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Viewing 1 to 30 of 62
1990-02-01
Technical Paper
900640
Noboru Miyamoto, Hideyuki Ogawa, Nobumasa Goto, Hiromi Sasaki
Soot emission from diesel engines generally increases with shorter ignition lags. However, the detailed process and mechanism of this phenomenon has not been well understood. This investigation attempts to observe and analyze the in-chamber soot formation process at various ignition lags by high-speed photography of the direct flame images and laser shadowgraphs as well as the laser light extinction. In the experiment, the separation of soot concentration from the soot-fuel mixture concentration was established by subtracting the laser light extinction intensity through a non-firing chamber from that through a firing chamber. It was found that the soot concentration in the swirl chamber reached a maximum value immediately after the start of combustion, and then decreased rapidly. With shorter ignition lags, the maximum and final soot concentrations in the chamber increased.
1987-09-01
Technical Paper
871612
Noboru Miyamoto, Zhixin Hou, Akira Harada, Hideyuki Ogawa, Tadashi Murayama
Experiments on a large number of soluble fuel additives were systematically conducted for diesel soot reduction. It was found that Ca and Ba were the most effective soot suppressors. The main determinants of soot reduction were: the metal mol-content of the fuel, the excess air factor, and the gas turbulence in the combustion chamber. The soot reduction ratio was expressed by an exponential function of the metal mol-content in the fuel, depending on the metal but independent of the metal compound. A rise in excess air factor or gas turbulence increased the value of a coefficient in the function, resulting in larger reductions in soot with the fuel additives. High-speed soot sampling from the cylinder showed that with the metal additive, the soot concentration in the combustion chamber was substantially reduced during the whole period of combustion. It is thought that the additive acts as a catalyst not only to improve soot oxidation but also to suppress soot formation.
1983-02-01
Technical Paper
830373
Tadashi Murayama, Noboru Miyamoto, Takemi Chikahisa, Hideyuki Ogawa
Forced ignition with glow plugs has great potential for the utilization of alcohol fuels in diesel engines. However, the installation of glow plugs may cause misfiring or knocking in parts of the operating range. This paper presents an analysis of the factors influencing the ignition characteristics of ethanol in a glow plug-assisted diesel engine; these factors may be classified into two categories: the factors related to the temperature history of the drop lets before contact with the glow plug, and those related to the probability of contact. By optimizing these factors, the combustion difficulties were successfully eliminated over the whole operating range, and engine performance comparable with conventional diesel operation was achieved.
1984-02-01
Technical Paper
840517
Tadashi Murayama, Hideyuki Ogawa, Noboru Miyamoto, Takemi Chikahisa
Spark-assisted diesel engines operated with alcohol fuels usually display misfiring or knocking problems. This paper presents an analysis of the factors influencing the ignition characteristics of ethanol in a swirl chamber diesel engine with a multi-spark ignitor. In the experiments, cycle-to-cycle combustion variations and the degree of knocking were investigated by changing engine parameters over a wide operating range. The results of the investigations showed that stable ignition and smooth combustion is achieved when a flammable mixture is formed in the vicinity of the spark plug when only a small amount of the injected fuel has evaporated. By optimizing the design factors, operation with high efficiency and low exhaust emissions was achieved.
2011-08-30
Technical Paper
2011-01-1820
Hari Setiapraja, Takuma Ozawa, Kosuke Hara, Kenji Yamazaki, Hideyuki Ogawa
Silent, clean, and efficient combustion was realized with emulsified blends of aqueous ethanol and diesel fuel in a DI diesel with pilot injection and cooled EGR. The pilot injection sufficiently suppressed the rapid combustion to acceptable levels. The thermal efficiency with the emulsified fuel improved as the heat release with the pilot injection was retarded to near top dead center, due to poor ignitability and also due to a reduction in afterburning. With the emulsified fuel containing 40 vol% ethanol and 10 vol% water (E40W10), the smokeless operation range can be considerably extended even under low fuel injection pressure or low intake oxygen content conditions.
