Relating Burning Rate and NO Formation to Pressure Development in Two-Stroke Diesel Engines

1997 ◽  
Vol 119 (2) ◽  
pp. 129-136 ◽  
Author(s):  
P. G. Hill ◽  
B. Douville
Keyword(s):  
Diesel Engines ◽  
Consumption Rate ◽  
Mixing Time ◽  
Exhaust Temperature ◽  
Fuel Consumption Rate ◽  
No Formation ◽  
Combustion Properties ◽  
Crank Angle ◽  
Pressure Development ◽  
And Performance

A multizone thermodynamic method has been developed to determine combustion rate and NO formation from measured cylinder pressures and performance of two-stroke diesel engines. Integral to the analytical method is a nonlinear fit to the combustion chamber heat loss; the fit is consistent with the overall energy balance and with measured fuel consumption rate and exhaust temperature. The method assumes equilibrium combustion properties except for NO, whose relatively slow formation is estimated using the extended Zeldovich mechanism in the post-flame gas during a period of one mixing time. Application of the method to a 2-stroke diesel engine indicates a post-flame mixing time of 0.55 ms or 4 deg crank angle at 1250 rpm, yielding exhaust concentrations of NO considerably less than what would have been expected from equilibrium-then-sudden-freezing considerations.

scholarly journals The Technological Progress of the Fuel Consumption Rate for Passenger Vehicles in China: 2009–2016

Energies ◽  
2019 ◽  
Vol 12 (12) ◽  
pp. 2384 ◽  
Author(s):  
Jihu Zheng ◽  
Rujie Yu ◽  
Yong Liu ◽  
Yuhong Zou ◽  
Dongchang Zhao
Keyword(s):  
Fuel Consumption ◽  
Technological Progress ◽  
Consumption Rate ◽  
Joint Venture ◽  
Passenger Vehicles ◽  
Fuel Consumption Rate ◽  
The Difference ◽  
And Performance ◽  
The Relationship ◽  
Better Than

China has set stringent fuel consumption rate (FCR) targets to address the serious environmental and energy security problems caused by vehicles. Estimating the technological progress and tradeoffs between FCR and vehicle attributes is important for assessing the viability of meeting future targets. In this paper, we explored the relationship between vehicle FCR and other attributes using a regression model with data from 2009–2016. We also quantified the difference in the tradeoff between local and joint venture brands. The result showed that from 2009 to 2016, if power and curb mass were held constant, 2.3% and 2.9% annual technological progress should have been achieved for local and joint venture brands, respectively. The effectiveness of fuel-efficient technologies for joint venture brands is generally better than that of local brands. Impacts of other attributes on FCR were also assessed. The joint venture brands made more technological progress with FCR improvement than that of local brands. Even if 100% of technological progress (assume the technological progress in the future were the same as that of 2009–2016) investment were used to improve actual FCR after 2016, it would be difficult to meet 2020 target. Accelerating the adoption of fuel-efficient technologies, and controlling weight and performance, are both needed to achieve the 2020 and 2025 targets.

scholarly journals Influence of Miller cycle on thermal load of high-boosted diesel engine

2022 ◽  
Vol 14 (1) ◽  
pp. 168781402110709
Author(s):  
Ming Wen ◽  
Yufeng Li ◽  
Xiaojuan Li ◽  
Jinlong Liu ◽  
Juting Fan
Keyword(s):  
Thermal Load ◽  
Consumption Rate ◽  
Mechanical Load ◽  
Base Case ◽  
Miller Cycle ◽  
Intake Valve ◽  
Inlet Valve ◽  
Exhaust Temperature ◽  
Fuel Consumption Rate ◽  
Main Factors

