Fuel 154 (2015) 123131

Contents lists available at ScienceDirect

Fuel
journal homepage: www.elsevier.com/locate/fuel

Exergy analysis of air injection at various loads in a natural aspirated

direct injection diesel engine using multidimensional model
S. Jafarmadar , M. Mansoury
Mechanical Engineering Department, University of Urmia, Urmia, West Azerbaijan 57561-15311, Iran

h i g h l i g h t s
 Exhaust temperature increase by 6.5%, 6.5%, 7.54%, and 7.99%.
 The accumulative burn fuel exergy increases by 10%, 7.8%, 7.2%, and 8.3%.
 The irreversibility increases by 12.8%, 14.7%, 13.4% and 13.7%.
 The exergy efciency decreases by 5.69%, 10.5%, 10.9%, and 10.8%.

a r t i c l e

i n f o

Article history:
Received 31 May 2014
Received in revised form 7 February 2015
Accepted 12 March 2015
Available online 2 April 2015
Keywords:
Air-cell
Air injection
Exergy
Load
Irreversibility
Multidimensional modeling

a b s t r a c t
Research studies indicate that the Soot and NOx emissions in natural aspirated DI diesel engines, can be
reduced through applying an air jet. In order to achieve this aim, an air-cell can be designed inside the
piston body by maintaining the performance parameters. The diameter of the air cell is 35 mm and its
height is 1.2 mm and the diameter of the throats is 1 mm. At the present work, however, exergy analyses
are carried out for an MT4.244 engine, which is modeled with an air-cell. Energy analyses and numerical
combustion have been performed for compression ratios of 25%, 50%, 75% and 100% full load. A three-dimensional CFD code is employed for this purpose in a closed cycle. The numerical results of cylinder pressure are compared with the measured experimental data and show a good agreement. Exergy analysis is
carried out using an in-house computational developed code which uses the results of combustion and
energy analysis. Various rates and the cumulative exergy components are identied separately for two
engine cases at various loads. The comparison of the results show that, as load engine increases from
25% to 100% full load (in 25% increments), the exergy efciency in air injection engine decreases by
5.69%, 10.5%, 10.9%, and 10.8% in comparison to baseline engine.
2015 Elsevier Ltd. All rights reserved.

1. Introduction
Nowadays, DI diesel engines are being used more frequently
than other engines due to their higher efciency. Although NOx
and Soot emissions generated in these engines are higher than
those of Indirect Injection (IDI) diesel engine, but there are utilitarian technologies to reduce these emissions. Due to contrasting
behavior in Soot and NOx emissions production, it is essential to
employee an appropriate methodology to reduce the corresponding emissions [1]. Some of the useful technologies to reduce the
Soot and NOx, which have been adopted so far, include high-pressure fuel injection, multiple injections, advancing and retarding the
fuel injection time and using swirl with higher intensity [28]. In

Corresponding author. Tel.: +98 441 2972000; fax: +98 441 2773591.
E-mail address: s.jafarmadar@urmia.ac.ir (S. Jafarmadar).
http://dx.doi.org/10.1016/j.fuel.2015.03.026
0016-2361/ 2015 Elsevier Ltd. All rights reserved.

the other method, the amount of Soot and NOx reduced signicantly by adopting air-cell inside piston body [912].
In order to improve engine performance and emissions formation, the combustion and emission processes are studied more
thoroughly these days, implemented by applying the rst and second laws of thermodynamics. Exergy is the key concept in the second law analysis; that has roots in more fundamental concept,
energy availability, which has been introduced in [13]. For analyzing the performance of engine subsystems, exergy analysis can be a
useful alternative to energy analysis, because it is able to reveal
more information about engine processes [1416]. Over the years,
many reports have been published on details over the use of the
second law of thermodynamics with respect to internal combustion engines [1720]. A summary of other studies on the subject
of DI and IDI diesel engine was provided below.
Jafarmadar and Zehni [21] carried out a numerical analysis
about the effect of dwell time duration in a two-stage injection

