com
Proceedings
of the
Combustion
Institute
www.elsevier.com/locate/proci
Abstract
An optically accessible single-cylinder high-speed direct-injection (HSDI) diesel engine was used to
investigate the combustion process using dierent fuels including European low sulfur diesel and bio-diesel
fuels with advanced multiple injection strategies. Inuences of injection timings and fuel types on combustion characteristics and emissions were studied under similar loads. In-cylinder pressure was measured and
used for heat release analysis. High-speed combustion videos were captured for all the studied cases using
the same frame rate. NOx emissions were measured in the exhaust pipe. Dierent combustion modes
including conventional diesel combustion and low-temperature combustion were observed and conrmed
from the heat release rates and the combustion images. Natural luminosity was found consistently lower
for bio-diesel than the European low sulfur diesel fuel for all the cases. However, for NOx emissions, under
conventional combustion cases such as cases 2 and 3, it was found that bio-diesel leads to increased NOx
emissions. Under a certain injection strategy with retarded main injections like case 4 and 5, it is possible to
have up to 34% lower NOx emissions for B100 than B0 for case 4 with low-temperature combustion mode.
Simultaneous reduction of NOx and natural luminosity was achieved for advanced low-temperature combustion mode. It is hypothesized based on the results that the lower soot generation for bio-diesel fuel is
believed due to a lower soot formation rate and a higher soot oxidation rate. The NOx increase problem for
bio-diesel fuel can be amended by employing advanced injection strategies with low-temperature combustion modes.
2009 The Combustion Institute. Published by Elsevier Inc. All rights reserved.
Keywords: Diesel combustion; Advanced injection strategy; Natural luminosity; Bio-diesel; Low-temperature combustion
1. Introduction
Due to limited fossil fuels in the world, nding
alternative fuels and reducing the fuel consumption of current internal combustion engines
become more and more important. Meanwhile,
*
1540-7489/$ - see front matter 2009 The Combustion Institute. Published by Elsevier Inc. All rights reserved.
doi:10.1016/j.proci.2008.07.031
2786
tion was injected very early before TDC. A second injection with a small amount of fuel was
injected near the compression TDC to ignite
all the airfuel mixtures.
Agricultural fat and oils, in raw or chemically
modied forms, have the potential to supplant a
signicant proportion of petroleum-based fuels.
Bio-diesel is of particular interest because it significantly reduces PM, HC and CO emissions. The
engine testing from three dierent engines, a Cummins N-14 engine, a Cummins B5.9 engine, and a
DDC Series 50 engine showed average reductions
of 84.4% in HC, 40.5% in CO, and 38.0% in PM
emissions [17]. In addition to its reduced emissions
of PM, HC and CO, bio-diesel contributes less to
global warming than fossil fuels due to its closed
carbon cycle. Bio-diesel is also the only alternative
fuel that has passed the EPA-required Tier I and
Tier II Health Eects testing requirements of the
Clean Air Act Amendments of 1990. Moreover,
bio-diesel is particularly attractive because it is a
renewable fuel that can be replenished through
the growth of plants or production of livestock.
Bio-diesel has been criticized for its higher
brake specic NOx emissions comparing to diesel
fuels [18]. Many studies and measurements of
NOx emissions from diesel engines fueled with
bio-diesel have been published [1926] and most
of them were focused on conventional diesel combustion. Low-temperature combustion has its
unique advantage to reduce NOx [27]. The lowtemperature combustion mode of bio-diesels has
also been reported recently [2835]. Advanced
injection strategy was used to implement better
emissions of bio-diesel for HSDI diesel engines
[28,34]. Simultaneous reduction of NOx and soot
emission was achieved for bio-dieseldiesel blend
with high-eciency clean combustion (HECC) in
a diesel engine [29]. Zheng et al. [30] investigated
low-temperature combustion mode for bio-diesel
with high EGR rate. The results showed that it
was possible to achieve NOx and soot reductions
for low-temperature combustion modes with biodiesel. Bio-diesel HCCI combustion was investigated in a diesel engine by fueling in the intake
port [31] and numerical simulation was used to
study the detailed reaction in the engine cylinder.
