Relevant bibliographies by topics / Direct injection diesel fuel jets

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Academic literature on the topic 'Direct injection diesel fuel jets'

Author: Grafiati
Published: 4 June 2021
Last updated: 17 February 2022

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Journal articles on the topic "Direct injection diesel fuel jets"

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Dhanamurugan, A., and R. Subramanian. "Performance and Emission Characteristics of a Diesel Engine with Various Injection Pressures Using Bael Biodiesel." Applied Mechanics and Materials 592-594 (July 2014): 1714–18. http://dx.doi.org/10.4028/www.scientific.net/amm.592-594.1714.

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Fuel injection pressures in diesel engines play an important role to distribute the fuel jet quickly and to form a uniform gas mixture after fuel injection in order to reduce fuel consumption and emissions. In this study, an attempt has been made to study the effect of injection pressure on a single cylinder direct injection diesel engine fueled with diesel, diesel – bael biodiesel blend (B20) and methyl ester of bael (Aegle marmelos) seed oil with injection pressures of 220,230,240 and 250 bar. Increasing the injector opening pressure has been found to increase brake thermal efficiency and reduce CO, HC and smoke emissions significantly. The optimum injection pressure was found to be 240 bar for bael seed biodiesel.
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Mustafa Ali, Mohamed, and Sabir Mohamed Salih. "Factors Affecting Performance of Dual Fuel Compression Ignition Engines." Applied Mechanics and Materials 388 (August 2013): 217–22. http://dx.doi.org/10.4028/www.scientific.net/amm.388.217.

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Compression Ignition Diesel Engine use Diesel as conventional fuel. This has proven to be the most economical source of prime mover in medium and heavy duty loads for both stationary and mobile applications. Performance enhancements have been implemented to optimize fuel consumption and increase thermal efficiency as well as lowering exhaust emissions on these engines. Recently dual fueling of Diesel engines has been found one of the means to achieve these goals. Different types of fuels are tried to displace some of the diesel fuel consumption. This study is made to identify the most favorable conditions for dual fuel mode of operation using Diesel as main fuel and Gasoline as a combustion improver. A single cylinder naturally aspirated air cooled 0.4 liter direct injection diesel engine is used. Diesel is injected by the normal fuel injection system, while Gasoline is carbureted with air using a simple single jet carburetor mounted at the air intake. The engine has been operated at constant speed of 3000 rpm and the load was varied. Different Gasoline to air mixture strengths investigated, and diesel injection timing is also varied. The optimum setting of the engine has been defined which increased the thermal efficiency, reduced the NOx % and HC%.
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Rochussen, Jeremy, and Patrick Kirchen. "Characterization of reaction zone growth in an optically accessible heavy-duty diesel/methane dual-fuel engine." International Journal of Engine Research 20, no. 5 (February 22, 2018): 483–500. http://dx.doi.org/10.1177/1468087418756538.

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The performance of dual-fuel engines in terms of fuel conversion efficiency and unburned hydrocarbon emission is strongly influenced by the turbulent flame propagation through the premixed natural gas. To improve dual-fuel engine design and provide validation data for numerical models, the fuel conversion process must be better characterized, specifically the reaction zone growth rate. In this work, high-speed imaging of OH*-chemiluminescence is performed in an optically accessible 2 L engine operated with port-injected CH4 and direct-injected diesel for different diesel and CH4 fueling rates and pilot injection pressures ( Ppilot). The cumulative histogram time series is introduced for directly comparing high-speed optical data of dual-fuel combustion with simultaneously measured apparent heat release rate. The cumulative histogram time series diagram is also used to evaluate a “global” reaction zone speed, SRZ,g, based on OH*-chemiluminescence images. The SRZ,g calculation normalizes the reaction zone area growth rate by the perimeter of the reaction zone to determine the velocity scale, while a “local” reaction zone speed, SRZ,l, is based on the local displacement of the reaction zone boundary per unit time. From the distribution of SRZ,l for each image frame, a previously proposed metric for determining the transition from pilot autoignition based on apparent heat release rate was validated and used to evaluate a single mean flame propagation speed, [Formula: see text]. Using these metrics, it was noted that increasing ϕCH4 from 0.40 to 0.69 results in an increase in [Formula: see text] from 4 to 8 m/s and 8 to 14 m/s for pilot injection pressures of 300 and 1300 bar, respectively. The spatial distribution of SRZ,l also indicates that autoignition of the pilot jets is not simultaneous (arising from asymmetric injector geometry) and leads to an overlap of the autoignition and flame propagation processes. This is not considered in the conventional conceptual model of dual-fuel combustion and impacts calculation of [Formula: see text] for the small diesel injections commonly used for dual-fuel engines.
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Wahiduzzaman, S., P. N. Blumberg, R. Keribar, and C. I. Rackmil. "A Comprehensive Model for Pilot-Ignited, Coal-Water Mixture Combustion in a Direct-Injection Diesel Engine." Journal of Engineering for Gas Turbines and Power 112, no. 3 (July 1, 1990): 384–90. http://dx.doi.org/10.1115/1.2906506.

