of Mechanical and
Automotive Engineering,
Gangneung-Wonju National University,
Gangwon 26403, South Korea
e-mail: dkim@gwnu.ac.kr

Sungwook Park

School of Mechanical Engineering,
Hanyang University,
17 Haengdang-dong, Seongdong-gu,
Seoul 04763, South Korea
e-mail: parks@hanyang.ac.kr

Contributed by the IC Engine Division of ASME for publication in the JOURNAL OF ENGINEERING FOR GAS TURBINES AND POWER. Manuscript received December 22, 2016; final manuscript received December 30, 2016; published online March 21, 2017. Editor: David Wisler.

J. Eng. Gas Turbines Power 139(8), 082802 (Mar 21, 2017) (8 pages) Paper No: GTP-16-1591; doi: 10.1115/1.4035817 History: Received December 22, 2016; Revised December 30, 2016

The performance of a methane direct injection engine was investigated under various fuel injection timings and injection pressures. A single-cylinder optical engine was used to acquire in-cylinder pressure data and flame images. An outward-opening injector was installed at the center of the cylinder head. Experimental results showed that the combustion characteristics were strongly influenced by the end of injection (EOI) timing rather than the start of injection (SOI) timing. Late injection enhanced the combustion speed because the short duration between the end of injection and the spark-induced strong turbulence. The flame propagation speeds under various injection timings were directly compared using crank-angle-resolved sequential flame images. The injection pressure was not an important factor in the combustion; the three injection pressure cases of 0.5, 0.8, and 1.1 MPa yielded similar combustion trends. In the cases of late injection, the injection timings of which were near the intake valve closing (IVC) timing, the volumetric efficiency was higher (by 4%) than in the earlier injection cases. This result implies that the methane direct injection engine can achieve higher torque by means of the late injection strategy.

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Grahic Jump Location
Fig. 1

Illustration of an experimental setup

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Fig. 5

Flame radius measured from the flame images and MFB calculated from the in-cylinder pressure. Spark timing BTDC 20 deg.

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Fig. 6

(a) IMEP and (b) COVIMEP for the various injection timings and injection pressures. Spark timing MBT.

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Fig. 7

Injection duration for the three injection pressures at each injection timing, and the intake valve closing timing

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Fig. 8

(a) Peak in-cylinder pressure and (b) IMEP for the various injection timings and pressures with the end of injection

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Fig. 2

(a) In-cylinder pressure and heat release rate for four injection timings and 0.8 MPa injection pressure and (b) peak in-cylinder pressure for the various injection timings and pressures. Spark timing BTDC 20 deg.

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Fig. 3

(a) Equivalence ratio distribution and in-cylinder flow and (b) TKE at BTDC 20 deg for the various injection timings

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Fig. 4

Series of flame propagation images for four injection timings and 0.8 MPa injection pressure. Spark timing BTDC 20 deg.

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Fig. 10

Fuel conversion efficiency for the various injection timings. Injection pressure 0.8 MPa.

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Fig. 9

Intake flow rate for the various injection timings



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