Both conventional and PCCI combustion modes
were numerically investigated for bio-diesel to
study the eects of fuel properties [32]. HCCI
combustion was experimentally studied in a small
HSDI diesel engine using early and late injection
strategies [33,35]. Low-temperature combustion
modes were implemented by employing high
EGR rate and/or later injection timing. However,
most of the above mentioned studies were in metal
engines with no detailed information about the
combustion ame inside the engine cylinder. Incylinder visualization of the combustion process
is important in understanding the mixing, combustion, and the soot generation processes. There-
Side
Side
Window
2787
Quartz
Piston
Table 1
Specications for the optical engine
Bore
Stroke
Displacement/cylinder
Compression ratio
Swirl ratio
Valves/cylinder
Intake valve diameter
Exhaust valve diameter
Maximum valve lift
Intake valve opening
Intake valve closing
Exhaust valve opening
Exhaust valve closing
70 mm
78 mm
300 cc
19.5:1
2.5
4
24 mm
21 mm
7.30/7.67 mm (intake/exhaust)
13 CAD ATDC
(at 1 mm valve lift)
20 CAD ABDC
(at 1 mm valve lift)
33 CAD BBDC
(at 1 mm valve lift)
18 CAD BTDC
(at 1 mm valve lift)
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Table 2
Engine operating conditions
Fuel type
Case
number
B0
B0
B0
B0
B0
1
2
3
4
5
B100
B100
B100
B100
B100
1
2
3
4
5
Main SOI
(CAD ATDC)
IMEP (bar)
40
30
20
30
20
1.5
1.5
1.5
1.5
1.5
0
0
0
10
10
6.8
6.3
6.6
7.3
7.0
3.98
3.98
3.99
3.98
4.00
40
30
20
30
20
1.5
1.5
1.5
1.5
1.5
0
0
0
10
10
8.8
8.5
8.5
8.9
8.7
4.00
4.08
4.07
3.93
4.02
First injection
SOI (CAD ATDC)
timing, more heat is released from the rst injection and the ambient temperature becomes higher.
The ignition delay becomes shorter for later rst
injection. Relatively high heat release rate peaks
are seen for the rst injections of cases 3 and 5.
When the ignition delay becomes shorter, the
combustion mode becomes more diusion combustion dominated. This diusion combustion
mode is apparently observed for case 3 with a
small portion of premixed combustion and a large
portion of mixing controlled combustion. The
heat release rate peak is much smaller than that
of case 1. The combustion mode of case 2 is
between case 1 and case 3. For case 5, there is
more premixed combustion compared with case
3, but the heat release rate has a long tail indicating slow diusion combustion after the premixed
combustion phase. With a retarded main injection
for case 4, the ignition delay is greatly elongated.
The heat release rate shows a single peak premixed combustion mode. Again, the fuel eects
on heat release rate curves are hardly seen.
5. Natural luminosity and NOx emissions
The combustion process was visualized by
using the high-speed camera with a three-dimensional imaging setup [4042]. The frame rate is
12,000 frames/s with an exposure time of 2 ls at
a resolution of 512 256. The Spatially Integrated Natural Luminosity (SINL) was obtained
by summing up the pixel values of the bottomview combustion images.
The SINL is shown in Fig. 5. Each trace is an
average of ve sets of data. The data are grouped
by fuel type in two subplots. For a certain fuel, a
large dierence is observed for diering injection
strategies. For B0, the highest natural luminosity
is seen for case 3. Signicantly lower natural luminosity is seen for case 4 with moderately early rst
injection and retarded main injection timings. But
for case 5, although it has a retarded main injection, the natural luminosity is comparable to that
of case 3. SINL for cases 1 and 2 are between
2789
those of case 4 and case 5. High natural luminosity would imply high temperature and/or high
soot concentration in the combustion ame. For
B100, the natural luminosity is lower than B0.
The inuence of injection strategies on the natural
luminosity is similar to B0. The main dierence
between B100 and B0 is the ame existence time
duration. A shorter time is seen for B100 than
B0 indicating a faster combustion process.
