Geometric neuro-fuzzy transfer learning for in-cylinder pressure modelling of a diesel engine fuelled with raw microalgae oil

2022 ◽  
Vol 306 ◽  
pp. 118014
Author(s):  
Ji Li ◽  
Dawei Wu ◽  
Hassan Mohammadsami Attar ◽  
Hongming Xu
Keyword(s):  
Diesel Engine ◽  
Transfer Learning ◽  
Cylinder Pressure ◽  
Neuro Fuzzy ◽  
Microalgae Oil

scholarly journals Prognostic Assessment of the Performance Parameters for the Industrial Diesel Engines Operated with Microalgae Oil

2021 ◽  
Vol 13 (11) ◽  
pp. 6482
Author(s):  
Sergejus Lebedevas ◽  
Laurencas Raslavičius
Keyword(s):  
Energy Efficiency ◽  
Diesel Engine ◽  
High Speed ◽  
Performance Parameters ◽  
Prognostic Assessment ◽  
High Speed Diesel ◽  
Microalgae Oil ◽  
The Difference ◽  
Smoke Opacity ◽  
Efficiency Indicators

A study conducted on the high-speed diesel engine (bore/stroke: 79.5/95.5 mm; 66 kW) running with microalgae oil (MAO100) and diesel fuel (D100) showed that, based on Wibe parameters (m and φz), the difference in numerical values of combustion characteristics was ~10% and, in turn, resulted in close energy efficiency indicators (ηi) for both fuels and the possibility to enhance the NOx-smoke opacity trade-off. A comparative analysis by mathematical modeling of energy and traction characteristics for the universal multi-purpose diesel engine CAT 3512B HB-SC (1200 kW, 1800 min−1) confirmed the earlier assumption: at the regimes of external speed characteristics, the difference in Pme and ηi for MAO100 and D100 did not exceeded 0.7–2.0% and 2–4%, respectively. With the refinement and development of the interim concept, the model led to the prognostic evaluation of the suitability of MAO100 as fuel for the FPT Industrial Cursor 13 engine (353 kW, 6-cylinders, common-rail) family. For the selected value of the indicated efficiency ηi = 0.48–0.49, two different combinations of φz and m parameters (φz = 60–70 degCA, m = 0.5 and φz = 60 degCA, m = 1) may be practically realized to achieve the desirable level of maximum combustion pressure Pmax = 130–150 bar (at α~2.0). When switching from diesel to MAO100, it is expected that the ηi will drop by 2–3%, however, an existing reserve in Pmax that comprises 5–7% will open up room for further optimization of energy efficiency and emission indicators.

Modeling and validation of crankshaft speed fluctuations of a single-cylinder four-stroke diesel engine

2021 ◽  
pp. 095440702110262
Author(s):  
Mustafa Babagiray ◽  
Hamit Solmaz ◽  
Duygu İpci ◽  
Fatih Aksoy
Keyword(s):  
Diesel Engine ◽  
Dynamic Model ◽  
Moment Of Inertia ◽  
Mass Motion ◽  
Cylinder Pressure ◽  
Motion Equations ◽  
Single Cylinder ◽  
Mass Moment ◽  
Mass Moment Of Inertia ◽  
Speed Fluctuations

