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.

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).

Experimental Investigation of Performance and Emission Parameters Changes on Diesel Engines Using Anisole Additive

2014 ◽  
Vol 490-491 ◽  
pp. 987-991
Author(s):  
Mustafa Kaan Baltacioğlu ◽  
Kadi̇r Aydin ◽  
Ergül Yaşar ◽  
Hüseyi̇n Turan Arat ◽  
Çağlar Conker ◽  
...  
Keyword(s):  
Carbon Dioxide ◽  
Carbon Monoxide ◽  
Nitrogen Oxide ◽  
Fuel Consumption ◽  
Diesel Fuel ◽  
Diesel Engines ◽  
Specific Fuel Consumption ◽  
Compression Ignition Engine ◽  
Gas Emissions ◽  
Performance And Emission

In this study, effect of anisole additive into the diesel fuel on performance and emission parameters of diesel engines was investigated. Instead of structural changes which are more difficult and expensive, development of fuel technologies is preferred to provide reduction on exhaust gas emissions which are harmful to environment and human health. Therefore, in this experimental study, anisole was used as additive into diesel fuel with the volumetric ratio of 1,5%, 3% and 5%. The performance characteristics and exhaust emissions of a four cylinder, four stroke, naturally aspirated, water cooled, direct injection compression ignition engine fueled with modified fuels were analyzed. Engine was subjected constant speed, full load conditions during tests. Engine power, torque, specific fuel consumption, carbon monoxide, nitrogen oxide and carbon dioxide emissions were measured and results were evaluated. Changes in performance parameters were negligible for all ratios of modified fuels except specific fuel consumption. Finally, while carbon monoxide gas emissions were increased with anisole additive, carbon dioxide and nitrogen oxide gas emissions were decreased.

Performance of a Compression-Ignition Engine Fueled with Diesel/Biodiesel Blends

2015 ◽  
Vol 730 ◽  
pp. 283-286
Author(s):  
Rong Fu Zhu ◽  
Yun Long Wang ◽  
Hui Wang ◽  
Yuan Tao Sun
Keyword(s):  
Fuel Consumption ◽  
Specific Fuel Consumption ◽  
Experimental Results ◽  
Nox Emission ◽  
Brake Specific Fuel Consumption ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Biodiesel Blends ◽  
Brake Power ◽  
Fuel Delivery

The performance of engine fueled with diesel/biodiesel blends was tested. It was indicated from the experimental results that the brake power, torque out and brake specific fuel consumption of engine fueled with diesel/biodiesel caused slight variations, while NOx emission increased significantly compared with engine fueled with diesel. In order to reduce NOx emission of engine fueled with pure biodiesel, retarding fuel delivery advance angle was used, and the NOx emission tests revealed that the NOx emission decreased significantly at different engine speeds.

scholarly journals Effect of cetane improver addition into diesel fuel: Methanol mixtures on performance and emissions at different injection pressures

2017 ◽  
Vol 21 (1 Part B) ◽  
pp. 555-566 ◽  
Author(s):  
Feyyaz Candan ◽  
Murat Ciniviz ◽  
Ilker Ors
Keyword(s):  
Diesel Engine ◽  
Fuel Consumption ◽  
Diesel Fuel ◽  
Engine Performance ◽  
Injection Pressure ◽  
Specific Fuel Consumption ◽  
Exhaust Emission ◽  
Brake Specific Fuel Consumption ◽  
Consumption Values ◽  
Smoke Opacity

In this study, methanol in ratios of 5-10-15% were incorporated into diesel fuel with the aim of reducing harmful exhaust gasses of Diesel engine, di-tertbutyl peroxide as cetane improver in a ratio of 1% was added into mixture fuels in order to reduce negative effects of methanol on engine performance parameters, and isobutanol of a ratio of 1% was used as additive for preventing phase separation of all mixtures. As results of experiments conducted on a single cylinder and direct injection Diesel engine, methanol caused the increase of NOx emission while reducing CO, HC, CO2, and smoke opacity emissions. It also reduced torque and power values, and increased brake specific fuel consumption values. Cetane improver increased torque and power values slightly compared to methanol-mixed fuels, and reduced brake specific fuel consumption values. It also affected exhaust emission values positively, excluding smoke opacity. Increase of injector injection pressure affected performances of methanol-mixed fuels positively. It also increased injection pressure and NOx emissions, while reducing other exhaust emissions.

scholarly journals EFFECT OF INLET AIR TEMPERATURE ON COMBUSTION, PERFORMANCE AND EMISSIONS OF GASOLINE DIRECT INJECTION (GDI) ENGINE FUELLED BY LPG FUEL

