Journal articles: '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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9

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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10

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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11

Hill, Philip G., and Patric Ouellette. "Transient Turbulent Gaseous Fuel Jets for Diesel Engines." Journal of Fluids Engineering 121, no. 1 (March 1, 1999): 93–101. http://dx.doi.org/10.1115/1.2822018.

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Existing data on transient turbulent jet injection in to large chambers demonstrates self-similar behavior under a wide range of conditions including compressibility, thermal and species diffusion, and nozzle under expansion. The Jet penetration distance well downstream of the virtual origin is proportional to the square root of the time and the fourth root of the ratio of nozzle exit momentum flow rate to chamber density. The constant of proportionality has been evaluated by invoking the concept of Turner that the flow can be modeled as a steady jet headed by a spherical vortex. Using incompressible transient jet observations to determine the asymptotically constant ratio of maximum jet width to penetration distance, and the steady jet entrainment results of Ricou and Spalding, it is shown that the penetration constant is 3 ± 0.1. This value is shown to hold for compressible flows also, with substantial thermal and species diffusion, and even with transient jets from highly under-expanded in which, as in diesel engine chambers with gaseous fuel injection, the jet is directed at a small angle to one wall of the chamber. In these tests, with under expanded nozzles. Observations of transient jet injection have been made in a chamber in which, as in diesel engine chambers with gaseous fuel injection, the jet is directed at a small angle to one wall of the chamber. In these tests, with under-expanded nozzles it was found that at high nozzle pressure ratios, depending on the jet injection angle, the jet penetration can be consistent with a penetration constant of 3. At low pressure ratios the presence of the wall noticeably retards the penetration of the jet.

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12

Bankston, C. P., L. H. Back, E. Y. Kwack, and A. J. Kelly. "Experimental Investigation of Electrostatic Dispersion and Combustion of Diesel Fuel Jets." Journal of Engineering for Gas Turbines and Power 110, no. 3 (July 1, 1988): 361–68. http://dx.doi.org/10.1115/1.3240130.

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An experimental study of electrostatically atomized and dispersed diesel fuel jets has been conducted. A new electrostatic injection technique has been utilized to generate continuous, stable fuel sprays at charge densities of 1.5–2.0 C/m3 of fluid. Model calculations show that such charge densities may enhance spray dispersion under diesel engine conditions. Fuel jets were injected into room temperature air at one atmosphere at flow rates of 0.25–1.0 cm3/s and delivery pressures of 100–400 kPa. Measured mean drop diameters were near 150 μm with 30 percent of the droplets being less than 100 μm in diameter at typical operating conditions. The electrical power required to generate these sprays was less than 10−6 times the chemical energy available from the fuel. The spray characteristics of an actual diesel engine injector were also studied. The results show considerable differences in spray characteristics between the diesel injector and electrostatic injection. Finally, ignition and stable combustion of electrostatically dispersed diesel fuel jets was achieved. The results show that electrostatic fuel injection can be achieved at practical flow rates, and that the characteristics of the jet breakup and dispersion have potential application to combustion systems.

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Martínez-Martínez, S., F. A. Sánchez-Cruz, J. M. Riesco-Ávila, A. Gallegos-Muñoz, and S. M. Aceves. "Liquid penetration length in direct diesel fuel injection." Applied Thermal Engineering 28, no. 14-15 (October 2008): 1756–62. http://dx.doi.org/10.1016/j.applthermaleng.2007.11.006.

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Saravanan, N., and G. Nagarajan. "Hydrogen-diesel dual fuel combustion in a direct injection diesel engine." International Journal of Renewable Energy Technology 2, no. 3 (2011): 259. http://dx.doi.org/10.1504/ijret.2011.040863.

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Boretti, Albert. "Super Turbocharging the Direct Injection Diesel engine." Nonlinear Engineering 7, no. 1 (March 26, 2018): 17–27. http://dx.doi.org/10.1515/nleng-2017-0067.

