HCCI and PPC Test Questions with Correct Answers
Comparison with conventional diesel - Answer-Luminous yellow flame in conventional mode (sootradiation), Almost blue flame in MK mode (more premixed)
load limit for Nissan MK - Answer-Fuel injection should be finished before autoignition, positi...
Comparison with conventional diesel - Answer-Luminous yellow flame in conventional
mode (sootradiation), Almost blue flame in MK mode (more premixed)
load limit for Nissan MK - Answer-Fuel injection should be finished before autoignition,
positive ignition dwell
in Nissan MK, there is an Extended ignition delay through - Answer-large amounts of
cooled EGR
shorter injection through - Answer-Higher injection pressure-Injector with high flow
number
challenges for modeling soot formation includes - Answer-3D modelling, turbulence
models and detailed chemistry
soot formation mainly depends on - Answer-local temp and equivalence ratio
Absence of soot is not explained by increased premixing since - Answer-equivalence
ratio-distribution similar in both cases
Lower combustion temperature affects - Answer-soot and NOx chemistry
drawbacks of PPC and Nissan MK - Answer-Limited load range, Need excessive EGR
levels, Poor combustion efficiency
Phasing HCCI combustion late helps - Answer-burn rate but reduces eta_comb
PPC is based on - Answer-increasing the ignition delay compared to a diesel engine
Reasoning behind low cetane fuels - Answer-If the aim is to extend the ignition delay,
why use a fuel that is designed to autoignite easily?
The first and second ignition: - Answer-at 60 CAD BTDC creates a homogeneous
mixture, Does not react during compression (due to EGR), The second around TDC
Triggers autoignition
By increasing EGR, the indicated efficiency - Answer-improves as a result of both a
decrease in heat transfer and exhaust loss.
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