2011-08-30
Journal Article
2011-01-1791
Hu Zhang, Ryo Hasegawa, Hideyuki Ogawa
Port injection of ethanol addition as an ignition inhibitor was implemented to control ignition timing and expand the operating range in DME fueled HCCI combustion. The ethanol reduced the rate of low-temperature oxidation and consequently delayed the onset of the high-temperature reaction with ultra-low NOx over a wide operating range. Along with the ethanol addition, changes in intake temperature, overall equivalence ratio, and engine speed are investigated and shown to be effective in HCCI combustion control and to enable an extension of operation range. A chemical reaction analysis was performed to elucidate details of the ignition inhibition on low-temperature oxidation of DME-HCCI combustion.
2013-10-15
Journal Article
2013-32-9022
Hideyuki Ogawa, Gen Shibata, Takaki Kato, Hari Setiapraja, Kosuke Hara
Water and diesel fuel emulsions containing 13% and 26% water by volume were investigated in a modern diesel engine with relatively early pilot injection, supercharging, and cooled EGR. The heat release from the pilot injection with water emulsions is retarded toward the top dead center due to the poor ignitability, which enables larger pilot and smaller main injection quantities. This characteristic results in improvements in the thermal efficiency due to the larger heat release near the top dead center and the smaller afterburning. With the 26% water emulsion, mild, smokeless, and very low NOx operation is possible at an optimum pilot injection quantity and 15% intake oxygen with EGR at or below 0.9 MPa IMEP, a condition where large smoke emissions are unavoidable with regular unblended diesel fuel. Heat transfer analysis with Woschni's equation did not show the decrease in cooling loss with the water emulsion fuels.
2013-10-15
Journal Article
2013-32-9054
Qian Xiong, Kazuki Inaba, Hideyuki Ogawa, Gen Shibata
The influence of fuel properties on the operational range and the thermal efficiency of premixed diesel combustion was evaluated with an ordinary diesel fuel, a primary reference fuel for cetane numbers, three primary reference fuels for octane numbers, and two normal heptane-toluene blend fuels in a single-cylinder DI diesel engine. The fuel injection timing was set at 25°CA BTDC and the maximum rate of pressure rise was maintained below 1.0 MPa/°CA when lowering the intake oxygen concentration by cooled EGR. With increasing octane numbers, the higher intake oxygen concentration can be used, resulting in higher indicated thermal efficiency due to a higher combustion efficiency. The best thermal efficiency at the optimum intake oxygen concentration with the ordinary diesel fuel is lower than with the primary reference fuels with the similar ignitability but higher volatility.
2014-04-01
Technical Paper
2014-01-1293
Gen Shibata, Hirooki Ushijima, Hideyuki Ogawa, Yushi Shibaike
Abstract When fuel is vaporized and mixed well with air in the cylinder of premixed diesel engines, the mixture auto-ignites in one burst resulting in strong combustion noise, and combustion noise reduction is necessary to achieve high load premixed diesel engine operation. In this paper, an engine noise analysis was conducted by engine tests and simulations. The engine employed in the experiments was a supercharged single cylinder DI diesel engine with a high pressure common rail fuel injection system. The engine noise was sampled by two microphones and the sampled engine noise was averaged and analyzed by an FFT sound analyzer. The engine was equipped with a pressure transducer and the combustion noise was calculated from the power spectrum of the FFT analysis of the in-cylinder pressure wave data from the cross power spectrum of the sound pressure of the engine noise.
2014-11-11
Journal Article
2014-32-0003
Gen Shibata, Ryota Kawaguchi, Soumei Yoshida, Hideyuki Ogawa
Abstract The chemical composition of marketed gasoline varies depending on the crude oil, refinery processes of oil refineries, and season. The combustion characteristics of HCCI engines are very sensitive to the fuel composition, and a fuel standard for HCCI is needed for HCCI vehicles to be commercially viable. In this paper, the effects of the structure of the fuel components on auto-ignition characteristics and HCCI engine performance were investigated. The engine employed in the experiments is a research, single cylinder HCCI engine with a compression ratio of 14.7. The intake manifold was equipped with a heater attachment allowing control of the intake air temperature up to 150 °C at 2000 rpm. Thirteen kinds of hydrocarbons, 4 kinds of paraffins, 3kinds of naphthenes, and 6 kinds of aromatics, were chosen for the investigation, and 20vol% of each of the pure hydrocarbons was blended with the 80 vol% of PFR50 fuel.