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Abstract The steady operation of a turbocharged diesel direct injection (TDI) engine featuring a variable speed ratio mechanism linking the turbocharger shaft to the crankshaft is modelled in the present study. Key parameters of the variable speed ratio mechanism are range of speed ratios, efficiency and inertia, in addition to the ability to control relative speed and flow of power. The device receives energy from, or delivers energy to, the crankshaft or the turbocharger. In addition to the pistons of the internal combustion engine (ICE), also the turbocharger thus contributes to the total mechanical power output of the engine. The energy supply from the crankshaft is mostly needed during sharp accelerations to avoid turbo-lag, and to boost torque at low speeds. At low speeds, the maximum torque is drastically improved, radically expanding the load range. Additionally, moving closer to the points of operation of a balanced turbocharger, it is also possible to improve both the efficiency η, defined as the ratio of the piston crankshaft power to the fuel flow power, and the total efficiency η*, defined as the ratio of piston crankshaft power augmented of the power from the turbocharger shaft to the fuel flow power, even if of a minimal extent. The energy supply to the crankshaft is possible mostly at high speeds and high loads, where otherwise the turbine could have been waste gated, and during decelerations. The use of the energy at the turbine otherwise waste gated translates in improvements of the total fuel conversion efficiency η* more than the efficiency η. Much smaller improvements are obtained for the maximum torque, yet again moving closer to the points of operation of a balanced turbocharger. Adopting a much larger turbocharger (target displacement x speed 30% larger than a conventional turbocharger), better torque outputs and fuel conversion efficiencies η* and η are possible at every speed vs. the engine with a smaller, balanced turbocharger. This result motivates further studies of the mechanism that may considerably benefit traditional powertrains based on diesel engines.

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Raghu, P., K. Thilagan, M. Thirumoorthy, Siddharth Lokachari, and N. Nallusamy. "Spray Characteristics of Diesel and Biodiesel in Direct Injection Diesel Engine." Advanced Materials Research 768 (September 2013): 173–79. http://dx.doi.org/10.4028/www.scientific.net/amr.768.173.

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Alternative fuels for diesel engines are becoming important due to the decrease of petroleum reservoirs and the increase of environment pollution problems. The biodiesel is technically competitive with conventional petroleum-derived diesel fuel and requires no changes in the fuel distribution system. Injection process of biodiesel influences the atomization and dispersion of fuel in the combustion chamber. In diesel Engine different tests have been performed to improve the efficiency in cycle, power, less emission, speed, etc. There are various methods of visualizing the combustion chamber in a Diesel engine. For visualizing spray characteristics of combustion chamber in Diesel engine the window of 10mm diameter hole, transparent quartz glass materials are used, which can with-stand 1500°C temperature and pressure of about 1000 bar and engine is hand cranked for conducting the experiments. Spray characteristics of palm oil methyl ester (POME) and diesel were studied experimentally. Spray penetration and spray angle were measured in a combustion chamber of DI diesel engine by employing high definition video camera and image processing technique. The study shows the POME gives longer spray tip penetration and spray angle are smaller than those of diesel fuels. This is due to the viscosity and density of biodiesel.

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Lakshminarayanan, P. A., N. Nayak, S. V. Dingare, and A. D. Dani. "Predicting Hydrocarbon Emissions From Direct Injection Diesel Engines." Journal of Engineering for Gas Turbines and Power 124, no. 3 (June 19, 2002): 708–16. http://dx.doi.org/10.1115/1.1456091.

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Hydrocarbon (HC) emissions from direct injection (DI) diesel engines are mainly due to fuel injected and mixed beyond the lean combustion limit during ignition delay and fuel effusing from the nozzle sac at low pressure. In the present paper, the concept has been developed to provide an elegant model to predict the HC emissions considering slow burning. Eight medium speed engines differing widely in bores, strokes, rated speeds, and power were studied for applying the model. The engines were naturally aspirated, turbocharged, or turbocharged with intercooling. The model has been validated by collecting data on HC emission, and pressures in the cylinder and in the fuel injection system from the experimental engines. New coefficients for the correlation of HC with operating parameters were obtained and these are different from the values published earlier, based on single-engine experiments.

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18

Brown, N., V. Gupta, A. La Rocca, P. J. Shayler, M. Murphy, I. Pegg, and M. Watts. "Investigations of fuel injection strategy for cold starting direct-injection diesel engines." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 221, no. 11 (November 2007): 1415–24. http://dx.doi.org/10.1243/09544070jauto473.

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Sathiyamoorthi, R., and G. Sankaranarayanan. "FUEL INJECTION TIMINGS OF A DIRECT INJECTION DIESEL ENGINE RUNNING ON NEAT LEMONGRASS OIL-DIESEL BLENDS." International Journal of Automotive and Mechanical Engineering 11 (June 30, 2015): 2348–63. http://dx.doi.org/10.15282/ijame.11.2015.16.0197.

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20

Kwack, E. Y., L. H. Back, and C. P. Bankston. "Electrostatic Dispersion of Diesel Fuel Jets at High Back Pressure." Journal of Engineering for Gas Turbines and Power 111, no. 3 (July 1, 1989): 578–86. http://dx.doi.org/10.1115/1.3240293.