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A combustion model has been developed for a direct-injected diesel engine fueled with coal-water slurry mixture (CWM) and assisted by diesel pilot injection. The model combines the unique heat and mass transport and chemical kinetic processes of CWM combustion with the normal in-cylinder processes of a diesel engine. It includes a two-stage evaporation submodel for the drying of the CWM droplet, a global kinetic submodel for devolatilization, and a char combustion submodel describing surface gasification by oxygen, carbon dioxide, and water vapor. The combustion volume is discretized into multiple zones, each of whose individual thermochemistry is determined by in-situ equilibrium calculations. This provides an accurate determination of the boundary conditions for the CWM droplet combustion submodels and the gas phase heat release. A CWM fuel jet development, entrainment, and mixing submodel is used to calculate the mass of unburned air in each of the burned zones. A separate submodel of diesel pilot fuel combustion is incorporated into the overall model, as it has been found that pilot fuel is required to achieve satisfactory combustion under many operating conditions. The combustion model is integrated with an advanced engine design analysis code. The integrated model can be used as a tool for exploration of the effects of fuel characteristics, fuel injection parameters, and engine design variables on engine performance, and in the assessment of the effects of component design modifications on the overall efficiency of the engine and the degree of coal burnout achieved.
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Jennings, M. J., and F. R. Jeske. "Analysis of the Injection Process in Direct Injected Natural Gas Engines: Part I—Study of Unconfined and In-Cylinder Plume Behavior." Journal of Engineering for Gas Turbines and Power 116, no. 4 (October 1, 1994): 799–805. http://dx.doi.org/10.1115/1.2906888.

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A study of natural gas (NG) direct injection (DI) processes has been performed using multidimensional computational fluid dynamics analysis. The purpose was to improve the understanding of mixing in DI NG engines. Calculations of injection into a constant-volume chamber were performed to document unconfined plume behavior. A full three-dimensional calculation of injection into a medium heavy-duty diesel engine cylinder was also performed to study plume behavior in engine geometries. The structure of the NG plume is characterized by a core of unmixed fuel confined to the near-field of the jet. This core contains the bulk of the unmixed fuel and is mixed by the turbulence generated by the jet shear layer. The NG plume development in the engine is dominated by combustion chamber surface interactions. A Coanda effect causes plume attachment to the cylinder head, which has a detrimental impact on mixing. Unconfined plume calculations with different nozzle hole sizes demonstrate that smaller nozzle holes are more effective at mixing the fuel and air.
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Huang, Z., S. Shiga, T. Ueda, H. Nakamura, T. Ishima, T. Obokata, M. Tsue, and M. Kono. "Effect of Fuel Injection Timing Relative to Ignition Timing on the Natural-Gas Direct-Injection Combustion." Journal of Engineering for Gas Turbines and Power 125, no. 3 (July 1, 2003): 783–90. http://dx.doi.org/10.1115/1.1563243.

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The effect of fuel injection timing relative to ignition timing on natural gas direct-injection combustion was studied by using a rapid compression machine (RCM). The ignition timing was fixed at 80 ms after the compression start. When the injection timing was relatively early (injection start at 60 ms), the heat release pattern showed a slower burn in the initial stage and a faster burn in the late stage, which is similar to that of flame propagation of a premixed gas. In contrast to this, when the injection timing was relatively late (injection start at 75 ms), the heat release rate showed a faster burn in the initial stage and a slower burn in the late stage, which is similar to that of diesel combustion. The shortest duration was realized at the injection end timing of 80 ms (the same timing as the ignition timing) over a wide range of equivalence ratio. The degree of charge stratification and the intensity of turbulence generated by the fuel jet are considered to cause this behavior. Early injection leads to longer duration of the initial combustion, whereas late injection leads to a longer duration of the late combustion. Early injection showed relatively lower CO concentration in the combustion products while late injection gave relatively lower NOx. It was suggested that early injection leads to combustion with weaker stratification, and late injection leads to combustion with stronger stratification. Combustion efficiency was kept at a high value over a wide range of equivalence ratio.
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Meininger, Rik D., Chol-Bum M. Kweon, Michael T. Szedlmayer, Khanh Q. Dang, Newman B. Jackson, Christopher A. Lindsey, Joseph A. Gibson, and Ross H. Armstrong. "Knock criteria for aviation diesel engines." International Journal of Engine Research 18, no. 7 (September 20, 2016): 752–62. http://dx.doi.org/10.1177/1468087416669882.

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The objective of this study was to develop knock criteria for aviation diesel engines that have experienced a number of malfunctions during flight and ground operation. Aviation diesel engines have been vulnerable to knock because they use cylinder wall coating on the aluminum engine block, instead of using steel liners. This has been a trade-off between reliability and lightweighting. An in-line four-cylinder four-stroke direct-injection high-speed turbocharged aviation diesel engine was tested to characterize its combustion at various ground and flight conditions for several specially formulated Jet A fuels. The main fuel property chosen for this study was cetane number, as it significantly impacts the combustion of the aviation diesel engines. The other fuel properties were maintained within the MIL-DTL-83133 specification. The results showed that lower cetane number fuels showed more knock tendency than higher cetane number fuels for the tested aviation diesel engine. In this study, maximum pressure rise rate, or Rmax, was used as a parameter to define knock criteria for aviation diesel engines. Rmax values larger than 1500 kPa/cad require correction to avoid potential mechanical and thermal stresses on the cylinder wall coating. The finite element analysis model using the experimental data showed similarly high mechanical and thermal stresses on the cylinder wall coating. The developed diesel knock criteria are recommended as one of the ways to prevent hard knock for engine developers to consider when they design or calibrate aviation diesel engines.
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Pickett, Lyle M., and Dennis L. Siebers. "Orifice Diameter Effects on Diesel Fuel Jet Flame Structure." Journal of Engineering for Gas Turbines and Power 127, no. 1 (January 1, 2005): 187–96. http://dx.doi.org/10.1115/1.1760525.