2015-04-14
Technical Paper
2015-01-0825
Gen Shibata, Koki Ishi, Hirooki Ushijima, Yushi Shibaike, Hideyuki Ogawa, David E. Foster
Abstract Premixed diesel combustion offers the potential of high thermal efficiency and low emissions, however, because the rapid rate of pressure rise and short combustion durations are often associated with low temperature combustion processes, noise is also an issue. The reduction of combustion noise is a technical matter that needs separate attention. Engine noise research has been conducted experimentally with a premixed diesel engine and techniques for engine noise simulation have been developed. The engine employed in the research here is a supercharged, single cylinder DI diesel research engine with a high pressure common rail fuel injection system. In the experiments, the engine was operated at 1600 rpm and 2000 rpm, the engine noise was sampled by two microphones, and the sampled engine noise was averaged and analyzed by an FFT sound analyzer.
2015-04-14
Technical Paper
2015-01-0863
Hideyuki Ogawa, Peilong Zhao, Taiki Kato, Gen Shibata
Abstract Dual fuel combustion with premixed natural gas as the main fuel and diesel fuel as the ignition source was investigated in a 0.83 L, single cylinder, DI diesel engine. At low loads, increasing the equivalence ratio of natural gas to around 0.5 with intake throttling makes it possible to reduce the THC and CO emissions as well as to improve the thermal efficiency. At high loads, increasing the boost pressure moderates the combustion, but increases the THC and CO emissions, resulting in deterioration of the thermal efficiency. The EGR is essential to suppress the rapid combustion. As misfiring occurs with a compression ratio of 14.5 and there is excessively rapid combustion with 18.5 compression ratio, 16.5 is a suitable compression ratio.
2014-11-11
Technical Paper
2014-32-0127
Hideyuki Ogawa, Gen Shibata, Yuhei Noguchi, Mutsumi Numata
Abstract Diesel-like combustion of an emulsified blend of water and diesel fuel in a constant volume chamber vessel was visualized with high speed color video, further analyzing with a 2-D two color method and shadowgraph images. When the temperature at the fuel injection is 900 K, here while the combustion with unblended diesel fuel in the vessel is similar to ordinary diesel combustion with diffusive combustion, combustion with the emulsified fuel is similar to premixed diesel combustion with a large premixed combustion and very little diffusive combustion. With the emulsified fuel the flame luminosity and temperature are lower, the luminous flame and high temperature regions are smaller, and the duration of the luminous flame is shorter than with diesel fuel. This is due to promotion of premixing with increases in the ignition delay and decreases in the combustion temperature with the water vaporization.
2010-04-12
Technical Paper
2010-01-0866
Hideyuki Ogawa, Hari Setiapraja, Toshihiro Nakamura
Premixed diesel combustion modes including low temperature combustion and MK combustion are expected to realize smokeless and low NOx emissions. As ignition must be delayed until after the end of fuel injection to establish these combustion modes, methods for active ignition control are being actively pursued. It is reported that alcohols including methanol and ethanol strongly inhibit low temperature oxidation in HCCI combustion offering the possibility to control ignition with alcohol induction. In this research improvement of diesel combustion and emissions by ethanol intake port injection for the promotion of premixing of the in-cylinder injected diesel fuel, and by increased EGR for the reduction of combustion temperature.
2009-06-15
Journal Article
2009-01-1870
Hideyuki Ogawa, Fumihiro Taga
The volatile organic compounds (VOC) from diesel engines, including formaldehyde and benzene, are concerned and remain as unregulated harmful substances. The substances are positively correlated with THC emissions, but the VOC and aldehyde compounds at light load or idling conditions are more significant than THC. When coolant temperatures are low at light loads, there are notable increases in formaldehyde and acetaldehyde, and with lower coolant temperatures the increase in aldehydes is more significant than the increase in THC. When using ultra high EGR so that the intake oxygen content decreases below 10%, formaldehyde, acetaldehyde, benzene, and 1,3-butadiene increase significantly while smokeless and ultra low Nox combustion is possible.