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An experimental study of electrostatically atomized and dispersed fuel jets has been conducted in room temperature N2 gas for various back pressures to 41.8 atm. No. 2 diesel fuel was injected through an electrostatic spray triode designed for high-pressure operation. Charge density measurements were conducted at various combinations of injection velocities, electric potentials, and back pressures. The charge density of fuel drops increased up to 1.5 C/m3 with increasing electric potential until breakdown occurred. After breakdown the charge density was reduced by 40 to 60 percent and again increased but more slowly as electric potential increased. At higher flow rates, breakdown occurred at higher voltages. At higher back pressure, lower charge density was obtained and breakdown occurred at higher voltages. Visual observations showed that significant electrostatic dispersion was accomplished at high back pressures, and that the average drop size was about the same as the spray triode orifice diameter.

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Chan, S. H. "Thermodynamics in a turbocharged direct injection diesel engine." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 212, no. 1 (January 1, 1998): 11–24. http://dx.doi.org/10.1243/0954407981525768.

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Software has been developed for the calculation of the thermodynamic cycle and the entropy changes in a turbocharged, direct injection, diesel engine based upon the measured cylinder pressure and a shaft encoder output. Assumptions of homogeneous mixture and equilibrium thermodynamic properties are made for the products of combustion and the temporal variation in the fluid thermodynamic state is followed in a quasi-steady manner through a series of adjacent equilibrium states, each separated by finite intervals of one degree crank angle (1°CA). The thermodynamic properties are calculated by either of two equivalent formulations — equilibrium constants or minimization of Gibbs free energy, and are expressed in algebraic equations for the partial derivative of internal energy and gas constant with respect to temperature, pressure and equivalence ratio. The effect of the engine operating conditions on the thermodynamic cycle is studied. Results show that the dynamic fuel injection timing and hence the ignition delay are strongly influenced by the operating conditions, and this explains the reasons for incorporating a fuel injection control system in modern vehicular engines for the optimization of the engine combustion cycle.

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Layek, Apurba. "Performance of a Direct Injection Diesel Engine Using Jatropha Diesel Blends as Fuel." Applied Mechanics and Materials 592-594 (July 2014): 1723–27. http://dx.doi.org/10.4028/www.scientific.net/amm.592-594.1723.

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Jatropha bio diesel blended with mineral diesel in proportion 2:1 by volume is used to conduct performance test and emission characteristics of a single cylinder direct injection diesel engine. Jatropha-diesel blend is used to perform engine performance and emission tests at variable loads & throttle settings (25%, 50%, 75% and 100%). Observed data were utilized to obtain various performance parameters such as brake power, brake specific fuel consumption, brake thermal efficiency at various loads and throttle settings. Simultaneously observations were also made to obtain exhaust gas temperatures and exhaust emissions (CO, CO2, HC and NOx). In existing engine diesel provides higher and economic power generating capacity for entire operating ranges but effect of varying load /throttle on performance behavior were fantastically similar. Reduced HC and NOx emission with the blend also better, highlights some positive aspects of combustion and allowance for higher compression ratio with the blend.

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Li, J., W. M. Yang, H. An, and S. K. Chou. "Modeling on blend gasoline/diesel fuel combustion in a direct injection diesel engine." Applied Energy 160 (December 2015): 777–83. http://dx.doi.org/10.1016/j.apenergy.2014.08.105.

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Ashok, M. P., and C. G. Saravanan. "The performance and emission characteristics of emulsified fuel in a direct injection diesel engine." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 221, no. 7 (July 1, 2007): 893–900. http://dx.doi.org/10.1243/09544070jauto454.

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Diesel engines are employed as the major propulsion power sources because of their simple, robust structure and high fuel economy. It is expected that diesel engines will be widely used in the foreseeable future. However, an increase in the use of diesel engines causes a shortage of fossil fuel and results in a greater degree of pollution. To regulate the above, identifying an alternative fuel to the diesel engine with less pollution is essential. Ethanol–diesel emulsion is one such method, used for the preparation of an alternative fuel for the diesel engine. Experimental investigations were carried out to compare the performance of diesel fuel with different ratios 50D: 50E (50 per cent diesel No: 2: 50 per cent ethanol –100 per cent proof) and 60D: 40E emulsified fuels. In the next phase, experiments were conducted for the selected emulsified fuel ratio 50D: 50E for different high injection pressures and the results are compared. The results show that for the emulsified fuel ratios, there is a marginal increase in torque, power, NO x, emissions, and decreasing values of carbon monoxide (CO), sulphur dioxide (SO2) emissions at the maximum speed conditions, compared with diesel fuel. Also, it is found that an increase in injection pressure of the engine running with emulsified fuel decreases CO and smoke emissions especially between 1500 to 2000 r/min with respect to the diesel fuel.