In this study, a dynamic model of a single-cylinder four-stroke diesel engine has been created, and the crankshaft speed fluctuations have been simulated and validated. The dynamic model of the engine consists of the motion equations of the piston, conrod, and crankshaft. Conrod motion was modeled by two translational and one angular motion equations, by considering the kinetic energy resulted from the mass moment of inertia and conrod mass. Motion equations involve in-cylinder gas pressure forces, hydrodynamic and dry friction, mass inertia moments of moving parts, starter moment, and external load moment. The In-cylinder pressure profile used in the model was obtained experimentally to increase the accuracy of the model. Pressure profiles were expressed mathematically using the Fourier series. The motion equations were solved by using the Taylor series method. The solution of the mathematical model was performed by coding in the MATLAB interface. Cyclic speed fluctuations obtained from the model were compared with experimental results and found compitable. A validated model was used to analyze the effects of in-cylinder pressure, mass moment of inertia of crankshaft and connecting rod, friction, and piston mass. In experiments for 1500, 1800, 2400, and 2700 rpm engine speeds, crankshaft speed fluctuations were observed as 12.84%, 8.04%, 5.02%, and 4.44%, respectively. In simulations performed for the same speeds, crankshaft speed fluctuations were calculated as 10.45%, 7.56%, 4.49%, and 3.65%. Besides, it was observed that the speed fluctuations decreased as the average crankshaft speed value increased. In the simulation for 157.07, 188.49, 219.91, 251.32, and 282.74 rad/s crankshaft speeds, crankshaft speed fluctuations occurred at rates of 10.45%, 7.56%, 5.84%, 4.49%, and 3.65%, respectively. The effective engine power was achieved as 5.25 kW at an average crankshaft angular speed of 219.91 rad/s. The power of friction loss in the engine was determined as 0.68 kW.

Two-Stroke Marine Diesel Engine Variable Injection Timing System Performance Evaluation and Optimum Setting for Minimum Fuel Consumption at Acceptable NOx Levels

2014 ◽  
Author(s):  
Dimitrios T. Hountalas ◽  
Spiridon Raptotasios ◽  
Antonis Antonopoulos ◽  
Stavros Daniolos ◽  
Iosif Dolaptzis ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Fuel Consumption ◽  
Engine Performance ◽  
Operating Conditions ◽  
Specific Fuel Consumption ◽  
Injection Timing ◽  
Nox Emissions ◽  
Pressure Measurements ◽  
Cylinder Pressure ◽  
Start Of Injection

Currently the most promising solution for marine propulsion is the two-stroke low-speed diesel engine. Start of Injection (SOI) is of significant importance for these engines due to its effect on firing pressure and specific fuel consumption. Therefore these engines are usually equipped with Variable Injection Timing (VIT) systems for variation of SOI with load. Proper operation of these systems is essential for both safe engine operation and performance since they are also used to control peak firing pressure. However, it is rather difficult to evaluate the operation of VIT system and determine the required rack settings for a specific SOI angle without using experimental techniques, which are extremely expensive and time consuming. For this reason in the present work it is examined the use of on-board monitoring and diagnosis techniques to overcome this difficulty. The application is conducted on a commercial vessel equipped with a two-stroke engine from which cylinder pressure measurements were acquired. From the processing of measurements acquired at various operating conditions it is determined the relation between VIT rack position and start of injection angle. This is used to evaluate the VIT system condition and determine the required settings to achieve the desired SOI angle. After VIT system tuning, new measurements were acquired from the processing of which results were derived for various operating parameters, i.e. brake power, specific fuel consumption, heat release rate, start of combustion etc. From the comparative evaluation of results before and after VIT adjustment it is revealed an improvement of specific fuel consumption while firing pressure remains within limits. It is thus revealed that the proposed method has the potential to overcome the disadvantages of purely experimental trial and error methods and that its use can result to fuel saving with minimum effort and time. To evaluate the corresponding effect on NOx emissions, as required by Marpol Annex-VI regulation a theoretical investigation is conducted using a multi-zone combustion model. Shop-test and NOx-file data are used to evaluate its ability to predict engine performance and NOx emissions before conducting the investigation. Moreover, the results derived from the on-board cylinder pressure measurements, after VIT system tuning, are used to evaluate the model’s ability to predict the effect of SOI variation on engine performance. Then the simulation model is applied to estimate the impact of SOI advance on NOx emissions. As revealed NOx emissions remain within limits despite the SOI variation (increase).

