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The purpose of this study is to investigate the effects of the mean cylinder temperature and pressure
from the start of injection to ignition on ignition delay period in a D.I. diesel engine, and to clarify
the difference in the ignition delay period between the engine and a constant volume bomb.The ignition delay
period in the engine was measured by changing the fol1owing factors such as injection timing, engine speed,
swirl ratio, injection quantity, nozzle opening pressure, nozzle hole diameter and piston cavity shape.
The cylinder temperature was measured by a fine thermocouple with a compensation circuit under the motored
condition. A single shot injection was adopted to reduce the residual gas from a previous cycle. Results
are as follows:
Ignition delay period in the engine can be arranged with the cylinder temperature and pressure.The engine
shows shorter ignition delay than the constant volume bomb. The difference in the ignition delay between
them is mainly due to the existence of the piston cavity wal1 on which the fuel spray impinges.
Introduction
March1990 (3)
4 Soon_Ik Kwon, Masataka .Arai and Hiroyuki Hiroyasu
period between the start of the injection monitored The schematic diagram of the compensation
on a needle lift and the rapid pressure rise timing on circuit, which consists of a differential circuit and an
the pressure curve. The illumination delay was adding circuit, is shown in Fig.3.
defined as the period between the start of the
injection and the first appearance of a flame. The
needle 1ift was detected by a light cutting type
detector which was installed in the nozzle holder.
The illumination signal due to the flame was
detected by a photo transistor (TOSH IBA. TPS 603,
Detectable Angle : 120 degree) which was mounted
in a water cooled adapter.The location and the
detectable range of the photo sensor installed
are shown in Fig.2.
March 1990 (5 )
6 Soon-Ik Kwon. Masataka Arai and Hiroyuki Hiroyasu
the cylindrical pipe, and the time when (4) The calculated temperature /C) from
the output showed a peak temperature, was the cylinder pressure by using Eqs.(3) and
measured by an oscilloscope (4). In this case, the (4) mentioned afterwards.
maximum temperature in the air stream was Comparing curves (A) and (B), which have
473K. The speed of the motor was 600rpm. In this different time constants. the respective differences of
condition, the measured response delay time of the the time and temperature were 0.77ms (4.7T
thermocouple was about 26ms. The response delay CA) and about 18= C at most. These differences were
for the motoring engine was calculated by the so small as to need no more compensation in
fol1owing Scadion and Worshowsk's equation, analyzing any temperature effects on the ignition
delay. So the compensated temperature shown as (A)
was adopted as the cylinder temperature in this
experiment.
neglecting the air movement in the cylinder. 2.3 Modified Combustion Chamber
l: response delay time of the thermocouple To investigate the effects of the cavity wall on
in the cylinder the ignition delay, the original combustion
2: response delay time measured by the chamber (a) of a toroidal type and a modified flat
apparatus shown in Fig.4 (26ms) type combustion chamber (b), as shown in Fig.6,were
P1 : cylinder pressure at the TDC (3.0MPa) used. The diameter of the cavity of the modified
P2 : pressure of hot air in the response delay combustion chamber was changed by keeping the
measurement apparatus (0.lNlPa). same compression ratio as the original
N1: engine speed (60Orpm) combustion chamber.
N2: speed of motor in the response delay
measurement apparatus (600rpm)
Tl : cylinder temperature at TDC (from 700K
to 900K)
T2: temperature of hot air in the response
delay measurement apparatus (473K)
The compensated temperature curves obtained
by the various methods mentioned here are 2.4 Constant Volume Bomb
summarized in Fig.5. The ignition delay in a constant volume bomb
(1) The thermocouple output (D) obtained directly with an electric furnace was measured as compared
without compensation (dotted line) with that in the engine. Figure 7 shows a schematic
(2) The compensated temperature (A) obtained diagram of the constant volume bomb.A fan was
by the method in which the time constant wTas used to circulate the air to achieve a uniformity of
set so that the maximum point of the the ambient temperature. In order to investigate
compensated temperature was found at the TDC the effects of the cavity wall. a dummy
(solid line) piston cavity was set into the bomb. The
(3) The compensated temperature (B) obtained
by using the response delay time, T f. = 4.88ms,
derived from Eq.(2)
ignition delays of a free spray without the wall) and delay period were obtained. The representative
an impinged spray with the wall) were temperature was the arithmetic mean value of the
measured. The ambient temperature in the temperature at the injection timing and that at the
dummy piston cavity was measured at the center of ignition timing. Any change of the cylinder
the cavity using a Chromel-Alumel thermocou- temperature caused by evaporation of the injected f
ple :Fig.7(b)). In the case without the wall. the uel was neglected.
temperature wras measured at a position as shovn .Step 4} The cylinder pressure, when the
in Fig.7:a). representative temperature appeared. was obtained
from the pressure curve.