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Dhanasekaran, Chinnathambi, and Gabriael Mohankumar. "Hydrogen Gas as a Fuel in Direct Injection Diesel Engine." Journal of The Institution of Engineers (India): Series C 97, no. 2 (July 15, 2015): 157–62. http://dx.doi.org/10.1007/s40032-015-0196-7.

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Arai, M., T. Saito, and T. Furuhata. "Effect of Biodiesel Fuel on Direct Injection Diesel Engine Performance." Journal of Propulsion and Power 24, no. 3 (May 2008): 603–8. http://dx.doi.org/10.2514/1.20133.

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27

Mohammadi, Ali, Masahiro Shioji, Takuji Ishiyama, and Masato Kitazaki. "Utilization of Low-Calorific Gaseous Fuel in a Direct-Injection Diesel Engine." Journal of Engineering for Gas Turbines and Power 128, no. 4 (November 2, 2005): 915–20. http://dx.doi.org/10.1115/1.2179464.

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Low-calorific gases with a small portion of hydrogen are produced in various chemical processes, such as gasification of solid wastes or biomass. The aim of this study is to clarify the efficient usage of these gases in diesel engines used for power generation. Effects of amount and composition of low-calorific gases on diesel engine performance and exhaust emissions were experimentally investigated adding hydrogen-nitrogen mixtures into the intake gas of a single-cylinder direct-injection diesel engine. The results indicate that optimal usage of low-calorific gases improves NOx and Smoke emissions with remarkable saving in diesel fuel consumption.

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28

Hewu, Wang, and Zhou Longbao. "Performance of a direct injection diesel engine fuelled with a dimethyl ether/diesel blend." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 217, no. 9 (September 1, 2003): 819–24. http://dx.doi.org/10.1177/095440700321700907.

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A quantity of 10 per cent dimethyl ether (DME) was added to diesel fuel, and an investigation of the performance of a direct injection (DI) diesel engine fuelled with blend fuel was carried out. The test results showed that, in comparison with diesel operation, the torque at low engine speed was increased; the brake specific fuel consumption (b.s.f.c.) with speed characteristics at full load was reduced by 20 g/kW h on average; the smoke was reduced significantly, and the coeffcient of light absorption of smoke decreased by 50 per cent; the NOx and HC emissions were also clearly reduced, and the CO emission was at the same level as that of a diesel engine.

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HIROYASU, Hiroyuki. "Fuel Injection Systems and Spray Characteristics of Direct Injection Gasoline and Diesel Engines." Reference Collection of Annual Meeting VIII.03.1 (2003): 19–20. http://dx.doi.org/10.1299/jsmemecjsm.viii.03.1.0_19.

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Li, Zhiyong, Yang Wang, Zibin Yin, Heming Geng, Rui Zhu, and Xudong Zhen. "Effect of injection strategy on a diesel/methanol dual-fuel direct-injection engine." Applied Thermal Engineering 189 (May 2021): 116691. http://dx.doi.org/10.1016/j.applthermaleng.2021.116691.

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Ouellette, P., and P. G. Hill. "Turbulent Transient Gas Injections." Journal of Fluids Engineering 122, no. 4 (July 13, 1999): 743–52. http://dx.doi.org/10.1115/1.1319845.

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Compressible transient turbulent gaseous jets are formed when natural gas is injected directly into a diesel engine. Multi-dimensional simulations are used to analyze the penetration, mixing, and combustion of such gaseous fuel jets. The capability of multi-dimensional numerical simulations, based on the k-ε turbulence model, to reproduce the experimentally verified penetration rate of free transient jets is evaluated. The model is found to reproduce the penetration rate dependencies on momentum, time, and density, but is more accurate when one of the k-ε coefficients is modified. The paper discusses other factors affecting the accuracy of the calculations, in particular, the mesh density and underexpanded injection conditions. Simulations are then used to determine the impact of chamber turbulence, injection duration, and wall contact on transient jet penetration. The model also shows that gaseous jets and evaporating diesel sprays with small droplet size mix at much the same rate when injected with equivalent momentum injection rate. [S0098-2202(00)02304-X]

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Luján, Jose Manuel, Carlos Guardiola, Benjamín Pla, and Alberto Reig. "Optimal control of a turbocharged direct injection diesel engine by direct method optimization." International Journal of Engine Research 20, no. 6 (May 17, 2018): 640–52. http://dx.doi.org/10.1177/1468087418772231.