With the increase of the engine intensified degree, mechanical load and thermal load become to the two main factors limiting the engine to intensify. Application of Miller cycle, which can be realized by late intake valve closing (LIVC) and deeper late intake valve closing (DLIVC), has the potential to reduce the effective CR, mechanical load, and thermal load. In this paper, the effects of LIVC and DLIVC on the mechanical load and thermal load of a boosted DI diesel are experimentally compared. Compared to the original base case, the average cylinder temperature of LIVC and DLIVC is reduced by 90 and 52 K. The exhaust temperature of LIVC and DLIVC decreased by 26 and 14 K, and the maximum combustion pressure of LIVC and DLIVC decreased by 1.6 and 9.7 bar. The pumping losses of LIVC and DLIVC are reduced by more than 25%, while the actual cycle power does not decrease due to the late closing of the inlet valve. The fuel consumption rate decreased from 250.1 g/kWh of base case to 240 g/kWh of LIVC, reduced by 4.0%. The indicated thermal efficiency increased from 41.9% of base case to 43.7% and 42.5% of LIVC and DLIVC. Miller loss is only 2.55% with Miller inlet phase.

scholarly journals Development of New Type of Engine Governor and Control Algorithm for Reducing Fuel Consumption Rate in Marine Propulsion Diesel Engines

2009 ◽  
Vol 44 (1) ◽  
pp. 139-144
Author(s):  
Noriki Hirose ◽  
Kohei Ohtsu ◽  
Msanori Itoh ◽  
Etsuo Shimizu ◽  
Kotohiro Yamagata
Keyword(s):  
Fuel Consumption ◽  
Diesel Engines ◽  
Control Algorithm ◽  
Consumption Rate ◽  
Fuel Consumption Rate ◽  
Marine Propulsion ◽  
New Type ◽  
And Control

Structural Principle and Performance of Three Cylinder Hydraulic Confined Piston Engine

2011 ◽  
Vol 120 ◽  
pp. 316-320
Author(s):  
Dao Zhai Yang ◽  
Hong Xin Zhang ◽  
Tie Zhu Zhang
Keyword(s):  
Consumption Rate ◽  
Pump System ◽  
Plunger Pump ◽  
Output Pressure ◽  
Structural Principle ◽  
Fuel Consumption Rate ◽  
Dynamical Simulation ◽  
Output Flow ◽  
And Performance ◽  
Better Than

Three cylinder HCPE integrates the advantages of HFPE and engine driving plunger pump system, whose structure is compact, energy transforming and transmitting route is short. The structural principle of three cylinder HCPE was described. The dynamical simulation model of HCPE was constructed. Through simulation, volumetric efficiency ranges between 27% and 97%, is slightly influenced by output pressure and more practical rotational speed should be 1 600～1 800 r/min; the universal characteristic of fuel consumption rate ranges between 228.23 g/(kW • h) and 984.11 g/(kW • h), output pressure between 1.01 MPa and 4.27 MPa, output flow between 3.80 m3/h and 16.91 m3/h, effective thermal efficiency between 12.06% and 37.67%, and effective power between 1.12 kW and 19.93 kW, which are evidently better than engine driving lunger system, but slightly worse than HFPE.

Effect of altitude conditions on combustion and performance of a turbocharged direct-injection diesel engine

2021 ◽  
pp. 095440702110262
Author(s):  
Zhentao Liu ◽  
Jinlong Liu
Keyword(s):  
Diesel Engine ◽  
High Altitude ◽  
Diesel Engines ◽  
Direct Injection ◽  
Pressure Rise ◽  
Ambient Conditions ◽  
Allowable Limit ◽  
Spray Formation ◽  
Direct Injection Diesel Engine ◽  
And Performance

