Combustion Analysis of a Diesel Engine during Warm up at Different Coolant and Lubricating Oil Temperatures

Faisal Lodi, Ali Zare, Priyanka Arora, Svetlana Stevanovic, Mohammad Jafari, Zoran Ristovski, Richard J. Brown and Timothy Bodisco
Additional contact information
Faisal Lodi: School of Engineering, Deakin University, 75 Pigdons Rd, Geelong, VIC 3216, Australia
Ali Zare: School of Engineering, Deakin University, 75 Pigdons Rd, Geelong, VIC 3216, Australia
Priyanka Arora: International Laboratory for Air Quality and Health (ILAQH), Queensland University of Technology, 2 George St, Brisbane, QLD 4000, Australia
Svetlana Stevanovic: School of Engineering, Deakin University, 75 Pigdons Rd, Geelong, VIC 3216, Australia
Mohammad Jafari: International Laboratory for Air Quality and Health (ILAQH), Queensland University of Technology, 2 George St, Brisbane, QLD 4000, Australia
Zoran Ristovski: International Laboratory for Air Quality and Health (ILAQH), Queensland University of Technology, 2 George St, Brisbane, QLD 4000, Australia
Richard J. Brown: Biofuel Engine Research Facility, Queensland University of Technology, 2 George St, Brisbane, QLD 4000, Australia
Timothy Bodisco: School of Engineering, Deakin University, 75 Pigdons Rd, Geelong, VIC 3216, Australia

Energies, 2020, vol. 13, issue 15, 1-21

Abstract: A comprehensive analysis of combustion behaviour during cold, intermediately cold, warm and hot start stages of a diesel engine are presented. Experiments were conducted at 1500 rpm and 2000 rpm, and the discretisation of engine warm up into stages was facilitated by designing a custom drive cycle. Advanced injection timing, observed during the cold start period, led to longer ignition delay, shorter combustion duration, higher peak pressure and a higher peak apparent heat release rate (AHRR). The peak pressure was ~30% and 20% and the AHRR was ~2 to 5% and ±1% higher at 1500 rpm and 2000 rpm, respectively, during cold start, compared to the intermediate cold start. A retarded injection strategy during the intermediate cold start phase led to shorter ignition delay, longer combustion duration, lower peak pressure and lower peak AHRR. At 2000 rpm, an exceptional combustion behaviour led to a ~27% reduction in the AHRR at 25% load. Longer ignition delays and shorter combustion durations at 25% load were observed during the intermediately cold, warm and hot start segments. The mass fraction burned (MFB) was calculated using a single zone combustion model to analyse combustion parameters such as crank angle (CA) at 50% MFB, AHRR@CA50 and CA duration for 10–90% MFB.

Keywords: diesel engine cold start; peak pressure timing; peak AHRR; mass fraction burned; start of combustion; end of combustion; combustion duration; ignition delay (search for similar items in EconPapers)
JEL-codes: Q Q0 Q4 Q40 Q41 Q42 Q43 Q47 Q48 Q49 (search for similar items in EconPapers)
Date: 2020
References: View references in EconPapers View complete reference list from CitEc
Citations: View citations in EconPapers (3)

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