The Effects of Power Cylinder Design Parameters on Lube Oil Consumption of a Heavy Duty Diesel Engine

2008 ◽  
Author(s):  
Ozgen Akalin ◽  
Selcuk Cobanoglu ◽  
Ahu Toygar ◽  
Ozcan Gul ◽  
Goktan Kurnaz ◽  
...  
Keyword(s):  
Surface Roughness ◽  
Diesel Engine ◽  
Operating Conditions ◽  
Cylinder Block ◽  
Design Parameters ◽  
Heavy Duty ◽  
Oil Consumption ◽  
Heavy Duty Diesel Engine ◽  
Heavy Duty Diesel ◽  
Cylinder Bore

In order to achieve fast and accurate oil consumption measurements, a real-time sulfur tracing method was developed employing a quadrupole mass spectrometer to analyze the sulfur dioxide concentration in the exhaust stream. A sampling system was designed to measure the oil consumption of separate cylinder groups sequentially under identical running conditions. The developed method enables the comparison of oil consumption of separate cylinder groups without disturbing the engine’s operation. Using this experimental method, steady-state oil consumption of a turbo-charged heavy-duty diesel engine was measured under various engine operating conditions. The effect of cylinder bore surface texture parameters on total lube oil consumption of the test engine was investigated simultaneously using a cylinder block having dissimilar honing patterns on each cylinder group. The results showed that the lube oil consumption of the engine is significantly affected by the cylinder bore surface roughness. The cylinder sets with high surface roughness demonstrated significantly higher lube oil consumption when the cylinder sets with high and low surface roughness was compared simultaneously.

A STRUCTURAL ANALYSIS AND TOPOLOGY OPTIMIZATION ON CYLINDER BLOCK OF HEAVY DUTY DIESEL ENGIN

2010 ◽  
Vol 24 (15n16) ◽  
pp. 2676-2681 ◽  
Author(s):  
HYUN-SEUNG LEE ◽  
YOUNG-SHIN LEE ◽  
JAE-HOON KIM ◽  
JOON-TAK JUN ◽  
JAE-OK LEE ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Structural Analysis ◽  
Three Dimensional ◽  
Element Model ◽  
Cylinder Block ◽  
Fe Model ◽  
Heavy Duty ◽  
Compacted Graphite ◽  
Heavy Duty Diesel Engine ◽  
Heavy Duty Diesel

The heavy duty diesel engine must have a large output for maintaining excellent mobility. In this study, a three-dimensional finite element model of a heavy-duty diesel engine was developed to conduct the stress analysis by using property of CGI. The compacted graphite iron (CGI) is a material currently under study for the engine demanded for high torque, durability, stiffness, and fatigue. The FE model of the heavy duty diesel engine section consisting of four half cylinders was selected. The heavy duty diesel engine section includes a cylinder block, a cylinder head, a gasket, a liner, a bearing cap, bearing and bolts. The loading conditions of engine are pre-fit load, assembly load, and gas load. A structural analysis on the result was performed in order to optimize on the cylinder block of the diesel engine.

The Dynamics of Second Ring Flutter and Collapse in Modern Diesel Engines

2015 ◽  
Vol 137 (11) ◽  
Author(s):  
Chao Cheng ◽  
Harold Schock ◽  
Dan Richardson
Keyword(s):  
Diesel Engine ◽  
Gas Flow ◽  
Piston Ring ◽  
Sensitivity Study ◽  
The Other ◽  
Heavy Duty ◽  
Oil Consumption ◽  
Ring Dynamics ◽  
Heavy Duty Diesel Engine ◽  
Heavy Duty Diesel

Second ring fluttering and radial ring collapse are recognized as having significant influences on engine blowby and oil consumption. As the gas flow is coupled with the piston ring motion, understanding the ring dynamics is important for understanding not only the engine blowby mechanism, but also oil consumption mechanisms and how to control them. Only second ring flutter and collapse that occurs around the top dead center (TDC) firing conditions is examined in this paper based on a modern heavy-duty diesel engine. However, the principles described are equally applicable to all engines. First, the authors describe the fundamental mechanisms of how second ring fluttering and radial ring collapse occur. This is described by examining the forces that are acting on the second ring. Then, two cases are shown. One case shows second ring flutter and the other case shows stable second ring motion. The reasons for these two different cases are explained, including the effect of static twist and the end gaps of the rings. A sensitivity study was performed to evaluate the effect of changing the top and second ring end gaps on ring lift. It was shown how the gaps could affect the second ring flutter and ring collapse. It is concluded that the second ring will be more likely to flutter or collapse if it has a negative static twist, if the second ring end gap is large, and/or if the top ring end gap is small. If the second ring does not flutter, it may still be possible to design the ring pack such that there is not any reverse blowby. However, this must be carefully studied and controlled or the second land pressures will be too high, resulting in reverse blowby and/or top ring lifting.

