China 
Africa 
Explore chapters and articles related to this topic
Internal Combustion Engines
Published in Iqbal Husain, Electric and Hybrid Vehicles, 2021
The method for clearing particle mass from DPFs is known as regeneration, which simply involves combusting the soot particles. Regeneration can occur either passively or actively. Passive regeneration is accomplished by maintaining a high-enough exhaust temperature so that particle oxidation can take place during normal vehicle operation. Unfortunately, the required temperature is in the range of 550–600ºC which is often unreasonable for the diesel exhaust stream. Heavy-duty diesel vehicles used in the commercial industry have engines sized for fuel economy; high-load operation is common as most driving is done on the highway making DPF usage ideal for such vehicles. Light-duty passenger vehicles operate more frequently in urban driving conditions where high-load operation creating high exhaust temperatures is not frequently encountered. Lower exhaust temperatures are not enough for regeneration, hence the lack of DPF usage in typical production diesel passenger vehicles. In active regeneration, catalyst additives are added to the fuel to reduce particulate combustion temperature. Catalyst addition can be combined with a complex engine management strategy in which fuel injection rates are altered to provide higher exhaust temperature.
Low-Temperature Combustion Technology on Biodiesel Combustion
Published in Anand Ramanathan, Babu Dharmalingam, Vinoth Thangarasu, Advances in Clean Energy, 2020
Anand Ramanathan, Babu Dharmalingam, Vinoth Thangarasu
Compared to HCCI combustion, PCCI combustion was better due to stability in the combustion instigated by partially premixed charge and controlled auto-ignition rage and temperature. The combustion phasing in the PCCI mainly depends on the chemical kinetics, and it also can be altered by adjusting the inlet charge temperature, the EGR rate, and the fuel injection timing and pressure. Different types of fuel pattern have been used in the PCCI combustion such as early single-pulse injection, port fuel injection, advanced multiple injections, and advanced injection with a low-quantity late injection. The effect of advanced and late injection timings are discussed in the previous section. The small quantity of late injection is mainly provided for decreasing the smoke emission (Jia et al. 2011). In order to eliminate wall wetting during the advanced injection, a spray angle of 70° has been used to atomize the fuel within the combustion chamber (Horibe et al. 2009; Jia et al. 2011).
Diesel engine performance with nickel-oxide-doped Calophyllum oil biodiesel under varying injection timings
Published in International Journal of Ambient Energy, 2023
Rahul Krishnaji Bawane, Nilima Baliram Gadge, Dinesh Bawane, Pallavi Gadge
The procedure followed to conduct a test; at the very first step fills the fuel tank with the test fuel B25N25 prepared and stir continuously till the experiment is completed to maintain the homogeneity of the fuel blend. The engine was allowed to run for 45–60 min to reach a steady state condition at the constant speed of 1500 rpm, load 3.0 kW and FIT 21°btdc. The output parameters like BTE, BSFC, BP etc. reports were generated using engine performance analysis software ICEngineSoft 9.0. The emission parameters like CO2, CO, UBHC, NOx, etc. were recorded with the help of a gas analyser. Then at the interval of 1 h, each two more sets of readings were noted down and made the average to interpret the results and used standard deviation values to introduce the error bars. The procedure is repeated with the same constant speed and load condition for another two different Fuel Injection Timing 24 and 27 °btdc. The FIT was changed with the help of calibrated shims at the fuel pump, by inserting respective shims the fuel injection timing was altered to the required amount.