IC Engine Air System Uni-, Bi-, and Tri-Directional Energy Flow Optimisation: Turbocharging, Turbocompounding and Turbodischarging

2013 ◽  
Author(s):  
Andy M. Williams ◽  
Alan T. Baker ◽  
Ramkumar Vijayakumar
Keyword(s):  
Fuel Consumption ◽  
Fuel Economy ◽  
Energy Flow ◽  
Engine Performance ◽  
Lean Burn ◽  
Ic Engine ◽  
Performance And Emission ◽  
Air System ◽  
Fuel Consumption Benefit ◽  
Consumption Benefit

Air systems are becoming increasingly complex and important for achieving IC engine performance and emission targets. Turbocharging is becoming increasingly prevalent enabling high power density engines, improved pumping work and improved fuel economy. Turbo-compounding allows turbine energy to contribute directly to crankshaft work with the aim of improving fuel economy. Turbodischarging allows turbine energy to be used to extract exhaust gases from the engine reducing pumping work and residual gas fraction while simultaneously increasing the amount of energy that can be recovered by the turbine(s). The optimum energy flow split between turbocharging, turbodischarging and turbocompounding has not previously been explored. This paper presents results of a study investigating the potential of tri-directional energy flow optimisation in comparison to uni-directional optimisation and bi-directional optimisation (i.e. using all three approaches, any two approaches or turbocharging alone). Thermodynamic analysis demonstrates the potential of bi-directional optimisation to achieve realistically 4% fuel consumption benefit for both turbocharging and discharging, and turbocharging and compounding on gasoline engines from pumping work alone. The peak benefit of the former occurs at a slightly lower engine torque than the latter as the energy cost of a unit fuel consumption benefit with turbodischarging increases with increasing levels of exhaust depressurisation. The Tri-directional optimisation shows a complex optimum position utilising all three systems and achieving a realistic peak benefit of 4.4% fuel consumption improvement. Optimisation on diesel engine architectures suggests significantly lower potential in the order of 1% benefit while lean burn gas engines showed up to 2.6% benefit. Sensitivity to compression and expansion efficiencies, exhaust manifold volume and system temperatures are presented. The future hybridisation of IC engine air systems may enable energy storage. This paper offers fundamental insight into the marginal fuel cost of capturing energy from the three systems and the marginal fuel value of using stored energy in the air system.

scholarly journals Effect of Methanol/Water Mixed Fuel Compound Injection on Engine Combustion and Emissions

Energies ◽  
2021 ◽  
Vol 14 (15) ◽  
pp. 4491
Author(s):  
Changchun Xu ◽  
Haengmuk Cho
Keyword(s):  
Fuel Consumption ◽  
Ignition Delay ◽  
Fuel Injection ◽  
Fuel Efficiency ◽  
Engine Performance ◽  
Hydroxyl Group ◽  
Combustion Mechanism ◽  
Performance And Emission ◽  
Reduce Emissions ◽  
Concentration Ratios

Due to the recent global increase in fuel prices, to reduce emissions from ground transportation and improve urban air quality, it is necessary to improve fuel efficiency and reduce emissions. Water, methanol, and a mixture of the two were added at the pre-intercooler position to keep the same charge and cooling of the original rich mixture, reduce BSFC and increase ITE, and promote combustion. The methanol/water mixing volume ratios of different fuel injection strategies were compared to find the best balance between fuel consumption, performance, and emission trends. By simulating the combustion mechanism of methanol, water, and diesel mixed through the Chemkin system, the ignition delay, temperature change, and the generation rate of the hydroxyl group (−OH) in the reaction process were analyzed. Furthermore, the performance and emission of the engine were analyzed in combination with the actual experiment process. This paper studied the application of different concentration ratios of the water–methanol–diesel mixture in engines. Five concentration ratios of water–methanol blending were injected into the engine at different injection ratios at the pre-intercooler position, such as 100% methanol, 90% methanol/10% water, 60% methanol/40% water, 30% methanol/70% water, 100% water was used. With different volume ratios of premixes, the combustion rate and combustion efficiency were affected by droplet extinguishment, flashing, or explosion, resulting in changes in combustion temperature and affecting engine performance and emissions. In this article, the injection carryout at the pre-intercooler position of the intake port indicated thermal efficiency increase and a brake specific fuel consumption rate decrease with the increase of water–methanol concentration, and reduce CO, UHC, and nitrogen oxide emissions. In particular, when 60% methanol and 40% water were added, it was found that the ignition delay was the shortest and the cylinder pressure was the largest, but the heat release rate was indeed the lowest.