124

S. Jafarmadar, M. Mansoury / Fuel 154 (2015) 123131

Nomenclature
E
G
Ex
S
T
kk
I
y

internal energy (J)

Gibbs function (J)
exergy (J)
entropy (J/K)
temperature (K)
number of species
irreversibility (J/K)
mass fraction of species

Greek letters
l
chemical potential (J/kg)
h
crank angle (degree)
z
number of carbon atom
Abbreviations
BTDC
before top dead center
ATDC
after top dead center
EVO
exhaust valve opening (degree)

scheme on exergy terms in an IDI diesel engine by three-dimensional modeling. The results show that the results show that the
values of work exergy and exergy efciency decrease when the
dwell duration is changed from 5CA to 30CA. Also, there is a
sharp change in the exergy parameters when the dwell time
reaches 25CA. Jafarmadar and Javani [22] investigated an HCCI
engine, fuelled with the mixture of dimethyl ether (DME) and
natural gas (NG) in terms of exergy. They showed that when the
excess air ratios of DME increases at constant air ratio of NG,
exergy efciency increases by 30.2% while irreversibility decreases
by 15.4%. Moreover, increase in initial temperature brings about
the irreversibility reduction and increases the heat loss exergy.
Amjad et al. [23] used a single-zone model to perform a numerical
availability analysis for the combustion of n-heptane and natural
gas blends in Homogenous Charge Compression Ignition (HCCI)
engines. Hosseinzadeh et al. [24] carried out a numerical study
by comparing the thermal, radical and chemical effects of EGR
gases using a single-zone model to analyze availability in dual-fuel
engines operated at 50% loads. Turan [25] studied exergeticinuence of some design parameters on the small turbojet engine for
unmanned air vehicle applications. Jafarmadar [26] studied the
effect of EGR mass fraction on exergy terms in an indirect injection
diesel engine. He showed that, as EGR mass fraction increases from
0% to 30% (in 10% increments), exergy efciency decreases from
31.74% to 25.38%. Also, the cumulative irreversibility related to
the combustion chamber decreases from 29.8% of the injected fuel
exergy to 25.5%. Jafarmadar [27] carried out a numerical exergy
analysis in pre-chamber and main chamber of an indirect injection
diesel engine by three-dimensional model. Also in another
research, Jafarmadar [28] carried out a numerical analysis about
the effect of engine load on the exergy terms of an (indirect injection) IDI diesel engine by three-dimensional modeling. Jafarmadar
et al. [29] carried out an exergy analysis at various loads in an IDI
low heat rejection diesel engine by three-dimensional modeling.
They showed that the best operational load is 75% full load from
second law viewpoint.
The study of the relevant literature shows that no attempt has
been done up to now in order to three dimensionally study the
effects of air injection at various loads on the exergy terms in DI
naturally aspirated diesel engine. In the present numerical work,
the effect of creating an air jet by embedding an air-cell within piston on combustion parameters in a DI diesel engine has been studied at various loads from the second law perspective.

CA
EBU
ID

crank angle (degree)

eddy break up
ignition delay(crank angle)

Subscript
ch
tm
f
w
Q
0
pr
ox
fuel

relating to chemical exergy

relating to thermo-mechanical exergy
relating to fuel
associated with work transfer
associated with heat transfer
dead state, or environment state
relating to combustion products
relating to oxidants
relating to fuel