Numerical and Experimental Study on the Impact of Mild Cold EGR on Exhaust Emissions in a Biodiesel Fueled Diesel Engine

2021 ◽  
Author(s):  
Alex Oliveira ◽  
Junfeng Yang ◽  
Jose Sodre
Keyword(s):  
Diesel Engine ◽  
Fuel Consumption ◽  
Exhaust Emissions ◽  
Pollutant Emissions ◽  
Cylinder Pressure ◽  
Nox Formation ◽  
Ratio Distribution ◽  
Engine Model ◽  
Gas Recirculation ◽  
The Impact

Abstract This work evaluated the effect of cooled exhaust gas recirculation (EGR) on fuel consumption and pollutant emissions from a diesel engine fueled with B8 (a blend of biodiesel and Diesel 8:92%% by volume), experimentally and numerically. Experiments were carried out on a Diesel power generator with varying loads from 5 kW to 35 kW and 10% of cold EGR ratio. Exhaust emissions (e.g. THC, NOX, CO etc.) were measured and evaluated. The results showed mild EGR and low biodiesel content have minor impact of engine specific fuel consumption, fuel conversion efficiency and in-cylinder pressure. Meanwhile, the combination of EGR and biodiesel reduced THC and NOX up to 52% and 59%, which shows promising effect on overcoming the PM-NOX trade-off from diesel engine. A 3D CFD engine model incorporated with detailed biodiesel combustion kinetics and NOx formation kinetics was validated against measured in-cylinder pressure, temperature and engine-out NO emission from diesel engine. This valid model was then employed to investigate the in-cylinder temperature and equivalence ratio distribution that predominate NOx formation. The results showed that the reduction of NOx emission by EGR and biodiesel is obtained by a little reduction of the local in-cylinder temperature and, mainly, by creating comparatively rich combusting mixture.

scholarly journals THE EFFECT OF DIESEL-BIODIESEL BLENDS ON THE PERFORMANCE AND EXHAUST EMISSIONS OF A DIRECT INJECTION OFF-ROAD DIESEL ENGINE

Transport ◽  
2014 ◽  
Vol 29 (4) ◽  
pp. 440-448 ◽  
Author(s):  
Tomas Mickevičius ◽  
Stasys Slavinskas ◽  
Slawomir Wierzbicki ◽  
Kamil Duda
Keyword(s):  
Diesel Engine ◽  
Diesel Fuel ◽  
Direct Injection ◽  
Engine Performance ◽  
Exhaust Emissions ◽  
Bench Test ◽  
Maximum Pressure ◽  
Cylinder Pressure ◽  
Biodiesel Blends ◽  
Performance And Emission

This paper presents a comparative analysis of the diesel engine performance and emission characteristics, when operating on diesel fuel and various diesel-biodiesel (B10, B20, B40, B60) blends, at various loads and engine speeds. The experimental tests were performed on a four-stroke, four-cylinder, direct injection, naturally aspirated, 60 kW diesel engine D-243. The in-cylinder pressure data was analysed to determine the ignition delay, the Heat Release Rate (HRR), maximum in-cylinder pressure and maximum pressure gradients. The influence of diesel-biodiesel blends on the Brake Specific Fuel Consumption (bsfc) and exhaust emissions was also investigated. The bench test results showed that when the engine running on blends B60 at full engine load and rated speed, the autoignition delay was 13.5% longer, in comparison with mineral diesel. Maximum cylinder pressure decreased about 1–2% when the amount of Rapeseed Methyl Ester (RME) expanded in the diesel fuel when operating at full load and 1400 min–1 speed. At rated mode, the minimum bsfc increased, when operating on biofuel blends compared to mineral diesel. The maximum brake thermal efficiency sustained at the levels from 0.3% to 6.5% lower in comparison with mineral diesel operating at full (100%) load. When the engine was running at maximum torque mode using diesel – RME fuel blends B10, B20, B40 and B60 the total emissions of nitrogen oxides decreased. At full and moderate load, the emission of carbon monoxide significantly raised as the amount of RME in fuel increased.

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