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The effects of orifice diameter on several aspects of diesel fuel jet flame structure were investigated in a constant-volume combustion vessel under heavy-duty direct-injection (DI) diesel engine conditions using Phillips research grade #2 diesel fuel and orifice diameters ranging from 45 μm to 180 μm. The overall flame structure was visualized with time-averaged OH chemiluminescence and soot luminosity images acquired during the quasi-steady portion of the diesel combustion event that occurs after the transient premixed burn is completed and the flame length is established. The lift-off length, defined as the farthest upstream location of high-temperature combustion, and the flame length were determined from the OH chemiluminescence images. In addition, relative changes in the amount of soot formed for various conditions were determined from the soot incandescence images. Combined with previous investigations of liquid-phase fuel penetration and spray development, the results show that air entrainment upstream of the lift-off length (relative to the amount of fuel injected) is very sensitive to orifice diameter. As orifice diameter decreases, the relative air entrainment upstream of the lift-off length increases significantly. The increased relative air entrainment results in a reduced overall average equivalence ratio in the fuel jet at the lift-off length and reduced soot luminosity downstream of the lift-off length. The reduced soot luminosity indicates that the amount of soot formed relative to the amount of fuel injected decreases with orifice diameter. The flame lengths determined from the images agree well with gas jet theory for momentum-driven nonpremixed turbulent flames.
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Pielecha, Ireneusz, and Maciej Sidorowicz. "Effects of mixture formation strategies on combustion in dual-fuel engines – a review." Combustion Engines 184, no. 1 (March 30, 2021): 30–40. http://dx.doi.org/10.19206/ce-134237.

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The article presents an overview of technical solutions for dual fuel systems used in internal combustion engines. It covers the historical and contemporary genesis of using two fuels simultaneously in the combustion process. The authors pay attention to the value of the excess air coefficient in the cylinder, as the ignitability of the fuel dose near the spark plug is a critical factor. The mixture formation of compression ignition based systems are also analyzed. The results of research on indirect and direct injection systems (and their combinations) have been presented. Research sections were separated based to the use of gasoline with other fuels or diesel oil with other fuels. It was found that the use of two fuels in different configurations of the fuel supply systems extends the conditions for the use of modern combustion systems (jet controlled compression ignition, reactivity controlled compression ignition, intelligent charge compression ignition, premixed charge compression ignition), which will enable further improvement of combustion efficiency.
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Jennings, M. J., and F. R. Jeske. "Analysis of the Injection Process in Direct Injected Natural Gas Engines: Part II—Effects of Injector and Combustion Chamber Design." Journal of Engineering for Gas Turbines and Power 116, no. 4 (October 1, 1994): 806–13. http://dx.doi.org/10.1115/1.2906889.

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A study of natural gas (NG) direct injection (DI) processes in engines has been performed using multidimensional computational fluid dynamics analysis. The purpose was to investigate the effects of key engine design parameters on the mixing in DI NG engines. Full three-dimensional calculations of injection into a medium heavy-duty diesel engine cylinder were performed. Perturbations on a baseline engine configuration were considered. In spite of single plume axisymmetric injection calculations that show mixing improves as nozzle hole size is reduced: plume merging caused by having too many nozzle holes has a severe negative impact on mixing; and increasing the number of injector holes strengthens plume deflection toward the cylinder head, which also adversely affects mixing. The optimal number of holes for a quiescent engine was found to be that which produces the largest number of separate NG plumes. Increasing the nozzle angle to reduce plume deflection can adversely affect mixing due to reduced jet radial penetration. Increasing the injector tip height is an effective approach to eliminating plume deflection and improving mixing. Extremely high-velocity squish flows, with penetration to the center of the piston bowl, are necessary to have a significant impact on mixing. Possible improvements in mixing can be realized by relieving the center of the piston bowl in typical “Mexican hat” bowl designs. CFD analysis can effectively be used to optimize combustion chamber geometry by fitting the geometry to computed plume shapes.
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Dissertations / Theses on the topic "Direct injection diesel fuel jets"

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Asay, Rich. "A Five-Zone Model for Direct Injection Diesel Combustion." BYU ScholarsArchive, 2003. https://scholarsarchive.byu.edu/etd/100.

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Recent imaging studies have provided a new conceptual model of the internal structure of direct injection diesel fuel jets as well as empirical correlations predicting jet development and structure. This information was used to create a diesel cycle simulation model using C language including compression, fuel injection and combustion, and expansion processes. Empirical relationships were used to create a new mixing-limited zero-dimensional model of the diesel combustion process. During fuel injection five zones were created to model the reacting fuel jet: 1) liquid phase fuel 2) vapor phase fuel 3) rich premixed products 4) diffusion flame sheath 5) surrounding bulk gas. Temperature and composition in each zone is calculated. Composition in combusting zones was calculated using an equilibrium model that includes 21 species. Sub models for ignition delay, premixed burn duration, heat release rate, and heat transfer were also included. Apparent heat release rate results of the model were compared with data from a constant volume combustion vessel and two single-cylinder direct injection diesel engines. The modeled heat release results included all basic features of diesel combustion. Expected trends were seen in the ignition delay and premixed burn model studies, but the model is not predictive. The rise in heat release rate due to the diffusion burn is over-predicted in all cases. The shape of the heat release rate for the constant volume chamber is well characterized by the model, as is the peak heat release rate. The shape produced for the diffusion burn in the engine cases is not correct. The injector in the combustion vessel has a single nozzle and greater distance to the wall reducing or eliminating wall effects and jet interaction effects. Interactions between jets and the use of a spray penetration correlation developed for non-reacting jets contribute to inaccuracies in the model.
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Fairbrother, R. J. "Computer simulation of fuel injection for direct-injection diesel engines." Thesis, Imperial College London, 1994. http://hdl.handle.net/10044/1/8618.