2.5 Experimental Procedure to Determine :Step 5) The relationship between the tempe
the Ignition Delay in the Engine rature, pressure and ignition delay was obtained.
It w[as very difficult to determine the ignition
delay and cylinder temperature at the ignition in the 3. Experimental Results
same combustion cycle, because the thermocouple
could not inserted in the combustion 3.1 Comparison of Compression Tempera-
chamber w[hen the engine vas in a firing condition. ture
Then a method that determined the cylinder The compression temperatures (the cylinder
temperature from the motoring condition temperature at TDC) were obtained using the
vas adopted in this study. The experimental fol1owring two methods. 0ne value of the compr
procedures to determine both the ignition delay and ession temperatures was obtained by a thermoc
the temperature were as fol1ows: ouple with a compensation circuit. The
:Step 1 ) The thermocouple was inserted into the other value was calculated from the cylinder
cylinder. Both the cylinder temperature through pressure using Eqs.(3) and (4).
m
the compensation circuit, and the cylinder pressure PV = C (3)
m 1
were recorded with the crank angle under Tc= Ti ( Vi/Vc ) (4)
motoring conditions. where. Tc and Vc are the temperature and volume
.Step 2) The thermocouple was removed and a and Ti and Vi are the known temperature and
photo sensor was inserted as shown in Fig.2(b).The volume at any crank angle.
ignition delay was measured after the fuel was To obtain the calculated temperature ftom
injected under the same engine conditions w[hen the Eq.(4), the inlet air temperature or cylinder
temperature was measured. temperature at the start of the compression stroke
(Step 3) The temperatures during the ignition was ordinarily usually used for Ti The compressi
Narch1990 (7 )
8 Soon-Ik Kwon,Masataka Arai and Hiroyuki Hiriyasu
when the injection quantity was increased under a Nozzle hole diameter and the ignition delay. The
low cylinder temperature. In the case of a long number of nozzle holes was also changed to keep the
ignition delay, the cylinder temperature was same rate of injection fuel in the engine. The nozzle
affected by evaporation of the injected fuel. Then the hole diameter affected the atomized phenomenon of
effect of the injection quantity on the ignition delay the spray, but this effect on the ignition delay was
became large under a low cylinder temperature. small under the same temperature condition.
Figure 21 shows the ignition delays for
various nozzle opening pressures under the same 3.5 Effect of Distance between Nozzle and
temperature. The ignition delay decreased until the Modified Piston Wal1
opening pressure increased up to 25Mpa .Further as The five types of pistons shown in Fig.6 were
the nozzle opening pressure increased beyond used to investigate the relationship between the
25Mpa, the ignition delay was increased. A change ignition delay and the distance from the nozzle to
on the pattern of the injection rate affected the cavity wal1. The results are shown in Fig.23.The
by the nozzle opening pressure and also a change of relative direction and position of the sprays in the
the mixing process affected by the injection speed cavity are shown in Fig.24. At an injection timing of
were considered as the reasons for this change of the l0 BTDC, the effect of the distance on the ignition
ignition delay. delay was small under the same temperature
Figure 22 shows the relationship between condition. However the cavity with a
rature. Then the effective temperatures for both the existence of the piston cavity wTal1. However
sprays were different even if the representative the effect of the distance from the nozzle to the
temperatures were the same. piston cavity wal1 on the ignition delay is small.
The sharp bend in the line that expresses the
ignition delay appears in al1 cases as shown in Acknowledgments
Fig.25. This always occurs about 715K. The
dominant factor of this change was considered to be The authors wish to express their sincere
the temperature itself. The dependence of the gratitude to Mr. T.Kondoh and Mr. T.Ashida for their
temperature on the ignition delay was large in low assistance in obtaining the experimental data.
ambient temperatures due to the s1ow reaction, and Dr. K.Nishida is acknowledged for his helpful
the ignition delay was dominated by chemical factors. discussions in preparing this paper.