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This work studies the effect and performance of an optimal control strategy on engine fuel efficiency and pollutant emissions. An accurate mean value control-oriented engine model has been developed and experimental validation on a wide range of operating conditions was carried out. A direct optimization method based on Euler’s collocation scheme is used in combination with the above model in order to address the optimal control of the engine. This optimization method provides the optimal trajectories of engine controls (fueling rate, exhaust gas recirculation valve position, variable turbine geometry position and start of injection) to reproduce a predefined route (speed trajectory including variable road grade), minimizing fuel consumption with limited [Formula: see text] emissions and a low soot stamp. This optimization procedure is performed for a set of different [Formula: see text] emission limits in order to analyze the trade-off between optimal fuel consumption and minimum emissions. Optimal control strategies are validated in an engine test bench and compared against engine factory calibration. Experimental results show that significant improvements in both fuel efficiency and emissions reduction can be achieved with optimal control strategy. Fuel savings at about 4% and less than half of the factory [Formula: see text] emissions were measured in the actual engine, while soot generation was still low. Experimental results and optimal control trajectories are thoroughly analyzed, identifying the different strategies that allowed those performance improvements.

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Feola, M., P. Pelloni, G. Cantore, G. Bella, P. Casoli, and G. Toderi. "Optimization of Injection Law for Direct Injection Diesel Engine." Journal of Engineering for Gas Turbines and Power 114, no. 3 (July 1, 1992): 544–52. http://dx.doi.org/10.1115/1.2906623.

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This paper describes how different timing and shape of the injection law can influence pollutant emission of a direct injection diesel engine. The study was carried out making use of a “multizone” thermodynamic model as regards the closed valve phase, and a “filling-emptying” one as regards the open valve phase. After being calibrated by comparison with experimental data, the abovementioned model was used for injection law optimization as regards minimum pollutant concentration (NOx and soot) in the exhaust gases with the smallest engine performance reduction possible.

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34

Barik, Debabrata, Ashok Kumar Satapathy, and S. Murugan. "Combustion analysis of the diesel–biogas dual fuel direct injection diesel engine – the gas diesel engine." International Journal of Ambient Energy 38, no. 3 (October 19, 2015): 259–66. http://dx.doi.org/10.1080/01430750.2015.1086681.

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35

Dodge, L. G., T. J. Callahan, T. W. Ryan, J. A. Schwalb, C. E. Benson, and R. P. Wilson. "Injection Characteristics of Coal-Water Slurries in Medium-Speed Diesel Equipment." Journal of Engineering for Gas Turbines and Power 114, no. 3 (July 1, 1992): 522–27. http://dx.doi.org/10.1115/1.2906620.

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The injection characteristics of several micronized coal-water slurries (CWSs, where “s” implies plural) were investigated at high injection pressures (40 to 140 MPa, or 6,000 to 20,000 psi). Detailed spray characteristics including drop-size distributions and cone angles were measured using a continuous, high-pressure injection system spraying through various hole shapes and sizes into a continuous, elevated-pressure air flow. Penetration and cone angle were also measured using intermittent injection into an elevated-pressure quiescent chamber. Cone angles and fuel-air mixing increased rapidly with the relatively constant cone angles of diesel fuel. However, even at high injection pressures the CWSs mixed with air more slowly than diesel fuel at the same pressure. The narrower CWS sprays penetrated more rapidly than diesel fuel at the same injection pressures. Increasing injection pressure dramatically reduced drop sizes in the CWS sprays, while increasing injection pressure reduced drop sizes in the diesel fuel sprays more gradually. The CWSs produced larger average drop sizes than the diesel fuel at all conditions, except for some hole shapes at the highest injection pressures where the average sizes were about the same. Varying the hole shape using converging and diverging holes had a minimal impact on the spray characteristics. A turbulent jet mixing model was used to predict the penetration rate of the CWS fuel jets through different orifice sizes and into different air densities. The jet model also computes the liquid fuel-air ratio through the jet. The work reported here was abstracted from the more complete report by Schwalb et al. (1991).

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Sakai, A., H. Takeyama, H. Ogawa, and N. Miyamoto. "Improvements in premixed charge compression ignition combustion and emissions with lower distillation temperature fuels." International Journal of Engine Research 6, no. 5 (October 1, 2005): 433–42. http://dx.doi.org/10.1243/146808705x58288.