Superscript
0
restricted dead state

2. Initial and boundary conditions

Inlet temperature at 300 K, initial pressure at 1.85 bar, and
engine speed at 2000 rpm are set to be. In-cylinder swirl for both
base and modied conditions are considered to be uniform, the
amount of exhaust gas recirculation is assumed to be zero.
Regarding that the analysis is done on the closing cycle, from
intake valve closure (140 BTDC) to exhaust valve opening (130
ATDC), so the domain of the calculation include the space of cylinder, which is divided into head, liner and piston bowl. Simulation
of modied engine condition follows the above-mentioned process. In this condition, an air cell and four throats are added to
the initial geometry. The diameter of the air cell is 35 mm and its
height is 1.2 mm. The diameter of the throats is 1 mm. Fig. 1(a)
and (b) demonstrates the simulated engines in base and modied
conditions, respectively. In order to investigate grid dependency,
combustion chamber pressure at 100% load condition for 22,504
cells and 56,321 cells is presented in Fig. 1(c). As can be seen in
the gure, increasing or decreasing the number of the cells has
no effect on the results. Boundary temperatures in the combustion
chamber are as follow:
Head temperature: 510 K. Piston temperature: 540 K. Cylinder
temperature: 480 K.
3. Energy analysis
In the present work, AVL Fire U. 8.3 software is used for numerical simulation of combustion, exhaust emissions, and precise modeling of spraying fuel jet and injecting droplets [30]. The
investigated engine is a direct injection diesel engine MT. 4.244
made by Motor Sazan Iran company and its specications are given
in Table 1. In order to explore the effects of air jet, an air cell is
annexed to the main combustion chamber. It should be mentioned
that compression ratio in both base and modied engines were
equal. For the 3D simulation, rstly engine cylinder is modeled
by Solid work software. Considering the strategy applied in AVL
Fire software for creating meshes, there is a need to create a surface mesh for the model. Thus, the mentioned mesh is created by
fame hybrid assistant tool in AVL Fire software while the piston
is located in top dead center. Next, complicated 3D simulation of
engine and creating moving mesh is carried out by means of fame
engine plus tool in AVL Fire. The modeling of the auto ignition for
hydrocarbon fuel is carried out by Shell auto-ignition model. The

125

S. Jafarmadar, M. Mansoury / Fuel 154 (2015) 123131

Fig. 1. Computational geometries for (a) baseline engine, (b) modied engine and (c) grid dependency based on the in-cylinder pressure.

Table 1
Specications of MT4.244DI diesel engine.
Number of cylinders
Number of intake valves
Bore  stroke (mm)
Cubic capacity
Compression ratio
Max power
Max toque
Combustion system
Rotation
Fuel injection
Cooling
Duration of injection (deg)
Number of nozzle orice  diameter (mm)
Displacement (lit)
Rate of fuel injected (kg/hr)
Combustion chamber

4-in line, vertical

1 per cylinder
100  127
3.99 l
17.5:1
82 bhp @ 2000 rpm
360 N m @ 1300 rpm
Direct injection
Clockwise, viewed from front
DPA pump
Water cooled with oil cooler
20
5  0.276
3.99
15.22
Reentrant

Eddy Break-up model (EBU) based on the turbulent mixing is used

for modeling of the combustion process.
During the pre-mixed combustion, due to insufcient air inside
the main combustion chamber in modied situation, heat release
rate and combustion pressure for base condition is more than that
for modied engine. At diffusion combustion stage, owing to the
entrance of oxygen from air cell into the combustion chamber during the course of expansion, the rate of available oxygen at this
stage increases; combustion occurs more intensely during this period for modied condition than that for base engine [11].
4. Exergy analysis
The exergy of a system is the maximum amount of work that
can be gain from that system when it reaches mechanical, thermal

and chemical equilibrium with its atmosphere. This state of equilibrium is dened as the dead state of the system and it is dependent on the pressure, temperature and composition of the
atmosphere. According to [3133], the total exergy of a system
(i.e., thermo-mechanical plus chemical exergies) is equal to:

Ex Exch Extm E  P0 V  T 0 S 

kk
X

l0i mi

i1

where l0i is the chemical potential of species i at the true dead state,
and mi is the mass of species i.
The equation of exergy balance for the inside of the DI
engine chamber, on crank angle basis, is expressed as follows
[35]:

dEx dExw dExq dI dExf



dh
dh
dh
dh
dh

Exw denotes the work exergy done by the system and it is

dened as:

dExw
dV
P  P 0
dh
dh

Also, Exq represents the exergy associated with heat

transfer across the chamber boundary. Its variation with crank
angle is:



dExq
T 0 dQ
1
dh
T dh

I is the destruction exergy associated with the combustion process and it can be dened as:
kk
dI T 0 X
dm