2021 ◽  
Vol 21 (4) ◽  
pp. 289-301
Author(s):  
Mohanad Aldhaidhawi ◽  
Oras Khudhayer Obayes ◽  
Muneer Najee
Keyword(s):  
Fuel Consumption ◽  
Air Temperature ◽  
Direct Injection ◽  
Engine Performance ◽  
Specific Fuel Consumption ◽  
Gasoline Direct Injection ◽  
Fire Temperature ◽  
Air Temperatures ◽  
Performance And Emissions ◽  
And Performance

In the present work, the direct-injection petrol engine (GDI) combustion, emissions and performance at different engine speeds (1500, 2000, 2500 and 3000 rpm) with a constant throttle position have been studied. The fuel considered in this work is liquid petroleum gas (LPG) and gasoline. The software adopted in all simulations by the AVL BOOST 2016. A Hyundai 2.0 liter, 16 valves and 4 cylinders engine with a compression ratio 17.5:1 is used. The effect of several inlet air temperatures (0, 10, 20, 30, 40 and 50 oC) on the engine performance, combustion and emissions are also studied. The results show that the increase in the inlet air temperature leading to increase the peak fire temperature, brake specific fuel consumption (BSFC) and nitrogen oxide (NOx). However, this process results in a reduction in the peak fire pressure, combustion period (duration), brake power and brake torque. The maximum fire temperature and maximum specific fuel consumption can be achieved when the engine speed is 3000 rpm and the inlet air temperature is 50 ºC.

scholarly journals Use of Gasoline, LPG and LPG-HHO Blend in SI Engine: A Comparative Performance for Emission Control and Sustainable Environment

Processes ◽  
2020 ◽  
Vol 8 (1) ◽  
pp. 74 ◽  
Author(s):  
Muhammad Usman ◽  
Muhammad Farooq ◽  
Muhammad Naqvi ◽  
Muhammad Wajid Saleem ◽  
Jafar Hussain ◽  
...  
Keyword(s):  
Fuel Consumption ◽  
Alternative Fuels ◽  
Environmental Pollutants ◽  
Spark Ignition Engine ◽  
Specific Fuel Consumption ◽  
Brake Specific Fuel Consumption ◽  
Liquefied Petroleum Gas ◽  
Comparative Performance ◽  
Performance And Emission ◽  
Brake Power

The rising global warming concerns and explosive degradation of the environment requires the mainstream utilization of alternative fuels, such as hydroxy gas (HHO) which presents itself as a viable substitute for extracting the benefits of hydrogen. Therefore, an experimental study of the performance and emission characteristics of alternative fuels in contrast to conventional gasoline was undertaken. For experimentation, a spark ignition engine was run on a multitude of fuels comprising of gasoline, Liquefied petroleum gas (LPG) and hybrid blend of HHO with LPG. The engine was operated at 60% open throttle with engine speed ranging from 1600 rpm to 3400 rpm. Simultaneously, the corresponding performance parameters including brake specific fuel consumption, brake power and brake thermal efficiency were investigated. Emission levels of CO, CO2, HC and NOx were quantified in the specified speed range. To check the suitability of the acquired experimental data, it was subjected to a Weibull distribution fit. Enhanced performance efficiency and reduced emissions were observed with the combustion of the hybrid mixture of LPG with HHO in comparison to LPG: on average, brake power increased by 7% while the brake specific fuel consumption reduced by 15%. On the other hand, emissions relative to LPG decreased by 21%, 9% and 21.8% in cases of CO, CO2, and unburned hydrocarbons respectively. Incorporating alternative fuels would not only imply reduced dependency on conventional fuels but would also contribute to their sustainability for future generations. Simultaneously, the decrease in harmful environmental pollutants would help to mitigate and combat the threats of climate change.

scholarly journals Investigation of cycle skipping methods in an engine converted to positive ignition natural gas engine

2021 ◽  
Vol 13 (9) ◽  
pp. 168781402110454
Author(s):  
Erdal Tunçer ◽  
Tarkan Sandalcı ◽  
Yasin Karagöz
Keyword(s):  
Natural Gas ◽  
Fuel Consumption ◽  
Electronic Control Unit ◽  
Engine Performance ◽  
Control Unit ◽  
Operating Conditions ◽  
Spark Ignition Engine ◽  
Specific Fuel Consumption ◽  
Electronic Throttle ◽  
Operating Modes