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Park, Talus. "Dual fuel conversion of a direct injection diesel engine." Morgantown, W. Va. : [West Virginia University Libraries], 1999. http://etd.wvu.edu/templates/showETD.cfm?recnum=460.

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Thesis (M.S.)--West Virginia University, 1999.
Title from document title page. Document formatted into pages; contains x, 96 p. : ill. (some col.). Includes abstract. Includes bibliographical references (p. 61-62).
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Tonini, Simona. "Fuel spray modelling in direct-injection diesel and gasoline engines." Thesis, City University London, 2006. http://openaccess.city.ac.uk/8486/.

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Computational fluid dynamics methodologies have been achieving in the last decades remarkable progresses in predicting the complex physical process in internal combustion engines, which need to be continuously optimised to get the best compromise between fuel economy, emissions and power output/drivability. Among the variety of computational tools developed by researchers to investigate the multi-Phase flow development from high-pressure fuel injection systems for modem diesel and gasoline direct injection engines, the Eulerian-Lagrangian stochastic methodology, which models the air/vapour mixture as continuous phase and the liquid droplets as the dispersed one, has become standard among the developers of commercial or in-house university CFD codes due to its intuitive assumptions and simple implementation. It is generally recognised that this method is specifically suitable for dilute sprays, but it has shortcomings with respect to modelling of the dense sprays present in the crucial region close to the nozzle exit of fuel injection systems. Moreover, the mathematical formulation of the Eulerian-Lagrangian models is intrinsically related to critical numerical issues, like the difficulty of correctly estimating the initial conditions at the nozzle hole exit required by spray modelling calculations and, furthermore, the dependency of the results on the spatial and temporal discretisation schemes used to solve the governing flow equations. To overcome some of these difficulties, a modified Lagrangian methodology has been developed in this study. The interaction between the Eulerian and the Lagrangian phases is not treated on the cell-to-parcel basis, but using spatial distribution functions, which allow for distribution of the spray source terms on a number of cells located within a distance from the droplet centre. The end result is a numerical methodology which can handle numerical grids irrespective of the volume of the Lagrangian phase introduced. These improvements have been found to offer significant advances on Lagrangian spray calculations without the need to switch to Eulerian models in the near nozzle region. Besides these fundamental numerical issues, the present study offers some new insights on the physical processes involved in evaporating sprays under a wide range of operating conditions typical of advanced diesel and gasoline direct injection engines. Attention hag been directed on the topic of liquid droplet vaporisation modelling, which has been addressed by implementing and discussing different models published in the literature. Topics of particular emphasis include phase equilibrium, quasi-steadiness assumption, fuel composition, physical properties correlation, droplet shape and energy and mass transfer in the liquid and gas phases. The models have been implemented and validated against an extensive data base of experimental results for single and multi-component droplets vaporising under suband super-critical surrounding conditions and then implemented in the in-house GFS code, the multi-phase CFD solver developed within the research group over the last decade. A variety of physical sub-models have been assessed against comprehensive experimental data, which include the effect of thermodynamic, operating and physical parameters on the liquid and vapour penetration of diesel sprays. In particular, the effect of liquid atomisation, evaporation, aerodynamic drag, droplet secondary break-up and fuel physical properties has been thoroughly tested. The sensitivity of the predictions on the numerical treatment of the multi-phase interaction has been investigated by identifying and properly modelling the numerical parameters playing the most crucial role in the simulations. Finally the validated code has been used to investigate the flow processes from three high-pressure injection systems for direct injection spark-ignition engines. These have included the pressure swirl atomiser, the multi-hole injector and the outward-opening pintle nozzle. These investigations have enlightened the crucial role of the accurate modelling of the link between the internal nozzle flow prediction and the characteristics of the forming sprays in term of the successive multi-phase flow interaction, as function of the design of the fuel injection system used.
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Dimitriou, Pavlos. "Air-fuel homogeneity effects on direct injection diesel engine performance emission." Thesis, University of Sussex, 2015. http://sro.sussex.ac.uk/id/eprint/54280/.

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The temporal and spatial distribution of fuel in cylinders is a key factor affecting the combustion characteristics and emission generation of a DI diesel engine. The airfuel mixing quality is critical for controlling ignition timing and combustion duration. Avoiding fuel-rich areas within the cylinder can significantly reduce soot formation as well as high local temperatures resulting in low NOx formation. The present investigation is focused on the effects of advanced fuel injections and air path strategies as well as the effects of piston geometry and fuel spray angle on air-fuel homogeneity, combustion process and their impacts on the performance and emission of the engine. A Ricardo Hydra single-cylinder engine in combination with AVL Fire CFD software was used in this investigation. An experimental analysis was conducted to assess the combustion characteristics and emissions formation of the engine under various injection strategies such as different injection timing, quantity, ratio, dwell angles between injections with various exhaust valve opening times and exhaust back pressures. A quan- titative factor named Homogeneity Factor (HF) was employed in the CFD code in order to quantify the air-fuel mixing and understand how the air-fuel homogeneity within the cylinder can influence the combustion and emissions of the engine. The investigation concludes that multiple injection strategies have the potential to reduce diesel emissions while maintaining meaningful fuel economy. Split injection can be used to improve the air-fuel mixture locally and control temperature generation during the start of combustion. Increased air-fuel homogeneity results in fewer fuel-rich areas within the cylinder and contributes to the reduction of soot emission. Extending the pre-mixed combustion phase has a direct effect on the reduction of soot formation while NOx generation is highly dependent on the scale of the primary fuel injection event.
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Gan, X. P. "Experimental and analytical studies of jets in quiescent or rotating flow fields." Thesis, University of Bath, 1990. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.278526.