l i
dh
T i1 i dh

126

S. Jafarmadar, M. Mansoury / Fuel 154 (2015) 123131

where index i includes all the reactants and products. For perfect
gases, li g i .
The exergy of liquid hydrocarbon fuels (C z Hy ), which are used in
compression ignition engines, is approximated by [34]:



y 0:042
;
afuel LHV 1:04224  0:011925
z
z

dExfuel
dmfuel
afuel
dh
dh
6

The exergy efciency can be dened as the ratio of indicated

work over total input chemical exergy. For the closed part of the
cycle in an engine, the exergy efciency is dened as:

gII

W net
Exfuel

5. Results and discussion

Calculations are carried out on an MT. 4.244 direct injection diesel engine at 25% load, 50% load, 74% load, and 100% load. Fig. 2
depicts the comparisons of in-cylinder pressure in the base engine
by experimental results. It is seen that there is a good agreement
between the obtained and experimental results. It should be mentioned that the peak pressure discrepancy between the computational and experimental models is less than 4%.
Fig. 3 shows the comparisons of in-cylinder average temperature for both base and air injection engines at four working modes
of the engines. By decreasing the pressure inside the main chamber
at expansion stroke, the reserved air in the air cell injects into the
main chamber and causes better combustion of the remaining fuel.
By creating air jet, because of increasing of combustion rate at nal

Fig. 2. Comparison of predicted and measured engine in-cylinder pressure for the base engine at (a) 100% load and (b) 75% load, (c) 50% load and (d) 25% load in engine speed
2000 rpm.

S. Jafarmadar, M. Mansoury / Fuel 154 (2015) 123131

Fig. 3. The variation of temperature in cylinder with crank angle position for
baseline and air injection engines at various loads and engine speed 2000 rpm.

combustion stage, the exhaust temperature from the combustion

chamber increases in all four working modes of the engines. This
phenomenon is observable in this Figure. Increases in the exhaust
temperature are as follows; 4.2% at 25% load condition, 6.1% at 50%
load, 7% at 75% load, and 7.4% at 100% load. Also, the value of peak
temperature in air injection case is higher than of baseline case at
25% load due to more improving of combustion process in low
pressure injection. Therefore, the effect of air injection is considerable at lower loads due to increasing of temperature and
improving of combustion process in expansion stroke.

Fig. 4. The variation of rate of work exergy with crank angle position for baseline
and air injection engines at various loads and engine speed 2000 rpm.

127

Fig. 5. The variation of accumulative work exergy with crank angle position for
baseline and air injection engines at various loads and engine speed 2000 rpm.

In Figs. 4 and 5 are shown the development of both rate and

cumulative work exergies in cylinder during for both base and
modied engines at four working modes of the engines. The cumulative terms are dened after integration of the respective rate
terms over the crank angle engine. At the angles of after start of
combustion in various load operations, the rate of work exergy at
baseline engine increases more than modied engine and this
increase is considerable in higher loads due to the lack of sufcient
oxygen inside the main chamber. As shown in Fig. 3, the pressure
and temperature gradients in cylinder at baseline case are higher
than modied case, consequently, higher rate of work exergy can
be seen at baseline case. By decreasing the pressure inside the
main chamber at expansion stroke, the reserved air in the air-cell
injects into the main chamber and causes better combustion of
the remaining fuel. Therefore, in expansion stroke the rate of work
exergies are the same for two cases. The accumulative work exergies for 25%, 50%, 75% and full load operations are 267, 614, 924,
and 1200 J for baseline engine and for modied case are 277,
592, 883, and 1160 J, respectively. It can be seen that when the
load increases from 50% to full load, accumulative work exergy
for modied engine decreases by 3.6%, 4.4%, 3.3%, while in 25% load
increases by 3.7% in comparison to baseline engine.
Figs. 6 and 7 respectively show the trends of heat loss exergy
rate and cumulative heat loss exergy in the chamber for two cases
at various loads during the engines closed cycle. At crank angles
beyond the start of combustion, the rates of heat loss exergy for
air injection engine is higher than that of the baseline engine,
because during the air injection operation, the combustion process
improves at expansion stroke due to air injection and higher oxygen availability in the chamber. Also in this case, the heat loss of
engine walls increases due to high surface of heat transfer. It is
clear from Fig. 6 that when the air cell is created in the combustion
chamber, there are increases in heat loss exergy rate peak and also
the rate in expansion stroke in comparison to baseline case. As is
shown in Fig. 7, the accumulative heat losses exergies for 25%,
50%, 75% and full load operations are 54, 85.2, 126, and 172 J for
baseline engine and for modied case are 54.1, 89.9, 133, and
187 J, respectively. These values are 7.2%, 5.7%, 5.7%, and 5.9% for
baseline engine and for modied case are 6.6%, 5.6%, 5.6% and

