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Research Papers: Fuel Combustion

Investigating the Effect of Utilizing New Induction Manifold Designs on the Combustion Characteristics and Emissions of a Direct Injection Diesel Engine

[+] Author and Article Information
Mohamed A. Bassiony

Thermofluids Group,
Mechanical and Industrial Engineering
Department,
College of Engineering,
Qatar University,
P.O. Box 2713,
Doha, Qatar
e-mail: mohamed.bassiony@qu.edu.qa

Abdellatif M. Sadiq

Thermofluids Group,
Mechanical and Industrial Engineering
Department, College of Engineering,
Qatar University,
P.O. Box 2713,
Doha, Qatar
e-mail: as1004958@student.qu.edu.qa

Mohammed T. Gergawy

Thermofluids Group,
Mechanical and Industrial Engineering
Department,
College of Engineering,
Qatar University,
P.O. Box 2713,
Doha, Qatar
e-mail: me098681@student.qu.edu.qa

Samer F. Ahmed

Thermofluids Group,
Mechanical and Industrial Engineering
Department,
College of Engineering,
Qatar University,
P.O. Box 2713,
Doha, Qatar
e-mail: sahmed@student.qu.edu.qa

Saud A. Ghani

Thermofluids Group,
Mechanical and Industrial Engineering
Department,
College of Engineering,
Qatar University,
P.O. Box 2713,
Doha, Qatar
e-mail: s.ghani@qu.edu.qa

1Corresponding author.

Contributed by the Advanced Energy Systems Division of ASME for publication in the JOURNAL OF ENERGY RESOURCES TECHNOLOGY. Manuscript received June 8, 2018; final manuscript received September 10, 2018; published online October 12, 2018. Editor: Hameed Metghalchi.

J. Energy Resour. Technol 140(12), 122202 (Oct 12, 2018) (15 pages) Paper No: JERT-18-1419; doi: 10.1115/1.4041543 History: Received June 08, 2018; Revised September 10, 2018

New induction manifold designs have been developed in this work to enhance the turbulence intensity and improve the mixing quality inside diesel engine cylinders. These new designs employ a spiral-helical shape with three different helical diameters (1D, 2D, 3D; where D is the inner diameter of the manifold) and three port outlet angles: 0 deg, 30 deg, and 60 deg. The new manifolds have been manufactured using three-dimensional printing technique. Computational fluid dynamics simulations have been conducted to estimate the turbulent kinetic energy (TKE) and the induction swirl generated by these new designs. The combustion characteristics that include the maximum pressure raise rate (dP/dθ) and the peak pressure inside the cylinder have been measured for a direct injection (DI) diesel engine utilizing these new manifold designs. In addition, engine performance and emissions have also been evaluated and compared with those of the normal manifold of the engine. It was found that the new manifolds with 1D helical diameter produce a high TKE and a reasonably strong induction swirl, while the ones with 2D and 3D generate lower TKEs and higher induction swirls than those of 1D. Therefore, dP/dθ and peak pressure were the highest with manifolds 1D, in particular manifold m (D, 30). Moreover, this manifold has provided the lowest fuel consumption with the engine load by about 28% reduction in comparison with the normal manifold. For engine emissions, m (D, 30) manifold has generated the lowest CO, SO2, and smoke emissions compared with the normal and other new manifolds as well, while the NO emission was the highest with this manifold.

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Figures

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Fig. 2

A schematic diagram of experimental setup

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Fig. 3

Velocity streamlines of the airflow throughout the manifolds: (a) m (D, 60) and (b) m (3D, 60)

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Fig. 7

Variations of the peak pressure with engine loads for manifolds: (a) 1D, (b) 2D, and (c) 3D

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Fig. 4

The calculated TKE distribution of the airflow at the cylinder centerline with manifolds: (a) m (D, 60) and (b) m (3D, 60)

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Fig. 5

Typical pressure–crank angle (Pθ) diagram for manifolds 2D

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Fig. 6

Variations of the pressure raise rate dP/ with engine loads for manifolds: (a) 1D, (b) 2D, and (c) 3D

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Fig. 1

Images of the new intake spiral-helical manifold configurations: (a) 1D helical diameter, (b) 2D helical diameter, (c) 3D helical diameter, and (d) normal manifold of the engine

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Fig. 8

Variations of the pressure raise rate dP/ with engine speeds for manifolds: (a) 1D, (b) 2D, and (c) 3D

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Fig. 9

Variations of the peak pressure with engine speeds for manifolds: (a) 1D, (b) 2D, and (c) 3D

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Fig. 10

Variations of the BSFC with engine loads for manifolds: (a) 1D, (b) 2D, and (c) 3D

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Fig. 11

Variations of carbon monoxide (CO) emissions with engine loads for manifolds: (a) 1D, (b) 2D, and (c) 3D

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Fig. 12

Variations of nitric oxide (NO) emissions with engine loads for manifolds: (a) 1D, (b) 2D, and (c) 3D

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Fig. 13

Variations of sulfur dioxide (SO2) emissions with engine loads for manifolds: (a) 1D, (b) 2D, and (c) 3D

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Fig. 14

Variations of smoke emissions with engine loads for manifolds 1D, 2D, and 3D with 30 deg outlet angle

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