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Källkvist, Kurt. "Fuel Pressure Modelling in a Common-Rail Direct Injection System." Thesis, Linköpings universitet, Fordonssystem, 2011. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-70264.

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The fuel pressure is one of the central control variables of a modern common-rail injection system. It influences the generation of nitrous oxide and particulate matter emissions, the brake specific fuel consumption of the engine and the power consumption of the fuel pump. Accurate control of the fuel pressure and reliable diagnostics of the fuel system are therefore crucial components of the engine management system. In order to develop for example control or diagnostics algorithms and aid in the understanding of how hardware changes affect the system, a simulation model of the system is desirable.  A Simulink model of the XPI (Xtra high Pressure Injection) system developed by Scania and Cummins is developed. Unlike the previous models of the system available, the new model is geared towards fast simulations by modelling only the mean flow and pressure characteristics of the system, instead of the momentary flow and pressure variations as the engine rotates. The model is built using a modular approach where each module represents a physical component of the system. The modules themselves are based to a large extent on the physical properties of the components involved, making the model of the system adaptable to different hardware configurations whilst also being easy to understand and modify.
Bränsletrycket är en av de centrala styrvariablerna i ett modernt common-rail insprutningssystem. Det påverkar utsläppen av kväveoxider och partiklar, motorns specifika bränsleförbrukning och bränslepumpens effektförbrukning. Nogrann reglering och tillförlitliga diagnoser av bränslesystemet är därför mycket viktiga funktioner i motorstyrsystemet. Som ett hjälpmedel vid utveckling av dessa algoritmer samt för att öka förståelsen för hur hårdvaruförändringar påverkar systemet är det önskvärt med en simuleringsmodel av bränslesystemet.  En Simulink modell av XPI (Xtra high Pressure Injection) systemet som utvecklats av Scania och Cummins har utvecklats. Till skillnad från de redan tillgängliga modellerna av systemet fokuserar denna modell på snabba simuleringsförlopp genom att enbart modellera medeltryck och medelflöden istället för de momentana trycken och flödena i systemet när motorn roterar. Modellen är uppbyggd av moduler som var och en representerar en fysisk komponent i systemet. Modulerna är mestadels uppbyggda kring de fysikaliska egenskaperna hos komponenten de försöker modellera vilket gör modellen av systemet anpassningsbar till olika hårdvarukonfigurationer och samtidigt lätt att förstå.
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Clark, Lee A. "Experimental studies and systems modelling to investigate the behaviour of direct injection diesel engines." Thesis, University of Nottingham, 2003. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.289480.

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Svensson, Kenth Ingemar. "Effects of Fuel Molecular Structure and Composition on Soot Formation in Direct-Injection Spray Flames." Diss., CLICK HERE for online access, 2005. http://contentdm.lib.byu.edu/ETD/image/etd830.pdf.

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Kotze, Johan. "A comparative study on the performance of biodiesel in a modern 1.9L turbo diesel engine." Thesis, Stellenbosch : University of Stellenbosch, 2010. http://hdl.handle.net/10019.1/4293.

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Thesis (MScEng (Mechanical and Mechatronic Engineering))--University of Stellenbosch, 2010.
ENGLISH ABSTRACT: This thesis comprises of the testing and evaluation of a modern diesel engine running on both biodiesel and mineral diesel on the upgraded Bio-fuels Testing Facility (BTF) at Stellenbosch University. The project was motivated by the need to install a modern diesel engine onto the existing BTF test rig for biodiesel testing. In this project, the BTF was re-designed to support a new Volkswagen 1.9L TDI engine. The capabilities of the BTF were then expanded further by the implementation of a low-cost pressure indicating system, utilising an optical pressure transducer. During the testing of biodiesel, it was found that the calorific value of the biodiesel was 14% lower than that of the tested mineral diesel. The ignition quality (cetane index) of the biodiesel was also lower than that of the mineral diesel. Even so, the engine only experienced a maximum power loss of 4.2%. During heat-release analysis, it was determined that there was no significant difference in the combustion process of biodiesel and that of mineral diesel. The conclusion could be made that biodiesel is suitable for use in modern TDI engines. Testing validated the operation of the upgraded test cell, and in trials it was determined that the test results are highly repeatable. The pressure indicating set proved to have some limitations. Only simplified heat-release analyses and reasonable indicated power calculations could be performed with the indicating set. Recommendations were made for improvement in future research.
Centre for Renewable and Sustainable Energy Studies
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Books on the topic "Direct injection diesel fuel jets"

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Zhao, Hua. Advanced direct injection combustion engine technologies and development. Boca Raton: CRC Press, 2010.

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Nguyen, Hung Lee. Two-dimensional analysis of two-phase reacting flow in a firing direct-injection diesel engine. [Cleveland, Ohio: National Aeronautics and Space Administration, Lewis Research Center, 1989.

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Browne, Ivan J. An investigation into the variables influencing the discharge coefficient in the V. C. O. nozzles for direct injection diesel engines. Dublin: University College Dublin, 1998.