2014-10-13
Technical Paper
2014-01-2687
Hideyuki Ogawa, Gen Shibata, Taiki Kato, Peilong Zhao
Abstract Dual fuel combustion with premixed ethanol as the main fuel and direct injection of diesel fuel as an ignition source poses problems including large unburned emissions and excessively rapid combustion. In this report the influence of compression ratios, injection timings of diesel fuel, and intake oxygen concentrations was systematically investigated in a modern diesel engine. The combustion process was classified into three stages: the first rapid combustion of diesel fuel and the ethanol mixture entrained into the diesel fuel spray; the second mild combustion with flame propagation of the ethanol mixture; and the third rapid combustion with auto-ignition of the unburned ethanol mixture without knocking. The third stage combustion occurs occasionally at several operating conditions and has been termed as PREMIER (premixed mixture ignition in the end-gas region) combustion.
2013-10-14
Technical Paper
2013-01-2624
Qian Xiong, Kazuki Inaba, Tatstunori Obe, Hideyuki Ogawa, Gen Shibata
The influence of fuel volatility on the thermal efficiency of premixed diesel combustion was evaluated with three ordinary diesel fuels with different distillation temperature distributions and also with a primary reference fuel with an octane number of 20 (PRF20) as a high volatility fuel. The experiments were conducted on a single-cylinder DI diesel engine for the premixed diesel combustion with a single injection at 11% intake oxygen concentration and conventional diesel combustion with a pilot fuel injection at 21% intake oxygen concentration. With the premixed diesel combustion, the indicated thermal efficiencies with the ordinary diesel fuels were lower than with PRF20 although the shapes of the rate of heat release and the combustion efficiencies calculated from the exhaust gas components were almost unchanged. With the conventional diesel combustion, the indicated thermal efficiencies with the ordinary diesel fuels and PRF20 were similar.
2013-04-08
Technical Paper
2013-01-0899
Hideyuki Ogawa, Gen Shibata, Xueming Jin, Toshiyuki Hirose, Naoki Kono
Low NOx and soot free premixed diesel combustion can be realized by increasing ignition delays in low oxygen atmospheres, as well as the combustion here also depends on fuel ignitability. In this report single intermittent spray combustion with primary reference fuels and a normal heptane-toluene blend fuel under several oxygen concentrations in a constant volume combustion vessel was analyzed with high-speed color video and pressure data. Temperature and KL factor distributions are displayed with a 2-D two-color method. The results show that premixing is promoted with a decrease in oxygen concentration, and the local high temperature regions, above 2200 K, as well as the duration of their appearance decreases with the oxygen concentration. With normal heptane, mild premixed diesel combustion can be realized at 15 vol% oxygen and there is little luminous flame.
2012-10-23
Journal Article
2012-32-0017
Hideyuki Ogawa, Hari Setiapraja, Kosuke Hara, Gen Shibata
Combustion and exhaust gas emissions of alcohol and vegetable oil blends including a 20% ethanol + 40% 1-butanol + 40% vegetable oil blend and a 50% 1-butanol + 50% vegetable oil blend were examined in a single cylinder, four-stroke cycle, 0.83L direct injection diesel engine, with a supercharger and a common rail fuel injection system. A 50% diesel oil + 50% vegetable oil blend and regular unblended diesel fuel were used as reference fuels. The boost pressure was kept constant at 160 kPa (absolute pressure), and the cooled low pressure loop EGR was realized by mixing with a part of the exhaust gas. Pilot injection is effective to suppress rapid combustion due to the lower ignitability of the alcohol and vegetable oil blends. The effects of reductions in the intake oxygen concentration with cooled EGR and changes in the fuel injection pressure were investigated for the blended fuels.
2013-04-08
Technical Paper
2013-01-0313
Gen Shibata, Yushi Shibaike, Hirooki Ushijima, Hideyuki Ogawa
To determine the engine noise reduction methods, an engine noise research was conducted experimentally with a PCCI diesel engine. The engine employed in the experiments was a supercharged, single-cylinder DI diesel engine with a high pressure common rail fuel injection system. The engine noise was sampled by two microphones and the sampled engine noise was averaged and analyzed by an FFT sound analyzer. The engine was equipped with a pressure transducer and the combustion noise was calculated from the power spectrum of the FFT analysis of the in-cylinder pressure wave form and the cross power spectrum of the sound pressure of the engine noise. It is well known that the maximum pressure rise rate is the main parameter related to the engine noise. The PCCI engine was operated at a 1.0 MPa/°CA maximum pressure rise rate to eliminate the effects of the maximum pressure rise rate, and parameters which had the dominant effect on engine noise and combustion noise were determined.
