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This study proposes a new combustion chamber concept for small DI diesel engines. Reduction of fuel adhering to the cavity wall, improvements in mixture formation, and an optimum distribution of mixture inside and outside the cavity are the main characteristics of the combustion chamber. The spray formation and it's distribution inside and outside the combustion chamber was investigated photographically in a small DI diesel engine with transparent cylinder and piston. Optimization of the fuel spray distribution inside and outside the cavity was attempted by changing the shape of the cavity entrance and the location where spray impinges on the lip. In addition improvements in the mixture formation of the impinging spray and reductions in the fuel adhering to the cavity wall were attempted by introducing a small step on the cavity side wall. The results were confirmed by analyzing the combustion and emission in an actual DI diesel engine.

This study investigated the effects of injection pressure and split injection on exhaust odor and engine noise in DI diesel engines. At idle, an injection pressure of 60 to 80 MPa resulted in the minimum exhaust odor with the least aldehyde and minimum THC formation. This is because of decreases in fuel adhering to the combustion chamber walls due to the shortest ignition delay and improved mixture formation at this pressure range. However, above 60 MPa there is no further shortening of the ignition delay and overleaning of the local mixture dominates at injection pressures above 100 MPa, where the exhaust odor increases again. The higher injection pressure of 60 to 80 MPa is favorable for emission reductions, but there are increases in engine noise and engine instability at idle. To reduce engine noise, further experiments with split injection were attempted.

Blue smoke and HC emissions from a direct injection diesel engine increase gradually during long idling operation (for a few hours). The extent of this increase depends on the injection nozzle specification and engine operating conditions. The accumulation of carbon deposits on the nozzle tip and combustion chamber wall will depend on these factors. Since the carbon absorbs fuel well, low volatility components can not evaporate during the combustion period and the unburned fuel emissions increase over time. This tendency changes according to fluctuations of spray shape and cylinder to cylinder fuel quantity variations.

Direct injection diesel engines emit a far more disagreeable exhaust odor at idling than gasoline engines, and with increasing numbers of DI diesel engines in passenger cars, it is important to promote the odor reduction research. High pressure injection in DI diesel engines promotes combustion and decreases particulate matter (PM) emissions, but injection pressures at idling and warm up are limited to 30∼40 MPa considering engine noise and vibration. In this pressure range, a part of the fuel adheres on the relatively cool combustion chamber walls and causes incomplete combustion, producing higher concentration of unburned HC and intermediate combustion components (aldehydes, other oxygenated compounds, etc.) with objectionable exhaust odors. To reduce the exhaust odor, oxidation catalysts are effective, but catalyst activity is poor at idling, when the exhaust gas temperature is low (about 100°C).

This study investigated the effect of high pressure injection and an oxidation catalyst on the exhaust odor of DI diesel engines. At idling an injection pressure of 60∼80 MPa resulted in the minimum exhaust odor, with the least aldehyde and minimum total hydrocarbon (THC). This is because of decreases in fuel adhering to the combustion chamber walls due to the shortest ignition delay at this pressure range. However, above 60 MPa there is no further shortening of the ignition delay and overleaning of the local mixture dominates at injection pressures above 100 MPa, where the exhaust odor increases again. The odor reduction at the optimum injection pressure and injection timing is not significant, and further experiments with an oxidation catalyst were performed. The oxidation catalyst was found less effective to reduce exhaust odor at long idling where the maximum catalyst temperature is only about 120°C.

Lean-burn engines now being developed employ in-cylinder injection which requires high pressures and so necessitates expensive injection equipment. The injection system proposed here is an air assisted in-cylinder injection system which is injecting a mixture of air and fuel in the cylinder during the intake stroke and allowing atomization at lower injection pressures than those necessary in compressing fuel with a usual solid injection. This time, the experiments used a testing engine of a 4 stroke gasoline OHV type replacing the Side Valve type. Performance with a small depression in the main combustion chamber was investigated with a spark plug and reed valve installed in the depression. The engine was operated then following the same method as last year (SAE 982698). As a result, the lean burn method employed here was possible over a wide range of engine speeds and loads. Moreover, it was also shown that this operation was possible with a fully opened throttle valve.

Exhaust odor of DI diesel engines is worse than that of gasoline engines, especially at low temperatures and at idling. As the number of passenger cars with DI diesel engines is increasing worldwide because of their low CO2 emissions, odor reduction research of DI diesel engines is important. Incomplete combustion is a major cause of exhaust odor. Generally, odor worsens due to overleaning of the mixture in the cylinder and due to fuel adhering on the combustion chamber walls. To confirm this, the influences of different engine running conditions and fuel properties were investigated. The reason for the changes in exhaust odor with injection timing is evaluated by considerations of optimum positions of the maximum heat release. With n-heptane, a low boiling point fuel, odorous emissions increase because of overleaning of the mixture.