However, in a high ambient temperature, the
temperature dependence for the ignition delay was References
not so strong, because the ignition delay was
controlled by physical factors such as the heating 1 ) Kadota, T., Hiroyasu, H. and Ohya, H.,
and evaporating. "lgnition
De[ay of FueL Droplet in High Pressure Gaseous
3.7 Experimental Equation in Ignition Environments", Trans. of JSNlE, Vo1.41,
Delay No.348(19 75), p.2745.
In Fig.25, the difference of the ignition delays at 2) Ikura, S., Kadota, T. and Hiroyasu, H.,
both the representative cylinder pressures,2.5MPa "lgnition
and 3.0MPa in the engine was small if the cylinder Delay of Fuel Sprays in a Constant Volume
temperatures were the same. After al1, any effects Bomb"l Trans. of JSNlE, Vol.41, No.345(1975),
of the cylinder pressure were found to be small on p.1559.
the ignition delay. Accordingly for consideration of 3) Hiroyasu, H., Kadota, T. and Tanaka, S.,
this point, the empirical equations (5) and (6) hIgnition
between the ignition delay and the temperature Delay of lmpinged Jet in Diesel Engine", Trans. of
were derived for the pressure range indicated below. JSME, Vo1.46, No.403 (1980), p.531.
For 2.5 MPaP 3.0MPa 4 ) Arai, NI., Higuchi, G. and Hiroyasu, H.,
T715K=5.2310-2exp(2780/T) (5) "Ignition
T<715K=2.1610-4exp(6710/T) (6) Delay of Diesel Fuel and Compound Fuels",
where, T : mean cylinder temperature for ignition Trans.of JSNIE, Vo1.50, No.453(1984), p.1345.
delay (K) 5} Hiroyasu, H., Kadota, T. and Arai, M
P: mean cylinder pressure for ignition delay "Combustion
(MPa) Modeling and Prediction of Performance in
D.l.Diesel Engine", Trans. of JSIE, Vo1.58t
4. Conclusion No.432(19 82), p.1606.
6) Lyn, W. T. and Voldmonis, E., "The Effects of
The ignition delay in a D.I. diesel engine was Physical Factors on Ignition Delay", Proc.
determined by using the pressure rise delay and the Inst.NIech. Engrs., 181 Pt2A. NO.1(1966 - 67),
illumination delay. The cylinder temperature was p.34.
measured using a fine thermocouple with a 7) Henein, N.A and Bolt, J. A., "Ignition Delay in
compensation circuit. The relationship between the Diese1
ignition delay and the physical factors such as Engine", SAE Trans. No.670007.
cylinder temperature and pressure was clarified. 8) Henein, N.A and Bolt, J. A., "Correlation of Air
The ignition delay in the engine was compared with Charge Temperature and Ignition Delay for
that in the bomb under the same conditions. Several Fuels in a Diesel Engine", SAE Trans.
The following conclusions were obtained. No.690252.
(1) Ignition delay in the engine can be expressed 9) Tsao, K. C. Myers, P. S. and Uyehara, O. A.1
as an Arrhenius expression, and can be shown "Gas
by a straight line with a sharp bend point. Temperature during Compression in Motored
(2) The difference of the pressure rise delay and and Fired Diesel Engine", SAE Trans.
the illumination delay is small for the injection No.70(1962),p.136.
timing before the TDC. But for the injection 10) Hamamoto, Y., Ohta, S. and lto, O.,
timing after the TDC, the pressure rise delay Experimental
becomes longer than the illumination delay. Study on lgnition Lag in Diesel Engine", Trans.
