지원사업
학술연구/단체지원/교육 등 연구자 활동을 지속하도록 DBpia가 지원하고 있어요.
커뮤니티
연구자들이 자신의 연구와 전문성을 널리 알리고, 새로운 협력의 기회를 만들 수 있는 네트워킹 공간이에요.
논문 기본 정보
- 자료유형
- 학술대회자료
- 저자정보
- 발행연도
- 2012.5
- 수록면
- 47 - 52 (6page)
이용수
초록· 키워드
오류제보하기
The effective compression ratio reduction by means of late intake valve closing (LIVC) strategy was applied in a DME compression ignition engine to investigate its potential effects on the engine performance and emissions. The single injection timing of the DME was varied through the beginning of the compression to the end of compression stroke. The DME was injected directly into the cylinder with an injection pressure of 60 MPa. Two different intake valve closing (IVC) conditions were investigated, namely base IVC timing of 28 deg ABDC (after bottom dead center) and LIVC timing of 43.9 deg ABDC.
The IMEP characteristics with respect to the injection timing at two different IVC timings showed a similar trend with only a phase shift towards the advanced injection timing. The reduction in the compression ratio had resulted in lower compression pressure and temperature than those of base IVC timing, so the ignition delay was increased and the overall heat release rate was retarded to the later crank angle. The combustion duration was also lengthened for the LIVC timing due to the reduced magnitude of heat release rate and reduced in-cylinder temperature.
The NOx emission was reduced by 10% due to the reduced in-cylinder combustion temperature. The prolonged ignition delay which enhanced the mixture homogeneity was also considered to contribute on the reduction of NOx emission. It showed potentials that the NOx emissions can be reduced while maintaining the engine power output through LIVC strategy. The HC and CO was low at the injection timing where the NOx emission was the maximum due to the high temperature atmosphere for the oxidation of HC and CO. The soot formation was low due to the intrinsic characteristics of DME, and the effect of IVC timing on soot variation was not clearly observed.
The maximum pressure rise rate was lower for the LIVC timing condition. Prolonged combustion period and reduced magnitude of heat release rate caused a slower pressure rise. However, the absolute value of the maximum pressure rise rate was still high due to the single injection, and it needs to be further improved.
The IMEP characteristics with respect to the injection timing at two different IVC timings showed a similar trend with only a phase shift towards the advanced injection timing. The reduction in the compression ratio had resulted in lower compression pressure and temperature than those of base IVC timing, so the ignition delay was increased and the overall heat release rate was retarded to the later crank angle. The combustion duration was also lengthened for the LIVC timing due to the reduced magnitude of heat release rate and reduced in-cylinder temperature.
The NOx emission was reduced by 10% due to the reduced in-cylinder combustion temperature. The prolonged ignition delay which enhanced the mixture homogeneity was also considered to contribute on the reduction of NOx emission. It showed potentials that the NOx emissions can be reduced while maintaining the engine power output through LIVC strategy. The HC and CO was low at the injection timing where the NOx emission was the maximum due to the high temperature atmosphere for the oxidation of HC and CO. The soot formation was low due to the intrinsic characteristics of DME, and the effect of IVC timing on soot variation was not clearly observed.
The maximum pressure rise rate was lower for the LIVC timing condition. Prolonged combustion period and reduced magnitude of heat release rate caused a slower pressure rise. However, the absolute value of the maximum pressure rise rate was still high due to the single injection, and it needs to be further improved.
목차
Abstract
1. 서론
2. 실험 장치 및 실험 조건
3. 실험결과
4. 결론
References
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UCI(KEPA) : I410-ECN-0101-2014-556-001323062