128

S. Jafarmadar, M. Mansoury / Fuel 154 (2015) 123131

Fig. 8. The variation of the rate of burn fuel exergy with crank angle position for
baseline and air injection engines at various loads and engine speed 2000 rpm.

Fig. 6. The variation of the rate of heat loss exergy in chamber with crank angle
position for baseline and air injection engines at various loads and engine speed
2000 rpm.

5.9% of fuel injected exergy, respectively. It is clear that the percentage of accumulative heat loss exergy in air injection engine
decreases due to complete combustion in expansion stroke and
higher burn fuel exergy. The value for base line engine is conrmed
by the work of Primus RJ, Flynn PF [34] considering heat loss
exergy in the diesel engines at higher engine speed. They showed
that the amount of heat loss exergy in full load operation and
engine speed 1500 rpm is 13.98%. Lower this value at the present
study is due to higher engine speed and less time for heat transfer.
Figs. 8 and 9 respectively show the variations of rate of burned
fuel and cumulative burned fuel exergies with crank angle position

Fig. 9. The variation of accumulative burn fuel exergy with crank angle position for
baseline and air injection engines at various loads and engine speed 2000 rpm.

Fig. 7. The variation of the accumulative heat loss exergy in chamber with crank
angle position for baseline and air injection engines at various loads and engine
speed 2000 rpm.

at four working modes of the engines. The process of combustion

in diesel engines includes the stages of ignition delay, pre-mixed
or rapid combustion, diffusion combustion, and late combustion.
Some factors effective in ignition delay are fuel type, oxygen availability, temperature and combustion chamber pressure. At premixed stage, the injected fuel during the delayed period burns at
a high rate. Diffusion combustion is associated with the end of
injection period, and injection stops at late combustion stage while
the fuel is still being mixed inside the chamber by the gas movement; at this stage the rate of combustion basically depends on
oxygen availability and the phenomenon of diffusion. At 25% load
and 50% load, one can observe that ignition delay period for modied condition is 1 degree less than those for base condition due to
low oxygen availability. The other reason for this phenomenon is
that there are higher temperature and pressure in the modied

S. Jafarmadar, M. Mansoury / Fuel 154 (2015) 123131

Fig. 10. The variation of thermo mechanical exergy with crank angle position for
baseline and air injection engines at various loads and engine speed 2000 rpm.

129

Fig. 12. The variation of total exergy with crank angle position for baseline and air
injection engines at various loads and engine speed 2000 rpm.

Fig. 11. The variation of chemical exergy with crank angle position for baseline and
air injection engines at various loads and engine speed 2000 rpm.

condition during the ignition delay period. As can be seen in Fig. 8,

at the stage of rapid combustion at 25% load and 50% load for
modied condition, the rate of burn fuel exergy is higher than
those for base engine and this is because of providing optimal conditions at the period of ignition delay (higher temperature and
pressure). During the diffusion combustion, due to insufcient air
inside the main combustion chamber in modied situation, burn
fuel exergy rate for base condition is more than that for modied
engine. At late combustion stage, owing to the entrance of oxygen
from air cell into the combustion chamber during the course of
expansion after 25 ATDC, the rate of available oxygen at this stage
increases; combustion occurs more intensely during this period for
modied condition than that for base engine. At 75% load and 100%
load, because of high pressure and temperature of combustion