Characteristics of Water-in-Diesel Emulsions in a Single Cylinder Compression Ignition Engine

2014 ◽  
Author(s):  
Teja Gonguntla ◽  
Robert Raine ◽  
Leigh Ramsey ◽  
Thomas Houlihan
Keyword(s):  
Fuel Consumption ◽  
Direct Injection ◽  
Engine Performance ◽  
Operating Conditions ◽  
Specific Fuel Consumption ◽  
Brake Specific Fuel Consumption ◽  
Compression Ignition Engine ◽  
Oil Emulsion ◽  
Single Cylinder ◽  
Performance And Emission

The objective of this project was to develop both engine performance and emission profiles for two test fuels — a 6% water-in-diesel oil emulsion (DOE-6) fuel and a neat diesel (D100) fuel. The testing was performed on a single cylinder, direct-injection, water-cooled diesel engine coupled to an eddy current dynamometer. Output parameters of the engine were used to calculate Brake Specific Fuel Consumption (BSFC) and Engine Efficiency (η) for each test fuel. DOE-6 fuels generated a 24% reduction in NOX and a 42% reduction in Carbon Monoxide emissions over the tested operating conditions. DOE-6 fuels presented higher ignition delays — between 1°-4°, yielded 1%–12% lower peak cylinder pressures and produced up to 5.5% lower exhaust temperatures. Brake Specific Fuel consumption increased by 6.6% for the DOE-6 fuels as compared to the D100 fuels. This project is the first research done by a New Zealand academic institution on water-in-diesel emulsion fuels.

scholarly journals Review of Performance and Emmissions Characteristics of Bio-Additive Fuel on SI Engine Fuelled by Biopetrol

2015 ◽  
Vol 773-774 ◽  
pp. 430-434
Author(s):  
Azizul Mokhtar ◽  
Nazrul Atan ◽  
Najib Rahman ◽  
Amir Khalid
Keyword(s):  
Fuel Economy ◽  
Fossil Fuels ◽  
Review Paper ◽  
Engine Performance ◽  
Exhaust Emissions ◽  
Spark Ignition Engine ◽  
Si Engine ◽  
New Approach ◽  
Performance And Emission ◽  
Performance And Emissions

Bio-additive is biodegradable and produces less air pollution thus significant for replacing the limited fossil fuels and reducing threats to the environment from exhaust emissions and global warming. Instead, the bio-additives can remarkably improve the fuel economy SI engine while operating on all kinds of fuel. Some of the bio-additive has the ability to reduce the total CO2 emission from internal petrol engine. This review paper focuses to determine a new approach in potential of bio-additives blends operating with bio-petrol on performance and emissions of spark ignition engine. It is shown that the variant in bio-additives blending ratio and engine operational condition are reduced engine-out emissions and increased efficiency. It seems that the bio-additives can increase the maximum cylinder combustion pressure, improve exhaust emissions and largely reduce the friction coefficient. The review concludes that the additives usage in bio-petrol is inseparable for the better engine performance and emission control and further research is needed to develop bio-petrol specific additives.

Study of the Fuel Consumption of ECMS Applied to a HEV

2013 ◽  
Vol 712-715 ◽  
pp. 2173-2178
Author(s):  
Ping Sun ◽  
Xiu Min Yu ◽  
Wei Dong ◽  
Ling He
Keyword(s):  
Fuel Consumption ◽  
Electric Vehicle ◽  
Fuel Economy ◽  
Energy Flow ◽  
Hybrid Electric Vehicle ◽  
Fuel Efficiency ◽  
The Other ◽  
Power Sources ◽  
Analytical Formulation ◽  
Multiple Power

Hybrid electric vehicle (HEV) is integrated with the engine, the motor and the battery and so on. HEV has a significantly better fuel efficiency compared with conventional vehicles due to its multiple power sources. To evaluate fuel economy, HEV and its subsystem modeling methodologies were provided through the analysis of energy flow. The Equivalent Consumption Minimization Strategy (ECMS) was built based on the prototype. The ECMS implementation analytical formulation was developed. The equivalency factor, one for charging and the other for discharging, each of them was different during a driving cycle. In a certain drive, only a subset of them generates a trend close to zero, which indicates charge-sustainability.