The natural luminosity variation rate was calculated to nd the natural luminosity increase rate
or the decrease rate. The variation rate is obtained
by calculating the time derivative of the natural
luminosity with time. The decrease rate is the
absolute values of the negative natural luminosity
variation rate. A larger increase rate indicates faster early combustion. A larger decrease rate
implies faster soot oxidation and/or combustion
gas temperature decreasing process. The peak
values of the natural luminosity (NL), natural
luminosity increasing rate (NLIR), and natural
luminosity decreasing rate (NLDR) are plotted
in Fig. 6 to illustrate the inuence of injection
strategies and fuels. The peak NL increases with
retarding the rst injection timing and decreases
with retarding the main injection timing. But the
peaks are comparable for case 3 and case 5 and
it is believed due to strong soot formation in both
cases. For B100, the peak NL values are less than
B0. The lower peak NLIR for B100 might be
attributed to a lower soot formation rate for
bio-diesel. The peak NLDR is higher for B100
for cases 13, which might imply a faster soot oxidation process for bio-diesel in the late combustion cycle if the in-cylinder gas temperature is
close for B0 and B100. A close or slightly lower
peak NLDR is seen for B100 than B0 for cases
4 and 5. This lower NLDR might be attributed
to the lower soot concentration in B100 than B0
leading to a lower soot oxidation rate [43]. Based
on the observations, it is hypothesized that bio-
2790
diesel might have a lower soot formation rate during the early combustion stage and a higher soot
oxidation rate during the late cycle crank angles.
These two factors could determine the lower soot
emissions for bio-diesel in the exhaust compared
to petro-diesel. Retarding the main injection timing could reduce soot formation. But it could also
reduce soot oxidation rate due to a lower combustion temperature. The NOx emissions are shown
in Fig. 7. Case 1 has similar NOx emissions for
B0 and B100 with B100 slightly smaller than B0,
but the dierence is within the error bar. But for
cases 2 and 3, NOx emissions are higher for
B100 than B0, which is consistent with the previous results with conventional diesel combustion
[17,1926]. For cases 4 and 5, B100 has less NOx
emissions than B0 for injection strategies with
retarded main injections.
In order to compare the natural luminosity of
dierent injection strategies and fuels, a number,
called natural luminosity parameter (NLP) thereafter, was dened as the ratio of mean natural
luminosity to the total heat released. A small
value showed lower temperature and/or lower
sooting combustion. In addition, to compare the
NOx emissions, a NOx parameter (NP) was
dened as the NOx emissions divided by the
released heat for the combustion process. The unit
for the NOx parameter is ppm/J. A smaller NP
value indicates lower NOx emissions. The NLP
and NP data are plotted in the NPNLP plane
in Fig. 8. Case 4 oers the best performance with
the data points closest to the origin. The performance of case 3 is most non-preferable with high
NOx and natural luminosity. For cases 1, 2, and 5,
there are some tradeo between the natural luminosity and NOx emissions. It is not easy to achieve
simultaneous reduction of natural luminosity and
NOx emission for these conditions. But compared
with case 3, the natural luminosity and NOx emissions are reduced simultaneously for cases 1, 2,
and 5. The fuel eects are not as important as
injection strategies. The fuel blends can be used
to ne-tune the emission data points in the NP
2791
B0
B0: -20, 0
B100
B100: -20, 0
Case 1, -40, 0
20.00 ATDC
-7.00
3.50
5.75
8.00
B0: -20, 0
B100: -20, 0
14.00
20.00
26.00
38.00
20.00
26.00
38.00
B100: - 30, 10
18.50
Case 2, -30, 0
23.00 ATDC
Case 3, -20, 0
29.00 ATDC
Case 4, -30, 10
32.00 ATDC
Case 5, -20, 10
38.00 ATDC
2792
Acknowledgements
This work was supported in part by the
Department of Energy Grant No. DE-FC2605NT42634, by Department of Energy GATE
Centers of Excellence Grant No. DE-FG2605NT42622, and by the Ford Motor Company
under University Research Program. We also
thank Paul Miles of Sandia National Laboratories, Evangelos Karvounis and Werner Willems
of Ford for their assistance on the design of the
optical engine and on the setup of the
experiments.
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