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The charge mixture in a premixed charge compression ignition (PCCI) engine with direct in-cylinder injection early in the compression stroke is still heterogeneous even at the compression end. Direct injection of a low-volatility fuel, such as diesel fuel, early in the compression stroke results in adhesion of unevaporated fuel on the cylinder liner wall. It may be possible to improve both mixture formation and homogeneity, and decrease wall wetting by using higher-volatility fuels with distillation temperatures lower than the in-cylinder gas temperature early in the compression stroke. This research addressed the potential for improvements in early direct injection type PCCI combustion with a higher-volatility fuel, experimentally and computationally. A normal heptane + isooctane blended fuel with ignitability similar to diesel fuel in PCCI operation was used as the higher-volatility fuel. The experimental results showed that the deterioration in thermal efficiency that occurs with advanced injection timings with ordinary diesel fuel could be eliminated with the higher-volatility fuel without significantly altering the total hydrocarbons (THC) and CO emissions. With early injection timings, the rate of heat release with diesel fuel is smaller than with higher-volatility fuels. This result suggests that with diesel fuel there is significant fuel adhesion to the cylinder liner wall and also absorption into the lubricating oil.

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Lyu, M.-S., and B.-S. Shin. "Study of nozzle characteristics on the performance of a small-bore high-speed direct injection diesel engine." International Journal of Engine Research 3, no. 2 (April 1, 2002): 69–79. http://dx.doi.org/10.1243/14680870260127864.

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As Co2 emissions from vehicles are gaining global attention, the low fuel consuming powertrain is in much greater demand than before. Some alternatives are suggested but the high-speed direct injection (HSDI) diesel engine would be the most realistic solution. Vehicle simulation shows that a car with low fuel consumption can be realized by applying a 1–1.2 L high-speed direct injection diesel engine in vehicles weighing about 750 kg. Although the direct injection diesel engine has been researched for a long time, enhancement of mixing between air and fuel in a limited space makes it a challenging area to develop a small swept volume HSDI diesel engine. The authors are investigating small HSDI diesel engine combustion technologies in an effort to realize a low fuel consumption vehicle. The main objective in this study is to obtain a better understanding of the combustion-related parameters from such a small size HSDI diesel engine in order to improve engine performance.

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Alkidas, A. C. "On the Premixed Combustion in a Direct-Injection Diesel Engine." Journal of Engineering for Gas Turbines and Power 109, no. 2 (April 1, 1987): 187–92. http://dx.doi.org/10.1115/1.3240023.

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The factors influencing premixed burning and the importance of premixed burning on the exhaust emissions from a small high-speed direct-injection diesel engine were investigated. The characteristics of premixed and diffusion burning were examined using a single-zone heat-release analysis. The mass of fuel burned in premixed combustion was found to be linearly related to the product of engine speed and ignition-delay time and to be essentially independent of the total amount of fuel injected. Accordingly, the premixed-burned fraction increased with increasing engine speed, with decreasing fuel-air ratio and with retarding injection timing. The hydrocarbon emissions did not correlate well with the premixed-burned fraction. In contrast, the oxides of nitrogen emissions were found to increase with decreasing premixed-burned fraction, indicating that diffusion burning, and not premixed burning, is the primary source of oxides of nitrogen emissions.

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39

Stephenson, J. A., and B. A. Hood. "A High-Speed Direct Injection Diesel Engine for Passenger Cars." Proceedings of the Institution of Mechanical Engineers, Part A: Power and Process Engineering 202, no. 3 (August 1988): 171–81. http://dx.doi.org/10.1243/pime_proc_1988_202_023_02.

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The paper describes the development of a high-speed direct injection (HSDI) diesel engine suitable for passenger car applications. The evolution from a low emissions medium-speed engine, through a four-cylinder 2.3 litre research engine, into a four-cylinder 2.0 litre production engine is presented. The challenge to the engineer has been to develop the HSDI engine to operate with acceptable noise, emissions, smoke and driveability over the wide speed range (up to 5000 r/min) required for passenger cars. The key element in this task was the optimization of the combustion system and fuel injection equipment. The HSDI is shown to have a significant fuel economy advantage over the prechamber indirect injection (IDI) engine. Future developments of the fuel injection system are described which will further enhance the HSDI engine and provide additional noise and emissions control.

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40

ANTUNES, Eduardo, Andre SILVA, and Jorge BARATA. "Modelling of transcritical and supercritical nitrogen jets." Combustion Engines 169, no. 2 (May 1, 2017): 125–32. http://dx.doi.org/10.19206/ce-2017-222.