Comparative analysis of engine running performance with and without thermostat

2021 ◽  
Vol 4 (1) ◽  
pp. 047-053
Author(s):  
Albert K. Arkoh ◽  
Esther B. Kyere ◽  
Isaac Edunyah
Keyword(s):  
Fuel Consumption ◽  
Statistical Significance ◽  
Engine Performance ◽  
Exhaust Emissions ◽  
Exhaust Emission ◽  
Gas Temperature ◽  
Ic Engine ◽  
Mean Values ◽  
Significant Difference ◽  
Engine Condition

The rate of removal of internal combustion (IC) engine thermostat when engines are imported to Ghana and other part of African continent is alarming. Such phenomenon calls for an experiment to compare the performance of IC engines imported here in Ghana running with and without engine thermostat. The analysis was done by determine engine performance characteristic such as engine torque, indicated power (Ip), brake power (bp), frictional power (fp), fuel consumption, exhaust gas temperature (EGT) as well as exhaust emission at engine speed of 1500 rpm for engine running with thermostat (WT) and without thermostat (WOT). Descriptive statistics and analysis of variance (ANOVA) were done using GenStat software (VSN International, 2021). Statistical significance was carried out at p≤0.05. The best fuel mean value of 103 ml was recorded for engine condition WT at EGT of 283.2 °C while fuel consumed for engine condition WOT was 170 ml at EGT of 155.4 °C. The recorded mean exhaust emission gases for Ex, O2, CO, H2S were 13.2%, 16.2%, 1000 ppm and 35.2 ppm and 0%, 18.38%, 393.2 ppm and 0.4 ppm for engine condition WOT and WT respectively. There was significant difference (p≤0.05) in mean values of EGT, Fuel consumption and exhaust emissions for engine condition WOT with the exception of O2. The removal of engine thermostat affect engine working temperature which result in incomplete combustion, high fuel consumption and high exhaust emissions.

Analysis of Engine Performance Parameters of Electrically Assisted Turbocharged Diesel Engine

2015 ◽  
Vol 799-800 ◽  
pp. 861-864
Author(s):  
Tayfun Özgür ◽  
Kadir Aydın
Keyword(s):  
Diesel Engine ◽  
Fuel Consumption ◽  
Fuel Economy ◽  
Engine Performance ◽  
Performance Parameters ◽  
Turbocharged Diesel Engine ◽  
Charging System ◽  
Electrically Assisted ◽  
Turbocharging System ◽  
Exhaust Energy

Charging system is used to increase the charge density. Supercharging system suffers from fuel consumption penalty because of compressor powered by engine output. Turbocharging system uses wasted exhaust energy that means compressor powered by exhaust turbine but has a turbo lag problem. The electrically assisted turbocharger which can eliminate turbo lag problem and fuel consumption penalty is the topic of this paper. The purpose of this paper is to analyze the effect of electrically assisted turbocharger on diesel engine performance parameters. The AVL Boost software program was used to simulate the electrically assisted turbocharged diesel engine. Simulations results showed that electrically assisted turbocharger increases low end torque and improves fuel economy.

scholarly journals Analysis of influence of using catalyst and polar additives on engine performance and exhaust emission

2019 ◽  
Vol 177 (2) ◽  
pp. 3-6
Author(s):  
Marcin TKACZYK ◽  
Maria SKRĘTOWICZ ◽  
Konrad KRAKOWIAN
Keyword(s):  
Carbon Monoxide ◽  
Diesel Engine ◽  
Nitrogen Oxides ◽  
Fuel Consumption ◽  
Engine Performance ◽  
Lubricating Oil ◽  
Exhaust Emission ◽  
Performance And Emission ◽  
Positive Effect ◽  
Catalytic Additive

In the paper researches of influence of using catalyst and polar additives on engine performance and emission of exhaust were carried out. The tests were made on diesel engine DuraTorq-TDDi/TDCi 16v with a capacity of 1998cm3 produced by Ford company. Two additives were investigated: FMAX – catalytic additive to fuel and HDOS – polar additive to lubricating oil in different proportions. The results indicated that using tested additives has a positive effect on exhaust composition (lower concentrations of nitrogen oxides, soot and carbon monoxide) and also decreased fuel consumption.

scholarly journals Combustion and Emissions Characteristics of the Turbine Engine Fueled with HEFA Blends from Different Feedstocks

Energies ◽  
2020 ◽  
Vol 13 (5) ◽  
pp. 1277 ◽  
Author(s):  
Bartosz Gawron ◽  
Tomasz Białecki ◽  
Anna Janicka ◽  
Tomasz Suchocki
Keyword(s):  
Fatty Acids ◽  
Fuel Consumption ◽  
Alternative Fuels ◽  
Engine Performance ◽  
Component Composition ◽  
Research Area ◽  
Jet Fuel ◽  
Turbine Engines ◽  
Turbine Engine ◽  
Performance And Emission