Fig. 13. The variation of accumulative irreversibility with crank angle position for
baseline and air injection engines at various loads and engine speed 2000 rpm.

chamber at ignition delay period, burn fuel exergy rate at premixed stage in base condition is higher than that in modied
engine. The behavior of burn fuel exergy rate curve at diffusion
combustion stage is similar to those at 25% load and 50% load.
Also at late combustion stage due to recirculation of air into the
main combustion chamber, more intensied turbulence occurs in
modied condition than in base engine. The effect of reserved air
jet on main chamber in modied engine is seen as uctuations in
burn fuel exergy rate at late combustion period. As is shown in
Fig. 9, the accumulative burn fuel exergies for 25%, 50%, 75% and

130

S. Jafarmadar, M. Mansoury / Fuel 154 (2015) 123131

full load operations are 747.4, 1500.9, 2227.5, and 2926.3 J for
baseline engine and for modied case are 822.2, 1617.6, 2388.1,
and 3169.9 J, respectively. It is clear that when the load increases
from 25% to 100%, the percentage of accumulative burn fuel exergy
in air injection engine increases by 10%, 7.8%, 7.2%, and 8.3% due to
air injection and complete combustion in expansion stroke.
Figs. 1012 show the changes of thermo-mechanical, chemical
and total exergies in the cylinder with crank angle positions for
two cases at different loads, respectively. In the compression
stroke, and before of combustion, the thermo-mechanical exergy
in the chamber increases due to the work produced by the piston
and increase of the initial temperature associated compression
stroke. With the start of fuel injection, chemical exergy increases
due to increasing of fuel mass fraction and then decrease in the
combustion period due to the burning of the fuel mixtures. Also
with the start of the combustion process, the thermo-mechanical
exergy in the chamber increases due to the rise of temperature,
pressure and the concentration of complete combustion products.
It is clear that the increase of chemical and thermo-mechanical
exergies with load operation are considerable at higher loads
because of higher fuel injection higher pressure and temperature
in the cylinder. At the end of the combustion duration, the amount
of chemical exergy reaches to the minimum value because of the
complete combustion, while the thermo-mechanical exergy diminishes due to the decrease of gas temperature during the expansion
stroke. As Fig. 12 illustrates, when the load increases from 25% to
100% full load in air injection case, the exhaust loss total exergies
increases by 17.8%, 22%, 22.8% and 22.9% in comparison to baseline
engine. This occurs from higher pressure and temperature at the
exhaust valve opening time in the air injection case (as shown in
Fig. 3).

