Coagulation and combustion of soot particles in diesel engines

1971 ◽  
Vol 17 (3) ◽  
pp. 409-419 ◽  
Author(s):  
I.M. Khan ◽  
C.H.T. Wang ◽  
B.E. Langridge
2008 ◽  
Vol 42 (5) ◽  
pp. 1761-1765 ◽  
Author(s):  
Dang Sheng Su ◽  
Annalucia Serafino ◽  
Jens-Oliver Müller ◽  
Rolf E. Jentoft ◽  
Robert Schlögl ◽  
...  

1983 ◽  
Vol 18 (1) ◽  
pp. 27-33 ◽  
Author(s):  
Shin-ichi Gotoh ◽  
Jun Hama ◽  
Kazuo Kontani ◽  
Kunio Suzuki

2011 ◽  
Vol 144 (1) ◽  
pp. 72-88
Author(s):  
Andrea ULRICH ◽  
Andreas MAYER ◽  
Markus KASPER ◽  
Adrian WICHSER ◽  
Jan CZERWIŃSKI

All conventional piston-driven combustion engines emit metal oxide particles. The main sources are the abrasion between piston-ring and cylinder, abrasion in the bearings, catalyst coating, lube-oil additives, and fuel additives for promoting the exhaust-gas after-treatment. Metal oxides, especially from transition metals, are very toxic when they are very fine. These particles have a high BET surface and penetrate the biological system. Hence, these particles must be scrutinized for quantity, size distribution and composition. This paper draws from published data and mainly the VERT certification tests, which prescribe a size specific metal analysis. The total mass of metal oxide is 0.1 – 1 mg/km, which appears negligible. But these particles are in the 10 – 20 nm size range. Hence, this small mass represents 1015 particles per kilometer. This is approximately the same number as soot particles emitted by diesel engines. Public health should focus on the metal oxide particles that are smaller and probalby more toxic than the soot particles. SI engines run at higher RPM and therefore emit more metal oxide particles than Diesel engines. Highly efficient filtration of such particles seems therefore necessary for all engine categories


Author(s):  
Serhii Kovalov

The expediency of using vehicles of liquefied petroleum gas as a motor fuel, as com-pared with traditional liquid motor fuels, in particular with diesel fuel, is shown. The advantages of converting diesel engines into gas ICEs with forced ignition with respect to conversion into gas diesel engines are substantiated. The analysis of methods for reducing the compression ratio in diesel engines when converting them into gas ICEs with forced ignition has been carried out. It is shown that for converting diesel engines into gas ICEs with forced ignition, it is advisable to use the Otto thermo-dynamic cycle with a decrease in the geometric degree of compression. The choice is grounded and an open combustion chamber in the form of an inverted axisymmetric “truncated cone” is developed. The proposed shape of the combustion chamber of a gas internal combustion engine for operation in the LPG reduces the geometric compression ratio of D-120 and D-144 diesel engines with an unseparated spherical combustion chamber, which reduces the geometric compression ratio from ε = 16,5 to ε = 9,4. The developed form of the combustion chamber allows the new diesel pistons or diesel pistons which are in operation to be in operation to be refined, instead of making special new gas pistons and to reduce the geometric compression ratio of diesel engines only by increasing the combustion chamber volume in the piston. This method of reducing the geometric degree of compression using conventional lathes is the most technologically advanced and cheap, as well as the least time consuming. Keywords: self-propelled chassis SSh-2540, wheeled tractors, diesel engines D-120 and D-144, gas engine with forced ignition, liquefied petroleum gas (LPG), compression ratio of the internal com-bustion engine, vehicles operating in the LPG.


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