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The present paper addresses the modelling of fuel injection at conditions of high pressure and temperature which occur in a variety of internal combustion engines such as liquid fuel rocket engines, gas turbines, and modern diesel engines. For this investigation a cryogenic nitrogen jet ranging from transcritical to supercritical conditions injected into a chamber at supercritical conditions was modelled. Previously a variable density approach, originally conceived for gaseous turbulent isothermal jets, imploying the Favre averaged Navier-Stokes equations together with a “k-ε” turbulence model, and using Amagats law for the determination of density was applied. This approach allows a good agreement with experiments mainly at supercritical injection conditions. However, some departure from experimental data was found at transcritical injection conditions. The present approach adds real fluid thermodynamics to the previous approach, and the effects of heat transfer. The results still show some disagreement at supercritical conditions mainly in the determination of the potential core length but significantly improve the prediction of the jet spreading angle at transcritical injection conditions.

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41

Raghu, Palani, M. Senthamil Selvan, K. Pitchandi, and N. Nallusamy. "Experimental Study on Diesel Engine and Analysis the Spray Characteristics of Diesel and Biodiesel by Varying Injection Pressure." Advanced Materials Research 984-985 (July 2014): 932–37. http://dx.doi.org/10.4028/www.scientific.net/amr.984-985.932.

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— The spray characteristic of the injected fuel is mainly depends upon fuel injection pressure, temperature, ambient pressure, fuel viscosity and fuel density. An experimental study was conducted to examine the effect of injection pressure on the spray was injected into direct injection (DI) diesel engine in the atmospheric condition. In Diesel engine, the window of 20 mm diameter hole and the transparent quartz glass materials were used for visualizing spray characteristics of combustion chamber at right angle triangle position. The varying Injection pressure of 180 - 240 bar and the engine was hand cranked for conducting the experiments. Spray characteristics for Jatropha oil methyl ester (JOME) and diesel were studied experimentally. Spray tip penetration and spray cone angle were measured in a combustion chamber of Direct Injection diesel engine by employing high speed Digital camera using Mie Scattering Technique and ImageJ software. The study shows the JOME gives longer spray tip penetration and smaller spray cone angle than those of diesel fuels. The Spray breakup region (Reynolds number, Weber number), Injection velocity and Sauter Mean Diameter (SMD) were determined for diesel and JOME. SMD decreases for JOME than diesel and the Injection velocity, Reynolds Number, Weber Number Increases for JOME than diesel.

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42

Reyinger, Jochen, Michael Durst, and Gunnar-Marcel Klein. "Fuel filters for future diesel and petrol engines with direct injection." MTZ worldwide 65, no. 3 (March 2004): 13–16. http://dx.doi.org/10.1007/bf03227657.

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Ismail, Abdul Rahim, Rosli Abu Bakar, Semin Ali, and Ismail Ali. "Computer Modelling For 4-Stroke Direct Injection Diesel Engine." Advanced Materials Research 33-37 (March 2008): 801–6. http://dx.doi.org/10.4028/www.scientific.net/amr.33-37.801.

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Study on computational modeling of 4-stroke single cylinder direct injection diesel engine is presented. The engine with known specification is being modeled using one dimension CFD GT-Power software. The operational parameters of the engine such as power, torque, specific fuel consumption and mean effective pressure which are dependent to engine speed are being discussed. The results from the simulation study are compared with the theoretical results to get the true trend of the results.

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Ismael, Mhadi Abaker, Morgan Ramond Heikal, and Masri Ben Baharoom. "Spray Characteristics of Diesel-CNG Dual Fuel Jet Using Schlieren Imaging Technique." Applied Mechanics and Materials 663 (October 2014): 58–63. http://dx.doi.org/10.4028/www.scientific.net/amm.663.58.

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Natural gas is a low cost fuel with high availability in nature. However, it cannot be used by itself in conventional diesel engines due to its low flame speed and high ignition temperature. The addition of a secondary fuel to enhance the mixture formation and combustion process facilitate its wider use as an alternative fuel. An experimental study was performed to investigate the diesel-CNG dual fuel jet characteristics such as: jet tip penetration, jet cone angle and jet tip velocity. A constant-volume optical chamber was designed to facilitate maximum optical access for the study of the jet macroscopic characteristics at different injection pressures and temperatures. The bottom plate of the test rig was made of aluminum (piston material) and it was heated up to 500 K at ambient pressure. An injector driver was used to control the single-hole nozzle diesel injector combined with a natural gas injector. The injection timing of both injectors were synchronized with a camera trigger. Macroscopic properties of diesel and diesel-CNG dual fuel jets were recorded with a high speed camera using the Schlieren imaging technique and associated image processing. Measurements of the jet characteristics of diesel and diesel-CNG dual fuel are compared together under evaporative and non-evaporative conditions as well as different injection pressures are presented in this paper.