Market globalization necessitates the development of heavy duty diesel engines that can operate at altitudes up to 5000 m without significant performance deterioration. But the current scenario is that existing studies on high altitude effects are still not sufficient or detailed enough to take effective measures. This study applied a single cylinder direct injection diesel engine with simulated boosting pressure to investigate the performance degradation at high altitude, with the aim of adding more knowledge to the literature. Such a research engine was conducted at constant speed and injection strategy but different ambient conditions from sea level to 5000 m in altitude. The results indicated the effects of altitude on engine combustion and performance can be summarized as two aspects. First comes the extended ignition delay at high altitude, which would raise the rate of pressure rise to a point that can exceed the maximum allowable limit and therefore shorten the engine lifespan. The other disadvantage of high-altitude operation is the reduced excess air ratio and gas density inside cylinder. Worsened spray formation and mixture preparation, together with insufficient and late oxidation, would result in reduced engine efficiency, increased emissions, and power loss. The combustion and performance deteriorations were noticeable when the engine was operated above 4000 m in altitude. All these findings support the need for further fundamental investigations of in-cylinder activities of diesel engines working at plateau regions.

scholarly journals Experiment Study on Performance of Air Source Heat Pump

2013 ◽  
Vol 805-806 ◽  
pp. 645-648
Author(s):  
Wei Xiu Shi ◽  
Li Sheng Pan
Keyword(s):  
Heat Pump ◽  
Temperature Difference ◽  
Heat Pumps ◽  
Outlet Temperature ◽  
Exhaust Temperature ◽  
Air Source Heat Pump ◽  
And Performance ◽  
Save Energy ◽  
C 30 ◽  
Set Up

Under the situation of energy crisis, air source heat pumps are paid more attention recently. In order to save energy, the feasibility and performance of air source heat pump are studied by experiment, and variation laws of exhaust temperature, evaporator outlet temperature and outlet presser of compressor were analyzed in this paper. Air source heat pump apparatus were set up and the experiment was during 10°C, 20°C, 30°C and 40°C. The results were as follows: exhaust temperature of compressor increases gradually with the increase of tank temperature, but the temperature difference between exhaust temperature of compressor and tank temperature becomes little; temperature difference in evaporator decreases; Compressor outlet pressure increases obviously.

Effects of Super Heating of Heavy Fuels on Combustion and Performance in DI Diesel Engines

1986 ◽  
Author(s):  
Tadashi Murayama ◽  
Young-taig Oh ◽  
Akihiro Kido ◽  
Takemi Chikahisa ◽  
Noboru Miyamoto ◽  
...  
Keyword(s):  
Diesel Engines ◽  
Heavy Fuels ◽  
And Performance

Experimental Study on Urea Dosing Strategy for SCR on an Engine Fuelled with Bio-Diesel

2013 ◽  
Vol 848 ◽  
pp. 286-290 ◽  
Author(s):  
Hong Juan Ren ◽  
Di Ming Lou ◽  
Pi Qiang Tan ◽  
Zhi Yuan Hu
Keyword(s):  
Diesel Engine ◽  
Consumption Rate ◽  
Waste Cooking Oil ◽  
Conversion Ratio ◽  
Engine Torque ◽  
Average Value ◽  
Cooking Oil ◽  
Fuel Consumption Rate ◽  
Emission Standards ◽  
Dosing Strategy

Urea dosing strategy for SCR is studied for a diesel engine fuelled with bio-diesel BD20. Bio-diesel BD20 is consisted of biofuels made from waste cooking oil and national V diesel, and biofuels accounts for 20% by volume. The results show that, bio-diesel engine torque decreases by a maximum of 0.55%, brake fuel consumption rate increases by a maximum of 0.53% ,when the urea dosing strategy is adjusted and the engine and SCR are not changed. ESC tests show that, the maximum of NOXconversion ratio is 95%, the minimum is 57%, and the average value is 74% under ESC 12 conditions except idling, the maximum of HC decrease ratio is 74%, the minimum is 35%, and the average value is 55%, when the urea is dosed. NOXemission is 1.55 g/(kW·h) in ESC test, NOXemission is 2 g/(kW·h) in ETC test, and NH3slip is lower than 10×10-6, which proves that the NOXemission from the engine fuelled with BD20 can meet national emission standards V by adjusting the urea dosing strategy.

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