scholarly journals Modelling and Evaluation of Waste Heat Recovery Systems in the Case of a Heavy-Duty Diesel Engine

Energies ◽  
2019 ◽  
Vol 12 (7) ◽  
pp. 1397
Author(s):  
Amin Mahmoudzadeh Andwari ◽  
Apostolos Pesyridis ◽  
Vahid Esfahanian ◽  
Ali Salavati-Zadeh ◽  
Alireza Hajialimohammadi
Keyword(s):  
Diesel Engine ◽  
Flow Rate ◽  
Heat Recovery ◽  
Waste Heat Recovery ◽  
Waste Heat ◽  
Excess Energy ◽  
Operating Conditions ◽  
Heavy Duty ◽  
Heavy Duty Diesel Engine ◽  
Heavy Duty Diesel

In the present study, the effects of Organic Rankine Cycle (ORC) and turbo-compound (T/C) system integration on a heavy-duty diesel engine (HDDE) is investigated. An inline six-cylinder turbocharged 11.5 liter compression ignition (CI) engine employing two waste heat recovery (WHR) strategies is modelled, simulated, and analyzed through a 1-D engine code called GT-Power. The WHR systems are evaluated by their ability to utilize the exhaust excess energy at the downstream of the primary turbocharger turbine, resulting in brake specific fuel consumption (BSFC) reduction. This excess energy is dependent on the mass flow rate and the temperature of engine exhaust gas. However, this energy varies with engine operational conditions, such as speed, load, etc. Therefore, the investigation is carried out at six engine major operating conditions consisting engine idling, minimum BFSC, part load, maximum torque, maximum power, and maximum exhaust flow rate. The results for the ORC and T/C systems indicated a 4.8% and 2.3% total average reduction in BSFC and also maximum thermal efficiencies of 8% and 10%, respectively. Unlike the ORC system, the T/C system was modelled as a secondary turbine arrangement, instead of an independent unit. This in turn deteriorated BSFC by 5.5%, mostly during low speed operation, due to the increased exhaust backpressure. It was further concluded that the T/C system performed superiorly to the ORC counterpart during top end engine speeds, however. The ORC presented a balanced and consistent operation across the engines speed and load range.

scholarly journals Influences of Using B20 Reformulated Type Fuel on a Heavy-Duty Diesel Engine Performances

2019 ◽  
Vol 112 ◽  
pp. 01002
Author(s):  
Adnan Kadhim Rashid ◽  
Bogdan Radu ◽  
Alexandru Racovitza ◽  
Radu Chiriac
Keyword(s):  
Diesel Engine ◽  
Operating Conditions ◽  
Heavy Duty ◽  
Simulation Code ◽  
Significant Drop ◽  
Engine Efficiency ◽  
Heavy Duty Diesel Engine ◽  
European Regulations ◽  
Heavy Duty Diesel ◽  
To Come

Starting from the need to replace up to 20% of the energetic fuel content as European Regulations have already stipulated for the years to come, B20 mixture fuel proves to receive an increasing recognition nowadays as an appropriate and alternative fuel for Diesel engines. Studies have provided that B20 increases engine efficiency under specific operating conditions together with a significant drop of the main emissions’ levels. This paper is proposing a numerical analysis of the operating behavior of an IVECO Cursor 10 heavy-duty Diesel engine fueled with Diesel-Biodiesel B20 fuel, featuring the projections of the AMESIM simulation code.

Modeling the Fuel Spray of a High Reactivity Gasoline Under Heavy-Duty Diesel Engine Conditions

2017 ◽  
Author(s):  
Yuanjiang Pei ◽  
Roberto Torelli ◽  
Tom Tzanetakis ◽  
Yu Zhang ◽  
Michael Traver ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Fuel Injection ◽  
Ambient Pressure ◽  
Injection Pressure ◽  
High Reactivity ◽  
Operating Conditions ◽  
Heavy Duty ◽  
Fuel Temperature ◽  
Heavy Duty Diesel Engine ◽  
Heavy Duty Diesel