In the next decade, due to the desire for significant reduction in the carbon footprint left by the aviation sector and the development of a sustainable alternatives to petroleum, fuel from renewable sources will play an increasing role as a propellant for turbine aircraft engines. Currently, apart from five types of jet fuel containing synthesized hydrocarbons that are certified by the ASTM D7566 standard, there is yet another synthetic blending component that is at the stage of testing and certification. Hydroprocessed esters and fatty acids enable the production of a synthetic component for jet fuel from any form of native fat or oil. Used feedstock affects the final synthetic blending component composition and consequently the properties of the blend for jet fuel and, as a result, the operation of turbine engines. A specialized laboratory test rig with a miniature turbojet engine was used for research, which is an interesting alternative to complex and expensive tests with full scale turbine engines. The results of this study revealed the differences in the parameters of engine performance and emission characteristics between tested fuels with synthetic blending components and neat jet fuel. The synthetic blending component was obtained from two different feedstock. Noticeable changes were obtained for fuel consumption, CO and NOx emissions. With the addition of the hydroprocessed esters and fatty acids (HEFA) component, the fuel consumption and CO emissions decrease. The opposite trend was observed for NOx emission. The tests presented in this article are a continuation of the authors’ research area related to alternative fuels for aviation.

scholarly journals Estimation of a Spark Ignition Engine’s Performance Parameters for Ethanol-Gasoline blends using Response Surface Methodology

2019 ◽  
Vol 8 (10) ◽  
pp. 2092-2099
Keyword(s):  
Response Surface Methodology ◽  
Response Surface ◽  
Engine Performance ◽  
Spark Ignition ◽  
Ic Engine ◽  
Brake Thermal Efficiency ◽  
Performance And Emission ◽  
Engine Design ◽  
Ethanol Blends ◽  
Rsm Model

The Internal Combustion(IC) engine design and growth plays an important role in determining engine performance and emission features. The performance and emission properties of the spark ignition (SI) motor are also more influenced by gasoline ethanol blends. In this work, an effort has been made to optimize the operating parameters in order to minimize BSFC, CO, NO2 , CO2 , HC and maximize BTE using Response Surface Methodology (RSM). The engine is operated under constant speed conditions with different working conditions for better mixing and distinct additive composition (iso-octane) in the range of 0.3%, 0.4% and 0.5%. The appropriate RSM was used to reduce the use of petrol, its exhausts and maximize Brake Thermal Efficiency. The experimental and statistical approximation demonstrates the rise in Thermal Brake Efficiency (BTE) and decline in Specific Brake Fuel Consumption (BSFC). In addition, the chosen RSM model demonstrates reduced CO, HC, NO2 and CO2 emissions. From the assessment, it is noted that E30 mix with 0.5% additive has better motor efficiency features and reduced emissions at a peak speed of 1800rpm among all test blends with varying proportion of additives.

scholarly journals Research on Performance and Emission of Ic Engine using Porous Medium Cylinder Head

2019 ◽  
Vol 8 (11S) ◽  
pp. 131-136
Keyword(s):  
Porous Medium ◽  
Fuel Consumption ◽  
Thermal Efficiency ◽  
Cylinder Head ◽  
Soot Formation ◽  
Fuel Mixture ◽  
Mechanical Efficiency ◽  
Ic Engine ◽  
Performance And Emission ◽  
Engine Cylinder

At present IC engines are experiencing with partial ignition and irregular temperature circulation inside the engine cylinder due to improper mixing of air and fuel mixture. Due to this effect, NOx , CO and Unburned hydro carbons will be released into the atmosphere. Excessive soot formation also takes place in the IC engine. To perform the homogeneous combustion inside the engine cylinder the new Porous Medium concept has been proposed. Porous Medium engine concept is mainly for reducing the emissions and improving the performance characteristics of the IC engine. Gun Metal Porous Medium has been introduced at the top of the Kirloskar 5BHP diesel engine cylinder head. When compared to conventional engine, reduction of total fuel consumption quantity up to 13%, Specific fuel consumption quantity up to 12%, increment in Brake thermal efficiency up to 12% and Indicated thermal efficiency up to 6% are obtained during part load operations. When compared to conventional engine, Mechanical efficiency has been increased up to 8%, NOx level gets reduced up to 53% and CO2 level gets decreased up to 46% from no load to full load operations.

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