The combustion process makes the highest contribution to the

total in-cylinder irreversibility in a diesel engine, which according
to the research by Primus and Flynn [35], is more than 90%. Fig. 13
illustrate the trend irreversibility due to in-cylinder combustion
during an engines closed cycle at two cases in various loads. At
baseline engine case, with more oxygen availability, which results
in very rapid burning rates (Fig. 9), combustion continue with
higher rate of temperature variation. Therefore, the rate of
irreversibility increases more at baseline case than at air injection
case particularly in higher loads. It is clear from Fig. 13 that when
air injection is used in expansion stroke and the load increases
from 25% to 100% load, the values of cumulative irreversibility
increase by 12.8%, 14.7%, 13.4%, and 13.7% due to the improving
of combustion and cumulative irreversibility increases in comparison to baseline case.
The variation in the exergy and energy efciencies with load
engine is shown in Fig. 14 for baseline and air-cell cases.
According to this gure, the values of the exergy and energy
efciencies diminish with load engine at both two cases. Also, it
is evident from the Figure; air injection in each load will result in
a decrease of both rst and second-law efciencies which is due
to the increase in irreversibility, heat loss, and exhaust losses.
6. Conclusions
In the present work, a three-dimensionally exergy analysis was
performed on an MT4.244 engine under air-injection at various
loads. The calculated pressures for the base engine are compared
with the corresponding experimental data at various loads, and
show very good agreement. Such correlations between the experimental and computed results make the model reliable for the prediction of exergy terms in air-injection case. Various exergy terms
including the fuel, heat loss, irreversibility, work, exhaust loss,
chemical and thermo-mechanical exergies are presented and compared for baseline and air injection cases. The results of the study,
when the load increases from 25% to 100% in 25% steps, are as
follows:
1. Peak temperatures in cylinder at air injection engine increase
by 3.22% in 25% load and in others loads decrease by 3.5%,
2.6%, and 2.8% in comparison to base engine.
2. Exhaust temperature in cylinder at air injection engine increase
by 6.5%, 6.5%, 7.54%, and 7.99% in various load operations,
respectively.
3. The accumulative burn fuel exergy in air injection engine
increases by 10%, 7.8%, 7.2%, and 8.3% in various load operations, respectively.
4. The cumulative heat loss exergy increases in air injection
engine by 0.2%, 5.5%, 5.56%, and 8.72% in various load operations, respectively.
5. Exhaust chemical exergy at air injection engine decreases by
59% in 25% load and increases by 10%, 12.7%, and 23.5% in
others load operations, respectively.
6. Exhaust thermo-mechanical exergy at air injection engine
increases by 23.8%, 22.2%, 23.1% and 23.9% in various load
operations, respectively.
7. The irreversibility in air injection case increases by 12.8%, 14.7%,
13.4% and 13.7% in various load operations, respectively.
8. The exergy efciency in air injection engine decreases by 5.69%,
10.5%, 10.9%, and 10.8% in various load operations, respectively.

References
Fig. 14. The variation of (a) exergy efciency and (b) energy efciency with load
engine.

[1] Okude Keiichi et al. Premixed compression ignition (PCI) combustion for
simultaneous reduction of NOx and soot in diesel engine. SAE Trans
2004;113(4):100213.

S. Jafarmadar, M. Mansoury / Fuel 154 (2015) 123131

[2] Gunabalan A, Tamilporai P, Ramaprabhu R. Effects of injection timing and EGR
on DI diesel engine performance and emission-using CFD. J Appl Sci
(Faisalabad) 2010;10(22):282330.
[3] Jafarmadar S, Zehni A. Multi-dimensional modeling of the effects of spilt
injection scheme on performance and emissions of IDI diesel engines. IJE Trans
C: Aspects 2012;25(2):13546.
[4] Jafarmadar S, Zehni A. Multi-dimensional modeling of the effects of split
injection scheme on combustion and emissions of direct-injection diesel
engines at full load state. IJE Trans A: Basics 2009;22(4):36978.
[5] Flaig, Ulrich, Polach W, Ziegler G. Common rail system (CR-system) for
passenger car DI diesel engines; experiences with applications for series
production projects. SAE paper; 1999. 01-0191.
[6] Han Zhiyu et al. Mechanism of soot and NOx emission reduction using
multiple-injection in a diesel engine. SAE Trans 1996;105:83752.
[7] Mingfa Y, et al. Experimental study of multiple injections and coupling effects
of multi-injection and EGR in a HD diesel engine. SAE technical paper; 2009.
01-2807.
[8] Millo F et al. Experimental and computational analysis of different EGR
systems for a common rail passenger car diesel engine. SAE Int J Eng
2009;2(1):52738.
[9] Nagano S, Hiromitsu K, Katsuyuki O. Reduction of soot emission by air-jet
turbulence in a DI diesel engine. Soc Automotive Eng 1991.
[10] Choi Cathy Y, Foster DE. In cylinder augmented mixing through controlled
gaseous jet injection. Madison: Diss. University of Wisconsin; 1995.
[11] Mather DK, Reitz RD. Modeling the use of air-injection for emissions reduction
in a direct-injected diesel engine. Madison: Diss. University of Wisconsin;
1995.
[12] Jafarmadar S, Hosseinzadeh M. Improvement of emissions and performance by
using of air jet, EGR and insulation methods in a DI diesel engine. Therm Sci
2012;00:29.
[13] Gibbs JW. The scientic papers, vol. 1. New York: Dover; 1961.
[14] Dunbar WR, Lior N, Gaggioli RA. The component equations of energy and
exergy. Trans ASME, J Energy Res Technol 1992;114:7583.
[15] Dunbar WR, Lior N. Sources of combustion irreversibility. Combust Sci Technol
1994;103:4161.
[16] Obert EF. Internal combustion engines and air pollution. New York: Intext
Educ. Publ.; 1993.
[17] Rakopoulos CD, Giakoumis EG. Simulation and exergy analysis of transient
diesel engine operation. Energy 1997;22:87585.
[18] Caton JA. On the destruction of availability (exergy) due to combustion
processeswith specic application to internal combustion engines. Energy
2000;25:1097117.
[19] Rakopoulos CD, Andritsakis EC. DI and IDI diesel engines combustion
irreversibility analysis. ASME-WA meeting, New Orleans LA, Proc. AES, vol.
30; 1993. p. 1732.