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Pickett, Lyle M., and Dennis L. Siebers. "Soot in diesel fuel jets: effects of ambient temperature, ambient density, and injection pressure." Combustion and Flame 138, no. 1-2 (July 2004): 114–35. http://dx.doi.org/10.1016/j.combustflame.2004.04.006.

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Syarifudin and Syaiful. "Performance and soot emissions from direct injection diesel engine fueled by diesel-jatropha-butanol-blended diesel fuel." Journal of Physics: Conference Series 1517 (April 2020): 012103. http://dx.doi.org/10.1088/1742-6596/1517/1/012103.

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Gumus, Metin, Cenk Sayin, and Mustafa Canakci. "The impact of fuel injection pressure on the exhaust emissions of a direct injection diesel engine fueled with biodiesel–diesel fuel blends." Fuel 95 (May 2012): 486–94. http://dx.doi.org/10.1016/j.fuel.2011.11.020.

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48

Burnete, Nicolae. "Separate direct injection of diesel and ethanol: A numerical analysis." Thermal Science 21, no. 1 Part B (2017): 451–63. http://dx.doi.org/10.2298/tsci160824274b.

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The purpose of this study is to investigate the theoretical possibility of using a pilot diesel injection for the auto-ignition of a main ethanol injection in a compression ignition engine. To this effect a predictive simulation model has been built based on experimental results for a diesel cycle (pilot and main injection) at 1500 and 2500 min?1, respectively. For every engine speed, in addition to the diesel reference cycle, two more simulations were done: one with the same amount of fuel injected into the cylinder and one with the same amount of energy, which required an increase in the quantity of ethanol proportional to the ratio of its lower heating value and that of diesel. The simulations showed that in all cases the pilot diesel led to the auto-ignition of ethanol. The analysis of the in-cylinder traces at 1500 min?1 showed that combustion efficiency is improved, the peak temperature value decrease with approximately 240 K and, as a result, the NO emissions are 3.5-4 times lower. The CO and CO2 values depend on the amount of fuel injected into the cylinder. At 2500 min?1 there are similar trends but with the following observations: the ignition delay increases, while the pressure and temperature are lower.

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Coşofreţ, Doru, Cătălin Popa, and Marian Ristea. "Study on the Greenhouse Gases Generated by the Direct Injection Diesel Engines Running on Biodiesel." International conference KNOWLEDGE-BASED ORGANIZATION 22, no. 3 (June 1, 2016): 616–21. http://dx.doi.org/10.1515/kbo-2016-0106.

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Abstract The formation of CO2 emissions is largely dependent on the carbon content of the fuel used in diesel engines and on the fuel consumption. The mixture of biodiesel in fossil fuels is in line with most of the research presented in the specialty literature, a method of reducing CO2 emissions from diesel engines. Due to these controversies on the obtained results, the research of the biodiesel effects blended with fossil fuels is still a matter of study. Therefore, a laboratory study has been conducted on a naturally aspirated 4-stroke diesel engine, using different mixtures (10, 15, 20, 25, 30, 40 and 50%) of diesel with biodiesel produced from oil rape. The results of the study revealed the fact that CO2 emissions of the blends used are lower than the same emissions produced when powering the engine with diesel fuel. Furthermore, of all blends used in the study, the 15% biodiesel mixture in diesel fuel was marked by a major decrease of CO2 emissions and of specific fuel consumption.

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Bird, G. L. "The Ford 2.5 Litre Direct Injection Naturally Aspirated Diesel Engine." Proceedings of the Institution of Mechanical Engineers, Part D: Transport Engineering 199, no. 2 (April 1985): 113–22. http://dx.doi.org/10.1243/pime_proc_1985_199_148_01.

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The advantages of a high-speed direct injection diesel over an indirect injection engine are well established. In the last decade many studies have been presented which suggest that most of the technical issues preventing operation at high speed have been overcome. The new Ford 2.5 litre engine introduces a first generation of production high-speed direct injection engines. Based on controlled high swirl air management, combined with high rates of fuel injection, the engine produces 52 kW at 4000 r/min. Initial installation of the 2.5 litre high-speed direct injection engine is in the Ford Transit range of vehicles where 25 per cent fuel economy improvements over its predecessor, the York 2.36 litre indirect injection engine, have been achieved. Designed to meet the demands of modern vehicle application, the engine includes many features to improve reliability and durability. This paper describes the engine systems and components of the engine, together with the key aspects of the performance development with specific reference to the actions employed to control noise.

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

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