2012-04-16
Technical Paper
2012-01-0853
Tie Li, Hideyuki Ogawa, Riichi Moriwaki, Teruo Suzuki
Characteristics of diesel combustion with low cetane number fuels with similar distillation temperatures to ordinary diesel fuel, including fuels with cetane number 32 and 39 (LC32, LC39), and a blend of n-cetane (n-hexadecane) and iso-cetane (2, 2, 4, 4, 6, 8, 8-heptamethylnonane) with cetane number 32 (CN32), were investigated. The effects of cooled exhaust gas recirculation (EGR) and pilot injection on characteristics of combustion and exhaust gas emissions with these fuels were examined in a naturally aspirated, single cylinder, diesel engine equipped with a common-rail fuel injection system. Even with the low cetane number fuels, quiet combustion with low levels of exhaust gas emissions comparable to ordinary diesel fuel was established by suitable control of intake oxygen levels and pilot injections.
2012-09-10
Technical Paper
2012-01-1577
Gen Shibata, Hideyuki Ogawa
The HCCI engine offers the potential of low NOx emissions combined with diesel engine like high efficiency, however HCCI operation is restricted to low engine speeds and torques constrained by narrow noise (HCCI knocking) and misfiring limits. Gasoline like fuel vaporizes and mixes with air, but the mixture may auto-ignite at the same time, leading to heavy HCCI knocking. Retarding the CA50 (the crank angle of the 50% burn) is well known as a method to slow the maximum pressure rise rate and reduce HCCI knocking. The CA50 can be controlled by the fuel composition, for example, di-methyl ether (DME), which is easily synthesized from natural gas, has strong low temperature heat release (LTHR) characteristics and ethanol generates strong LTHR inhibitor effects. The utilization of DME-ethanol binary blended fuels has the potential to broaden the HCCI engine load-speed range.
1993-03-01
Technical Paper
930976
Noboru Miyamoto, Hideyuki Ogawa, Masahiko Shibuya, Naohide Fuwa
Abstract Time series analysis of diesel exhaust gas emissions under transient operation was carried out using a uniquely developed gas sampling system to efficiently collect all exhaust gas throughout transient cycles. The effects of fuel properties and other engine operation parameters on the exhaust emissions under transient runs when fuel amounts abruptly increase were analyzed. The results showed that THC increased abruptly to 2 or 6 times the final steady-state concentration immediately after the start of acceleration and then decreased to the steady-state values after 70∼200 cycles. At acceleration, NOx increased abruptly to about 80 % of the final NOx concentration, and then increased gradually to reach the final values after 60∼500 cycles. The behaviors of THC and NOx during transient operation can be described by exponential functions of the elapsed cycle numbers and the final emission concentrations.
1993-03-01
Technical Paper
930970
Akihiro Kido, Hideyuki Ogawa, Noboru Miyamoto
Mixture formation processes of intermittent gas jets were visualized and quantified with high accuracy by a uniquely developed LIF technique (LIFA). Mixture strength inside gas jets was quantified by the fluorescence of iodine in the ambient gas excited by the sheet light of a Nd:YAG laser Two dimensional images of intermittent gas jets of various velocities were continuously recorded with VTR and quantified with high accuracy. The optimum conditions for measurements and accuracy with the LIFA technique were investigated. At the optimum setting of the initial iodine concentration in the ambient gas, accuracies better than 95% were obtained for the ambient gas entrainment ratio or jet concentration. The experimental results show that considerable amounts of ambient gas entrain just under the umbrella-like profile at the top of the jet. The mean jet concentration decreased with decreased nozzle diameter (D), and time elapsed after injection (Δt).
1998-02-01
Technical Paper
980146
Akihiro Kido, Shiro Kubota, Hideyuki Ogawa, Noboru Miyamoto
A new method to simultaneously measure temperature and concentration distributions in unsteady gas jets was established with an adaptation of the laser-induced fluorescence of iodine molecules seeded into ambient gas. Using the temperature dependence of iodine fluorescence spectra, the local temperature inside jets was determined with the ratio between the fluorescence intensities of two visualized images with different wavelengths. Jet concentrations were also determined with the images for the temperature measurements. The method was applied to an unsteady argon jet injected into hot argon-iodine ambient gases. The experimental results showed that the local temperature distribution in an unsteady gas jet were quite similar to the local concentration distributions.
