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Next generation Inventions for Automotive Prime Movers based on Diesel’s Model

Next generation Inventions for Automotive Prime Movers based on Diesel’s Model. P M V Subbarao Professor Mechanical Engineering Department. Methods of Building a Rational & Powerful Artificial Horse…. Soot Formation in CI Combustion.

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Next generation Inventions for Automotive Prime Movers based on Diesel’s Model

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  1. Next generation Inventions for Automotive Prime Movers based on Diesel’s Model P M V Subbarao Professor Mechanical Engineering Department Methods of Building a Rational & Powerful Artificial Horse….

  2. Soot Formation in CI Combustion

  3. 20th century Development of Injection Pressure & Injection System in CI Engines

  4. Eco-friendly Equivalence Ratio for CI Combustion

  5. Current CI Religion in I.C. Engines Diesel Engines  High CR  No throttling , quality governed,  High fuel economy at part load Low specific power heterogeneous combustionHigh NOx and Smoke

  6. Diesel Engine Menace Why Menace? • Stratified charge and φ-T in-cylinder distribution. • Stoichiometric zones: High AFT-NOx in post flame. • Rich zone: High PAH- Soot. • Lean zone: Poor combustion- High CO and UBHC NOx • Respiratory problems. • Ground ozone and PM formation. • Acid rain. • Visibility and haze. • Nutrient pollution.

  7. Emission standards for diesel heavy duty engines

  8. Eco-friendly Equivalence Ratio for CI Combustion

  9. A Model for Secular I.C. Engines The Right Diesel like (CI) Engines  Homogeneous charge, high CR, high vol. High Fuel economy

  10. Homogeneous Charged Combustion • To achieve the kind of combustion depicted in previous paragraphs, three • major aspects should be addressed: • 1. How to create a homogeneous mixture? • 2. How to achieve self ignition of this mixture? • 3. How to control combustion so that engine is safe and performance is better?

  11. Various Options for advanced CAI combustion • HCCI (Homogeneous Charge Compression Ignition) • RCCI ( Radical Controlled Compression Ignition) • PCCI (Premixed Charge Compression Ignition) • MK combustion (Modulated Kinetics Combustion) • TS combustion (Toyota Soken Combustion) • ATAC (Active Thermo-Atmosphere Combustion) • AR Combustion( Active Radical Combustion) • CAI (Controlled Auto-Ignition) • All of the above concepts are a kind of auto ignition of the fuel.

  12. Combustion phasing control strategies • There is no direct control over the combustion timing in concept HCCI engine, unlike CI and SI engines. • State of the art strategies available as of now are • Spark assisted HCCI • Injection assisted HCCI • Retarded main inj.(MULTIDIC) • EGR • Controlling intake air temperature • Variable CR and VVT • Modifying Fuel composition • Water Injection

  13. Advanced CI Engine for Next Decade HCCI-DI Engine. Divide the fuel into Primary (main) and Pilot (Early) Fuel. Pilot fuel is responsible for homogenization. Primary fuel is responsible for Compression Ignition. Identify the conditions for avoidance of Self Ignition due to Pilot fuel Injection. How to develop a dual injection system????

  14. Developed HCCI-DI fuel injection system Developed System Multi injection using single Injector without any geometry modification • External pump (Pilot) • 2 pumps • Belt drive from extended cam shaft • Fuel injector • HP pipe 1, 2 and 3 • T-junction • Split ratio control lever • Inj. timing control cam

  15. Schematic Diagram of HCCI-DI Engine test setup Engine specifications

  16. Reduction of Particulates thru HCCI Smoke Opacity is the fraction (or %) of incident light which is adsorbed or scattered by the particulate matter in exhaust gas.

  17. Control of Particulates in 80 % (Harsh) HCCI DI Engine - 1

  18. Control of Particulates in 80 % (Harsh) HCCI DI Engine - 2

  19. Combustion Analysis thru Pressure-Crank Angle Diagram Identification of Different Combustion Parameters

  20. In-cylinder Processes in a Diesel Engine

  21. Rate of Combustion (Heat Release rate) in a Diesel Engine

  22. Pace of Combustion in a Mild HCCI-DI Engine

  23. In-cylinder Processes in a Moderate HCCI-DI Engine SAE paper 2014-01-2661

  24. In-cylinder Processes in a Harsh HCCI-DI Engine

  25. In-cylinder Processes in a Pure HCCI-DI Engine

  26. Effect of Split Ratio HCCI DI Engine Cylinder Process

  27. Evolution of CI Engine from Polite to Aggressive Attitude

  28. Belligerent Nature of HCCI Engine

  29. Evolution of Onset of Combustion

  30. Selection of Pilot Injection Timing

  31. Selection of PIT : For Safe Combustion

  32. Selection of PIT : For Safe Combustion

  33. Effect of Degree of Homogenization : Fuel Economy

  34. Effect of Degree of Homogenization : Particulates

  35. Effect of Degree of Homogenization : HC Emissions

  36. Effect of Degree of Homogenization : CO Emissions

  37. Effect of Degree of Homogenization : NOx Emissions

  38. Schematic Diagram of HCCI-DI Engine test setup with EGR & Fuel Heating

  39. Effect of Exhaust Gas recirculation

  40. Role of Fuel Heating

  41. High Speed Operation of HCCI-DI Engine

  42. HCCI-DI Engine is a Consciously Knocking Engine The slope of RI for pure HCCI (100% premixed) combustion will be much steeper than 80% and 95% split ratio.

  43. HCCI-DI is a Consciously Knocking Engine • Corresponding RI was 2.94 W/m2 and 13.5 W/m2. • Only 0.7 bar IMEP increase leads to 4 times increase in RI !!! • This RI (13.5 W/m2) is about 8 times higher to the baseline combustion at similar load condition. • The slope of RI for pure HCCI combustion will be much steeper than 80% and 95% split ratio.

  44. Final Recommendations COV of IMEP beyond 4 bar IMEP condition is found within 5%. COV for baseline combustion remains around 3% irrespective of load.

  45. Conclusions • HCCI Engine Technology is an obvious future choice. • Extensive CAD is essential for the development of HCCI Engines. • CAD combined with experimental study will develop a better engine with faster development cycle. • More avenues for future research and development.

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