In this study, a single cylinder of 1.16 L, naturally aspirated engine was converted to a spark ignition engine, which was a diesel engine operating with natural gas as fuel. By placing electronic throttle, electronic ignition module, gas fuel injectors and proximity sensors on the test engine, the engine has been turned into a positive ignition engine that can work with natural gas as fuel, thanks to the electronic control unit developed by our project team. Then, in the study performed, different cycle skipping strategies were experimentally investigated at a constant engine speed of 1565 rpm, in accordance with the generator operating conditions. Engine performance, emissions (CO, HC, and NOx), and combustion characteristics (cylinder pressure, rate of heat release, etc.) of cycle skipping strategies were experimentally investigated with natural gas as fuel in Normal, 3N1S, 2N1S, and 1N1S engine operating modes. According to the results obtained, specific fuel consumption, CO and HC values improved in all cycle skipping operating conditions, except for NOx, but the best results were obtained in 2N1S operating conditions; it was concluded that the specific fuel consumption, CO and HC values improved by 11.19%, 61.89%, and 65.60%, respectively.

scholarly journals Multiobjective Optimisation of a Marine Dual Fuel Engine Equipped with Exhaust Gas Recirculation and Air Bypass Systems

Energies ◽  
2020 ◽  
Vol 13 (19) ◽  
pp. 5021
Author(s):  
Sokratis Stoumpos ◽  
Gerasimos Theotokatos
Keyword(s):  
Fuel Consumption ◽  
Engine Performance ◽  
Exhaust Gas Recirculation ◽  
Specific Fuel Consumption ◽  
Dual Fuel ◽  
Nox Emissions ◽  
Exhaust Gas ◽  
Brake Specific Fuel Consumption ◽  
Gas Recirculation ◽  
Optimisation Techniques

Dual fuel engines constitute a viable solution for enhancing the environmental sustainability of the shipping operations. Although these engines comply with the Tier III NOx emissions regulations when operating at the gas mode, additional measures are required to ensure such compliance at the diesel mode. Hence, this study aimed to optimise the settings of a marine four-stroke dual fuel (DF) engine equipped with exhaust gas recirculation (EGR) and air bypass (ABP) systems by employing simulation and optimisation techniques, so that the engine when operating at the diesel mode complies with the ‘Tier III’ requirements. A previous version of the engine thermodynamic model was extended to accommodate the EGR and ABP systems modelling. Subsequently, a combination of optimisation techniques including multiobjective genetic algorithms (MOGA) and design of experiments (DoE) parametric runs was employed to identify both the engine and the EGR/ABP systems settings with the objective to minimise the engine brake specific fuel consumption and reduce the NOx emissions below the Tier III limit. The derived simulation results were employed to analyse the EGR system involved interactions and their effects on the engine performance and emissions trade-offs. A sensitivity analysis was performed to reveal the interactions between considered engine settings and quantify their impact on the engine performance parameters. The derived results indicate that EGR rates up to 35% are required, so that the investigated engine with EGR and ABP systems, when operating at the diesel mode, achieves compliance with the ‘Tier III’ NOx emissions, whereas the associated engine brake specific fuel consumption penalty is up to 8.7%. This study demonstrates that the combination of EGR and ABP systems can constitute a functional solution for achieving compliance with the stringent regulatory requirements and provides a better understating of the underlined phenomena and interactions of the engine subsystems parameters variations for the investigated engine equipped with EGR and ABP systems.

Brake Specific Fuel Consumption and Power Advantages for a Turbocharged Two-Stroke Direct-Injected Engine

2008 ◽  
Author(s):  
Andrew Findlay ◽  
Nicholas Harker ◽  
Karen R. Den Braven
Keyword(s):  
Fuel Consumption ◽  
High Performance ◽  
Direct Injection ◽  
Specific Fuel Consumption ◽  
Gasoline Direct Injection ◽  
Specific Power ◽  
Boost Pressure ◽  
Brake Specific Fuel Consumption ◽  
Specific Power Output ◽  
Stroke Engine

A turbocharged gasoline direct injection (GDI) two-stroke engine for use in snowmobile applications has been developed. Applying GDI to a two-stroke engine significantly reduces emissions of unburned hydrocarbons and improves fuel economy by reducing or eliminating the short-circuiting of fuel that occurs in conventional carbureted two-stroke engines. Performance is a high priority for recreational enthusiasts. Direct-injection also allows for further improvement in power and efficiency through the use of exhaust turbocharging. With the scavenging and fuel flows separated, turbocharging can efficiently increase the mass of air delivered to the engine. This increases specific power output and decreases specific fuel consumption. Results show that the brake specific fuel consumption (BSFC) of the turbocharged engine was improved over the entire engine operating range compared to the naturally aspirated engine. It was seen that a mild boost pressure of 5 psi could increase power by 40 brake-horsepower (bhp) at the peak engine speed and over 60 bhp at lower engine speeds. The results show that turbocharged direct injection is a viable option for high performance two-stroke engines.

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