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Center, Lewis Research, ed. Two-dimensional analysis of two-phase reacting flow in a firing direct-injection diesel engine. [Cleveland, Ohio: National Aeronautics and Space Administration, Lewis Research Center, 1989.

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Center, Lewis Research, ed. Two-dimensional analysis of two-phase reacting flow in a firing direct-injection diesel engine. [Cleveland, Ohio: National Aeronautics and Space Administration, Lewis Research Center, 1989.

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Book chapters on the topic "Direct injection diesel fuel jets"

1

Siebers, D. L., and L. M. Pickett. "Injection Pressure and Orifice Diameter Effects on Soot in DI Diesel Fuel Jets." In Thermo- and Fluid Dynamic Processes in Diesel Engines 2, 109–32. Berlin, Heidelberg: Springer Berlin Heidelberg, 2004. http://dx.doi.org/10.1007/978-3-662-10502-3_7.

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Saxena, Mohit Raj, and Rakesh Kumar Maurya. "Experimental Investigation on Range of Fuel Premixing Ratio for Stable Engine Operation of Dual Fuel Engine Using Port Injection of Gasoline/Methanol and Direct Injection of Diesel." In Advances in Energy Research, Vol. 2, 393–403. Singapore: Springer Singapore, 2020. http://dx.doi.org/10.1007/978-981-15-2662-6_36.

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Yaliwal, V. S., S. R. Daboji, K. N. Patil, M. K. Marikatti, and N. R. Banapurmath. "Multiple Optimizations of Engine Parameters of Single-Cylinder Four-Stroke Direct Injection Diesel Engine Operated on Dual Fuel Mode Using Biodiesel-Treated and Untreated Biogas Combination." In Lecture Notes in Mechanical Engineering, 765–93. Singapore: Springer Singapore, 2020. http://dx.doi.org/10.1007/978-981-15-5996-9_60.

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Megaritis, A., A. Tsolakis, M. L. Wyszynski, and S. E. Golunski. "Fuel reforming for diesel engines." In Advanced Direct Injection Combustion Engine Technologies and Development, 543–61. Elsevier, 2010. http://dx.doi.org/10.1533/9781845697457.3.543.

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Horrocks, R. W., R. Lawther, and L. Hatfield. "Fuel injection systems for high-speed direct injection diesel engines." In Advanced Direct Injection Combustion Engine Technologies and Development, 61–104. Elsevier, 2010. http://dx.doi.org/10.1533/9781845697457.1.61.

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Dingle, P. J. G. "Fuel injection systems for heavy-duty diesel engines." In Advanced Direct Injection Combustion Engine Technologies and Development, 289–317. Elsevier, 2010. http://dx.doi.org/10.1533/9781845697457.2.289.

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Lejda, Kazimierz, and Pawe Wo. "Simulation of Combustion Process in Direct Injection Diesel Engine Based on Fuel Injection Characteristics." In Fuel Injection in Automotive Engineering. InTech, 2012. http://dx.doi.org/10.5772/38708.

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Kaleemuddin, S., S. Shaikh, and S. Bhattacharya. "Experimental study on two-cylinder direct injection diesel engine for BS-III emission compliant." In Innovations in Fuel Economy and Sustainable Road Transport, 211–28. Elsevier, 2011. http://dx.doi.org/10.1533/9780857095879.5.211.

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Conference papers on the topic "Direct injection diesel fuel jets"

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Siebers, Dennis L., Brian Higgins, and Lyle Pickett. "Flame Lift-Off on Direct-Injection Diesel Fuel Jets: Oxygen Concentration Effects." In SAE 2002 World Congress & Exhibition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2002. http://dx.doi.org/10.4271/2002-01-0890.

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Fabbroni, Mark, and James S. Wallace. "Ignition by Shielded Glow Plug in Natural Gas Fueled Direct Injection Engines." In ASME 2011 Internal Combustion Engine Division Fall Technical Conference. ASMEDC, 2011. http://dx.doi.org/10.1115/icef2011-60085.

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Injected natural gas requires some form of ignition assist in order to ignite in the time available in a diesel engine combustion chamber. A glow plug — a heated surface — is one form of ignition assist. Ignition by glow plug results in a single site of ignition from which the flame must propagate to other jets in the ignition pattern. The goal of this work was to determine what factors affect how the flame propagates from this initial ignition site to the remaining unburned mixture. The combustion of natural gas jets under diesel engine conditions was studied over a range of temperatures with a glow plug shield using a CFR engine as a rapid compression device. The results showed that of all the factors considered it is the inter-related geometries of the injection pattern, combustion chamber, and glow plug shield that are most dominant in controlling combustion rates and fuel utilization, because those factors determine the distribution of fuel in the combustion chamber. Ignition of adjacent gas jets requires a flammable path between jets, which is achieved: 1) through mixing between the entrainment regions of adjacent jets and 2) through mixing along the cylinder wall of adjacent jets that are spreading along the wall. Ignition by either of both of these pathways can provide high fuel utilization and combustion rates and low combustion variability. Autoignition of an adjacent jet due to heat release from ignition of the first jet was not observed in these experiments with two jets.
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Ling, Yue, Guillaume Legros, Stéphane Popinet, and Stéphane Zaleski. "Direct numerical simulation of an atomizing biodiesel jet: Impact of fuel properties on atomization characteristics." In ILASS2017 - 28th European Conference on Liquid Atomization and Spray Systems. Valencia: Universitat Politècnica València, 2017. http://dx.doi.org/10.4995/ilass2017.2017.5035.