1997-02-24
Technical Paper
970750
Noboru Miyamoto, Hideyuki Ogawa, Akiyuki lemura, Iman K. Reksowardojo
Cycle-to-cycle changes in diesel exhaust gas emissions were investigated under two transient operation patterns: One, “an interval step decreasing and increasing load”, where the fuel amount is rapidly decreased from high to low loads, and after an interval, Δtint the fuel amount is abruptly returned to the initial level. The other is “a ramp increasing load”, where the fuel amount is increased gradually. Except just after the step increase in fuel amounts, the THC emissions were almost completely determined by the piston wall temperature and fuel amount. However, the THC concentrations immediately after the step increase in fuel amounts were much higher than the value of the corresponding steady state operation with the same piston wall temperature. This overshoot concentration, ΔTHC, was almost constant at different intervals, Δtint and it can be suppressed by ramp increased loading.
1998-02-23
Technical Paper
980506
Noboru Miyamoto, Hideyuki Ogawa, Nabi Md. Nurun, Kouichi Obata, Teruyoshi Arima
Diesel combustion and emissions with four kinds of oxygenated agents as main fuels were investigated. Significant improvements in smoke, particulate matter, NOx, THC, and thermal efficiency were simultaneously realized with the oxygenates, and engine noise was also remarkably reduced for the oxygenates with higher ignitability. The improvements in the exhaust emissions and the thermal efficiency depended almost entirely on the oxygen content in the fuels regardless of the oxygenate to diesel fuel blend ratios and type of oxygenate. The unburned THC emission and odor intensity under starting condition with an oxygenate were also much lower than with conventional diesel fuel.
1996-10-01
Technical Paper
962115
Noboru Miyamoto, Hideyuki Ogawa, Teruyoshi Arima, Kenji Miyakawa
The effect of eight kinds of oxygenated agents added to diesel fuels on the combustion and emissions was investigated in a DI diesel engine. The results showed significant smoke and particulate suppression without increases in NOx with every oxygenated agent. The emissions decreased linearly with increasing oxygen content in the fuels, almost regardless of the kind of oxygenated agent. The improvement in smoke and particulate emissions with the oxygenated agent addition was more significant for lower volatility fuels. Combustion analysis with the two-dimensional two color method showed that soot concentration in the flame during the combustion process decreased with the addition of the oxygenated agent while the flame temperature distribution was almost unchanged.
1994-03-01
Technical Paper
940675
Noboru Miyamoto, Hideyuki Ogawa, Toshio Shudo, Fumiaki Takeyama
A new concept DISC engine equipped with a two-stage injection system was developed. The engine was modified from a single cylinder DI diesel engine with large cylinder diameter (135mm). Combustion characteristics and exhaust emissions with regular gasoline were examined, and the experiments were also made with gasoline-diesel fuel blends with higher boiling temperatures and lower octane numbers. To realize stratified mixture distribution in combustion chamber flexibly, the fuel was injected in two-stages: the first stage was before the compression stroke to create a uniform premixed lean mixture and the second stage was at the end of the compression stroke to maintain stable ignition and faster combustion. In this paper, the effect of the two-stage injection on combustion and exhaust emissions were analyzed under several operating conditions.
1994-03-01
Technical Paper
940676
Noboru Miyamoto, Hideyuki Ogawa, Masahiko Shibuya, Keiji Arai, Olivier Esmilaire
The influence of the molecular structure of hydrocarbon fuels on soot, SOF, and NOx emissions from a diesel engine was analyzed while ignition delay and other physical fuel properties were kept constant. Mixtures of normal paraffin (n-tetradecane) and iso-paraffin (heptamethylnonane) were used as a base fuel and one of 5 kinds of hydrocarbons including mono-aromatic, di-aromatic, and non-aromatic was added. The aromatic content varied in the range of 0-60 vol % for the mono-aromatic fuels and 0-40 vol % for the di-aromatic fuels. The experimental results showed that regardless of the molecular structure of the fuel, both particulate and NOx emissions increased linearly with the C/H atomic ratio of the fuels under constant ignition lag. The increase in particulate emissions with C/H atomic ratio was caused by increases in dry soot. The SOF, THC, and BSEC were little affected by the C/H atomic ratio and molecular structure of the fuels.
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