(3) The effects of engine speed, swirl ratio, of JSAE, No.9(1975), p.9.
injection quantity and nozzle hole diameter on 11) Miyasaka, K. and Mizutani, Y.,
the ignition delay are small. "Measurement of
(4) The difference of the ignition delays in the Fluctuating Temperature by Thermocouple",
engine and in the bomb without wall under the 14th Symp. on Combustidn(1976), p.200.
same temperature, is mainly due to the 12) Scadion,M.D.and Worshawsky, l.,
"Experimenta1
Discussion
M. KAWAKAMI (Niigata Engineering Co. Ltd.)
(1) In this study, the temperature drop by the
injectedn fuel was neglected in the representative
temperature obtained during the ignition delay
period. But I think that the temperature drop
should not be neglected when a large amount of
fuel is injected. Figure 20 shows that the ignition
delay increased at 700K with an increase of the
injection quantity. Could you tell me the
relationship between the ignition delay and the
temperature drop, if you had indeed measured the
temperature drop?
(2) The compression temperature at the TDC
was calculated by using Eq.(5). How did you
obtain the temperature at the inlet valve closing?
And how did you determine the polytropic index m
when you calculated the compression temperature
at the TDC under 600rpm and 833rpm.
(3) The reason that the ignition delay S. NAKAMURA (NKK Co.)
became longer, when the nozzle opening pressure (1) Measurement Method
was higher or lower than 25MPa, was explained by A. Measuring the true temperature in the
a change of the injection rate pattern and the compression stroke of a diesel engine with a high
mixing process. Could you tell me the data of the response is very interesting. What do you think
injection rate and the injection velocity of the fuel, about the accuracy of the cylinder temperature
if you had actually measured them? measured by the thermocouple with a compensat-
ion circuit of the first time lag? compensated temperature (B) obtained by using the
B. The photo transistor was used to detect the response delay derived from Eq.(2) was about 18 C
illumination delay. By that photo-transistor, how at most.
wide a range of wavelength can the illumination be B. The wavelength detectable by the
detected? Can it detect the cool flame mentioned in photo-transistor covers the range from 460nm to
your report? The position of the photo-transistor is l100nm. The photo-transistor used in this exper-
not exactly shown in Fig.2(b).Its position can be iment can detect a f1ame anywhere within the
considered to be set to detect the first illumination of cavity.
flames occurring in the four sprays in the cavity. Is (2) Ignition Delay
this true or not? A. Including the parameter of pressure in the
(2) Ignition Delay empirical equation is more reasonable than that of
A. I have a great interest in the investigation the injection timing, because a change of the ignition
of ignition delay under unsteady conditions, such as timing means a change of the temperature and
engine combustion. The ignition delay changed with pressure within the cylinder. But in our empirical
a change of the injection timing, even if the cylinder equation, the cylinder pressure did not need to be
temperature was the same (for example, Fig.11). included because the change of the cylinder pressure
Then can the parameter ij be contained in Eqs.(7) was smal1.
and (8)? B. We are also of the same opinion as you.
B. The difference between the illumination C. C. A phenomenon such as a knock was not
delay and the pressure rise delay is large in low detected. No scattering of the ignition delay period
cylinder temperature conditions. In this study the was observed. The position of the ignition could not
explanation for this reason was that the cool flame observed because the ignition phenomenon in the
might appear under a low temperature condition. cylinder was not visualized.
But can it be explained as follows? The difference of
the ignition delay for the four sprays in the cavity N. ISSHIKI (Nihon Univ.)
occurs, and further more, the flame development The main point of this study is how to
became slower with a decrease of the temperature. compensate for the response delay time of the
Then the period during which the cool flame coule thermocouple. Equation(2) was applied under
be detected became longer. conditions where there were some pressure
C. I think that the spray was ignited after fluctuations dp/dt (dp/dt > 0 before the TDC and
having impinged the piston cavity wall under a low dp/dt< 0 after the TDC). What confidence do you
temperature condition. At that time, the long have of the method being used under
interval between the injection and the ignition those conditions?
caused a well mixed mixture in which the knock
might have occurred. Did you detect a phenomenon Authors's reply
such as a knock? Additionally did you get any (1) The measurement of the cylinder tempe
scattering of the ignition delay? Please tell me the rature, especially the compensation of the response
scattering of the ignition delay due to the time and delay time is an important and a difficult problem
space under the low cylinder temperature condition. just as you indicate. Therefore we used the
apparatus to measure the response delay, but we
Authors's reply did not consider the term of the dp/dt. Errors
(1) Measurement Method caused by a change of the pressure are
A. The difference between the compensated smal1,because the pressure change at the injection
temperature (A) used in this study and the timing was not so Large as to make large tempe
rature changes.