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The utilization of biodiesel is an effective approach to reduce pollution from internal combustion engines and thushas attracted steadily increasing interest in the recent years. As the viscosity of biodiesel is much higher than that of standard diesel, the atomization characteristics of a biodiesel jet can significantly deviate from those of a standard diesel jet under identical injection conditions. Since atomization of the injected fuel has a strong impact on fuel-air mixing and the following combustion processes, it is important to investigate the atomization of biodiesel and in particular to understand how the fuel properties affect the atomization process and the resulting spray character- istics. In the present study, three-dimensional direct numerical simulations are conducted to investigate atomizing biodiesel and diesel jets. The novel adaptive multiphase solver Basilisk is used for simulations. The statistics ofdroplets formed in the biodiesel jet is compared to the diesel jet under identical injection conditions.DOI: http://dx.doi.org/10.4995/ILASS2017.2017.5035
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Allocca, Luigi, S. Alfuso, A. Montanaro, G. Valentino, and M. Lolli. "Innovative Lift Direct Command to Inner Hydraulic Circuit Injector Comparison for Diesel Engines." In ASME 2006 Internal Combustion Engine Division Fall Technical Conference. ASMEDC, 2006. http://dx.doi.org/10.1115/icef2006-1518.

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In this paper a comparative investigation between two different injectors for Common Rail diesel apparatus has been carried out in terms of transient response and spray pattern for different injection strategies. Performances of an innovative Magneti Marelli (MM) gasoline derived injector have been evaluated against the Bosch generation injectors for multiple strategies. Both injectors have operated on an automotive apparatus controlled by a Programmable Electronic Control Unit to set injection strategies in terms of pulses number, duration and dwell time. The working mode of the two injectors is completely different: the Bosch injector is activated by the inner fuel hydraulic circuit while the Magneti Marelli one operates a direct control of the needle lift through the solenoid currents. The Bosch nozzle characteristics are 5 holes, 150° spray angle, and 0,13 mm diameter. The MM injector main characteristics are low hydraulic losses, simple component structure and ready use of the fuel at the nozzle opening being able to control small fuel flow rates (0.1 mg/str) in the injection pressures range 20–70 MPa. The geometry of the nozzle is quite similar to the Bosch one being a 5 hole, 150° spray angle, 0.12 mm diameter. Single, pilot+main and pilot+split main strategies have been explored for the two injectors at 50 and 60 MPa injection pressures investigating the spray behavior for two amounts of injected fuel (5.0 and 6.5 mg/str). The systems have been characterized in terms of injected fuel rate as well spatial and temporal behavior of the emerging jets from the nozzle. Images of the spray have been collected by a synchronized CCD camera at different time from the start of injection. The jets have evolved in an optically accessible high pressure vessel at ambient temperature as well in an optically accessible single-cylinder 2-stroke Diesel engine extracting the fuel spray parameters from the collected images applying a digital processing techniques. Due to the diverse mechanism of the injector actuation, a different temporal and spatial fuel distribution has been registered for the two apparatuses. These could strongly influence the air/fuel mixture formation and combustion process with effect on the emissions. Preliminary engine tests performed on a light duty direct injection diesel engine, equipped with the MM injector, have highlighted the potential of the MM injector to handle acceptable engine performances.
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Fabbroni, Mark, and James S. Wallace. "Flame Propagation in Natural Gas Fueled Direct Injection Engines." In ASME 2010 Internal Combustion Engine Division Fall Technical Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/icef2010-35182.

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Injected natural gas requires some form of ignition assist in order to ignite in the time available in a diesel engine combustion chamber. A glow plug — a heated surface — is one form of ignition assist. Ignition by glow plug results in a single site of ignition from which the flame must propagate to other jets in the injection pattern. The goal of this work was to determine what factors affect how the flame propagates from this initial ignition site to the remaining unburned mixture site. The combustion of natural gas jets under diesel engine conditions was studied over a range to temperatures, pressures with and without a glow plug shield using a CFR engine as a rapid compression device. The results showed that of all the factors considered it is the geometry of the injection pattern, combustion chamber and glow plug shield that are most dominant in controlling combustion rates and fuel utilization.
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Fink, Georg, Michael Jud, and Thomas Sattelmayer. "Fundamental Study of Diesel-Piloted Natural Gas Direct Injection Under Different Operating Conditions." In ASME 2018 Internal Combustion Engine Division Fall Technical Conference. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/icef2018-9580.

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Natural gas as an alternative fuel in engine applications substantially reduces both pollutant and greenhouse gas emissions. High pressure dual fuel direct injection of natural gas and Diesel pilot has the potential to minimize methane slip from gas engines and increase the fuel flexibility, while retaining the high efficiency of a Diesel engine. Speed and load variations as well as various strategies for emission reduction entail a wide range of different operating conditions. The influence of these operating conditions on the ignition and combustion process is investigated on a rapid compression expansion machine. By combining simultaneous Shadowgraphy and OH* imaging with heat release rate analysis, an improved understanding of the ignition and combustion process is established. At high temperatures and pressures the reduced pilot ignition delay and lift-off length minimize the effect of natural gas jet entrainment on pilot mixture formation. A simple geometrical constraint was found to reflect the susceptibility for misfiring. At the same time natural gas ignition is delayed by the early pilot ignition close to the injector tip. The shape of heat release is only marginally affected by the operating conditions and mainly determined by the degree of premixing at the time of gas jet ignition. Luminescence from the sooting natural gas flame is generally only detected after the flame extends across the whole gas jet at peak heat release rate. Termination of gas injection at this time was confirmed to effectively suppress soot formation, while a strongly sooting pilot seems to intensify soot formation within the natural gas jet.
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McTaggart-Cowan, G. P., H. L. Jones, S. N. Rogak, W. K. Bushe, P. G. Hill, and S. R. Munshi. "The Effects of High-Pressure Injection on a Compression-Ignition, Direct Injection of Natural Gas Engine." In ASME 2005 Internal Combustion Engine Division Fall Technical Conference. ASMEDC, 2005. http://dx.doi.org/10.1115/icef2005-1213.