131

[20] Kyritsis DC, Rakopoulos CD. Parametric study of the availability balance in an
internal combustion engine cylinder. SAE paper 2001-01-1263; 2001.
[21] Jafarmadar S, Zehni A. Numerical investigation of the effects of dwell time
duration in a two-stage injection scheme on exergy terms in an IDI diesel
engine by three-dimensional modeling. Energy Sci Eng 2014;2(1):113.
[22] Jafarmadar S, Javani N. Exergy analysis of natural gas/DME combustion in
homogeneous charge compression ignition engines (HCCI) using zerodimensional model with detailed chemical kinetics mechanism. Int J Exergy
2014;15(3):36381.
[23] Amjad AK, KhoshbakhiSaray R, Mahmoudi SMS, Rahimi A. Availability analysis
of n-heptane and natural gas blends combustion in HCCI engines. Energy
2011;36(12):69009.
[24] Hosseinzadeh A, KhoshbakhtiSaray R, SeyedMahmoudi SM. Comparison of
thermal, radical and chemical effects of EGR gases using availability analysis in
dual-fuel engines at 50% loads. Energy Convers Manage 2010;51:23219.
[25] Onder Turan. Exergetic effects of some design parameters on the small
turbojet engine for unmanned air vehicle application. Energy
2012;46(1):5161.
[26] Jafarmadar S. Multidimensional modeling of the effect of EGR (exhaust gas
recirculation) mass fraction on exergy terms in an indirect injection diesel
engine. Energy 2014;66(1):30513.
[27] Jafarmadar S. Three-dimensional modeling and exergy analysis in combustion
chamber of an indirect injection diesel engine. Fuel 2013;107:43947.
[28] Jafarmadar S. Multidimensional modeling of the effect of engine load on
various exergy terms in an indirect injection diesel engine. Int J Exergy
2014;15(1).
[29] Jafarmadar S, Tasoujiazar R, Jalilpour B. Exergy analysis in a low heat rejection
IDI diesel engine by three dimensional modeling. Int J Energy Res 2013. http://
dx.doi.org/10.1002/er.3100.
[30] AVL FIRE user manual V. 8.5; 2006.
[31] Van Gerpen JH, Shapiro HN. Second-law analysis of diesel engine combustion.
Trans ASME J Eng Gas Turb Power 1990;112:12937.
[32] Rakopoulos CD, Giakoumis EG. Second-law analyses applied to internal
combustion engines operation. Prog Energy Combust Sci 2006;32:247.
[33] Ahmadi P, Dincer I, Rosen A. Exergy, exergoeconomic and environmental
analyses and evolutionary algorithm based multi-objective optimization of
combined cycle power plants. Energy 2011;33(10):588698.
[34] Rodriguez L. Calculation of available-energy quantities. In: Gaggioli RA, editor.
Thermodynamics: second law analysis. Washington DC: American Chemical
Society Symposium Series No. 122; 1980. p. 3959.
[35] Primus RJ, Flynn PF. The assessment of losses in diesel engines using second
law analysis. ASME WA-Meeting, Anaheim CA, Proc. AES 1986:618.