Recent experimental studies on a production heavy-duty diesel engine have shown that gasoline compression ignition (GCI) can operate in both conventional mixing-controlled and low-temperature combustion modes with similar efficiency and lower soot emissions compared to diesel at a given engine-out NOx level. This is primarily due to the high volatility and low aromatic content of high reactivity, light-end fuels. In order to fully realize the potential of GCI in heavy-duty applications, accurate characterization of gasoline sprays for high-pressure fuel injection systems is needed to develop quantitative, three-dimensional computational fluid models that support simulation-led design efforts. In this work, the non-reacting fuel spray of a high reactivity gasoline (research octane number of ∼60, cetane number of ∼34) was modeled under typical heavy-duty diesel engine operating conditions, i.e., high temperature and pressure, in a constant-volume combustion chamber. The modeling results were compared to those of a diesel spray at the same conditions in order to understand their different behaviors due to fuel effects. The model was developed using a Lagrangian-Particle, Eulerian-Fluid approach. Predictions were validated against available experimental data generated at Michigan Technological University for a single-hole injector, and showed very good agreement across a wide range of operating conditions, including ambient pressure (3–10 MPa), temperature (800–1200 K), fuel injection pressure (100–250 MPa), and fuel temperature (327–408 K). Compared to a typical diesel spray, the gasoline spray evaporates much faster, exhibiting a much shorter liquid length and wider dispersion angle which promote gas entrainment and enhance air utilization. For gasoline, the liquid length is not sensitive to different ambient temperatures above 800 K, suggesting that the spray may have reached a “saturated” state where the transfer of energy from the hot gas to liquid has already been maximized. It was found that higher injection pressure is more effective at promoting the evaporation process for diesel than it is for gasoline. In addition, higher ambient pressure leads to a more compact spray and fuel temperature variation only has a minimal effect for both fuels.

The Dynamics of Second Ring Flutter and Collapse in Modern Diesel Engines

2014 ◽  
Author(s):  
Chao Cheng ◽  
Harold Schock ◽  
Dan Richardson
Keyword(s):  
Diesel Engine ◽  
Gas Flow ◽  
Piston Ring ◽  
Sensitivity Study ◽  
The Other ◽  
Heavy Duty ◽  
Oil Consumption ◽  
Ring Dynamics ◽  
Heavy Duty Diesel Engine ◽  
Heavy Duty Diesel

Second ring fluttering and radial ring collapse are recognized as having significant influences on engine blowby and oil consumption. As the gas flow is coupled with the piston ring motion, understanding the ring dynamics is important for understanding not only the engine blowby mechanism, but also oil consumption mechanisms and how to control them. Only second ring flutter and collapse that occurs around the top dead center firing conditions is examined in this paper based on a modern heavy-duty diesel engine. However, the principles described are equally applicable to all engines. First, the authors describe the fundamental mechanisms of how second ring fluttering and radial ring collapse occurs. This is described by examining the forces that are acting on the second ring. Then, two cases are shown. One case shows second ring flutter and the other case shows stable second ring motion. The reasons for these two different cases are explained, including the effect of static twist and the end gaps of the rings. A sensitivity study was performed to evaluate the effect of changing the top and second ring end gaps on ring lift. It was shown how the gaps could affect the second ring flutter and ring collapse. It is concluded that the second ring will be more likely to flutter or collapse if it has a negative static twist, if the second ring end gap is large, and/or if the top ring end gap is small. If the second ring does not flutter, it may still be possible to design the ring pack such that there is not any reverse blowby. However, this must be carefully studied and controlled or the second land pressures will be too high, resulting in reverse blowby and/or top ring lifting.

scholarly journals Calculation of Intake Oxygen Concentration through Intake CO2 Measurement and Evaluation of Its Effect on Nitrogen Oxide Prediction Accuracy in a Heavy-Duty Diesel Engine

Energies ◽  
2022 ◽  
Vol 15 (1) ◽  
pp. 342
Author(s):  
Roberto Finesso ◽  
Omar Marello
Keyword(s):  
Diesel Engine ◽  
Oxygen Concentration ◽  
Control Unit ◽  
Absolute Error ◽  
Operating Conditions ◽  
Intake Manifold ◽  
Heavy Duty ◽  
Input Quantity ◽  
Heavy Duty Diesel Engine ◽  
Heavy Duty Diesel

A new procedure, based on measurement of intake CO2 concentration and ambient humidity was developed and assessed in this study for different diesel engines in order to evaluate the oxygen concentration in the intake manifold. Steady-state and transient datasets were used for this purpose. The method is very fast to implement since it does not require any tuning procedure and it involves just one engine-related input quantity. Moreover, its accuracy is very high since it was found that the absolute error between the measured and predicted intake O2 levels is in the ±0.15% range. The method was applied to verify the performance of a previously developed NOx model under transient operating conditions. This model had previously been adopted by the authors during the IMPERIUM H2020 EU project to set up a model-based controller for a heavy-duty diesel engine. The performance of the NOx model was evaluated considering two cases in which the intake O2 concentration is either derived from engine-control unit sub-models or from the newly developed method. It was found that a significant improvement in NOx model accuracy is obtained in the latter case, and this allowed the previously developed NOx model to be further validated under transient operating conditions.

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