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The use of pilot-ignited, direct-injected natural gas fuelling for heavy-duty on-road applications has been shown to substantially reduce NOx and particulate matter emissions. The fuelling process involves the injection of pilot diesel near top-dead-center, followed shortly afterwards by the injection of natural gas at high pressure. The injection pressure of the gas and diesel will substantially affect the penetration of the fuel into the combustion chamber, the break-up and atomization of the diesel spray, and the mixing and nature of the turbulent gas jet. To investigate these influences, a series of experiments were performed on a single-cylinder heavy-duty engine over a range of engine operating conditions (exhaust gas recirculation fraction, engine speed, engine load). Due to the unique nature of the single-cylinder engine, it was possible to hold all other parameters constant while only varying injection pressure. The results indicated that injection pressure had a substantial impact on emissions and performance at high loads, where substantial reductions in PM and CO were observed, with only minor increases in NOx and no significant effect on tHC or fuel consumption. At low loads, no significant impact on either emissions or performance was detected. The effects of injection pressure, while still significant, were found to be reduced at increased engine speeds. Higher injection pressures were found to consistently reduce both the number density and the size of particles in the exhaust stream.
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Huang, Zuohua, Seiichi Shiga, Takamasa Ueda, Nobuhisa Jingu, Hisao Nakamura, Tusneaki Ishima, Tomio Obokata, Mitsuhiro Tsue, and Michikata Kono. "Effect of Fuel Injection Timing Relative to Ignition Timing on the Natural-Gas Direct-Injection Combustion." In ASME 2001 Internal Combustion Engine Division Spring Technical Conference. American Society of Mechanical Engineers, 2001. http://dx.doi.org/10.1115/ices2001-107.

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Abstract Effect of fuel injection timing relative to ignition timing on natural gas direct-injection combustion was studied by using a rapid compression machine. The ignition timing was fixed at 80 ms from the compression start. When the injection timing was relatively earlier (injection start at 60 ms), the heat release pattern showed slower burn in the initial stage and faster burn in the late stage, which is similar to that of flame propagation of a premixed gas. In contrast to this, when the injection timing was relatively later (injection start at 75 ms), the heat release rate showed faster burn in the initial stage and slower burn in the late stage, which is similar to that of diesel combustion. The shortest duration was realized at the injection end timing of 80 ms (the same timing as the ignition timing) over the wide range of equivalence ratio. The degree of charge stratification and the intensity of turbulence generated by the fuel jet is considered to cause these behaviors. Earlier injection leads to longer duration of the initial combustion, whereas the later injection does longer duration of the late combustion. Earlier injection showed relatively lower CO emission while later injection produces relatively lower NOx emission. It was suggested that earlier injection leads to lower mixture stratification combustion and later injection leads to higher mixture stratification combustion. Combustion efficiency maintained high value over the wide range of equivalence ratio.
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Bruneaux, Gilles. "A Study of Mixture Formation in Direct Injection Diesel Like Conditions Using Quantitative Fuel Concentration Visualizations in a Gaseous Fuel Jet." In Spring Fuels & Lubricants Meeting & Exhibition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2002. http://dx.doi.org/10.4271/2002-01-1632.

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Jud, Michael, Christoph Wieland, Georg Fink, and Thomas Sattelmayer. "Numerical Analysis of the Combustion Process in Dual-Fuel Engines With Direct Injection of Natural Gas." In ASME 2018 Internal Combustion Engine Division Fall Technical Conference. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/icef2018-9579.

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An efficient computational fluid dynamics model for predicting high pressure dual-fuel combustion is one of the most essential steps in order to improve the concept, to reduce the number of experiments and to make the development process more coste-efficient. For Diesel and natural gas such a model developed by the authors is first used to analyze the combustion process with respect to turbulence chemistry interaction and to clarify the question whether the combustion process is limited by chemistry or the mixing process. On the basis of these findings a reduced reaction mechanism is developed in order to save up to 35% of computing time. The prediction capability of the modified combustion model is tested for different gas injection timings representing different degrees of premixing before ignition. Compared to experimental results from a rapid compression expansion machine, the shape of heat release rate, the ignition timing of the gas jet and the burnout are well predicted. Finally, misfiring observed at different geometric configurations in the experiment are analyzed with the model. It is identified that in these geometric configurations at low temperature levels the gas jet covers the preferred ignition region of the diesel jet. Since the model is based on the detailed chemistry approach, it can in future also be used for other fuel combinations or for predicting emissions.
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Reports on the topic "Direct injection diesel fuel jets"

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Takezaki, Naoto, Yusuke Kinosita, and Satoshi Kato. Influence of DME Addition Fuel on Direct Injection Diesel Engine Diesel Particulate Matter (PM) Generation. Warrendale, PA: SAE International, September 2005. http://dx.doi.org/10.4271/2005-08-0565.

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