scholarly journals Comparative study of alternative biofuels on aircraft engine performance

2016 ◽  
Vol 231 (8) ◽  
pp. 1509-1521 ◽  
Author(s):  
Muhammad Hanafi Azami ◽  
Mark Savill
Keyword(s):  
Fuel Consumption ◽  
Engine Performance ◽  
Aircraft Engine ◽  
Specific Fuel Consumption ◽  
Energy Crisis ◽  
Mixing Ratio ◽  
Heating Value ◽  
Fuel Flow ◽  
Lower Heating Value ◽  
Lower Heating

Aviation industries are vulnerable to the energy crisis and simultaneously posed environmental concerns. Proposed engine technology advancements could reduce the environmental impact and energy consumption. Substituting the source of jet fuel from fossil-based fuel to biomass-based fuel will help reduce emissions and minimize the energy crisis. The present paper addresses the analysis of aircraft engine performance in terms of thrust, fuel flow and specific fuel consumption at different mixing ratio percentages (20%, 40%, 50%, 60% and 80%) of alternative biofuel blends already used in flight test (Algae biofuel, Camelina biofuel and Jatropha biofuel) at different flight conditions. In-house computer software codes, PYTHIA and TURBOMATCH, were used for the analysis and modeling of a three-shaft high-bypass-ratio engine which is similar to RB211-524. The engine model was verified and validated with open literature found in the test program of bio-synthetic paraffinic kerosene in commercial aircraft. The results indicated that lower heating value had a significant influence on thrust, fuel flow and specific fuel consumption at every flight condition and at all mixing ratio percentages. Wide lower heating value differences between two fuels give a large variation on the engine performances. Blended Kerosene–Jatropha biofuel and Kerosene–Camelina biofuel showed an improvement on gross thrust, net thrust, reduction of fuel flow and specific fuel consumption at every mixing ratio percentage and at different flight conditions. Moreover, the pure alternative of Jatropha biofuel and Camelina biofuel gave much better engine performances. This was not the case for the Kerosene–Algae blended biofuel. This study is a crucial step in understanding the influence of different blended alternative biofuels on the performance of aircraft engines.

Development of the Dresser Waukesha 16V150LTD Engine for Bio-Gas Fuels

2009 ◽  
Author(s):  
Edward Reinbold ◽  
James von der Ehe
Keyword(s):  
Engine Performance ◽  
Engine Fuel ◽  
Test Results ◽  
Fuel System ◽  
Heating Value ◽  
Performance Requirements ◽  
Fuel Flow ◽  
Lower Heating Value ◽  
Value Range ◽  
Range Test

Dresser Waukesha released the 16V150LTD engine for operation on pipeline natural gas in 2006. The engine has since been developed for operation on low Btu Bio gas fuels; including landfill and digester applications for both 50 and 60 Hz operation. This paper discusses the development of the engine fuel system, calibration changes, and test results of the Bio-gas 16V150LTD. Fuel system modifications were made for the higher fuel flow rates and calibration changes were necessary to meet performance requirements across the heating value range. Test results are presented which discuss the effects of the lower heating value bio-gas fuels on combustion and engine performance.

Effects of a Low Octane Gasoline Blended Fuel on Negative Valve Overlap Enabled HCCI Load Limit, Combustion Phasing and Burn Duration

2013 ◽  
Vol 135 (7) ◽  
Author(s):  
Luke M. Hagen ◽  
Laura Manofsky Olesky ◽  
Stanislav V. Bohac ◽  
George Lavoie ◽  
Dennis Assanis
Keyword(s):  
Maximum Load ◽  
Heating Value ◽  
Hcci Combustion ◽  
Fuel Flow ◽  
Load Limit ◽  
Lower Heating Value ◽  
O2 Concentration ◽  
Negative Valve Overlap ◽  
Valve Overlap ◽  
Lower Heating

Homogeneous charge compression iginition (HCCI) combustion allows for the use of fuels with octane requirements below that of spark-ignited engines. A reference gasoline was compared with iso-octane and a low octane blend of gasoline and 40% n-heptane, NH40. Experiments were conducted on a single cylinder engine operating with negative valve overlap (NVO). The fuel flow rate per cycle was compensated based on the lower heating value to maintain a constant energy addition across fuels. Iso-octane and gasoline demonstrated similar maximum load, achieving a gross IMEPg of ~430 kPa, whereas the NH40 demonstrated an increased IMEPg of ~460 kPa. The NH40 could be operated at a later phasing compared with the higher octane fuels, and exhibited a shorter burn duration at a given fueling rate and phasing. These results could be due to compositional differences, as NH40 required less NVO compared to iso-octane and gasoline, leading to less thermal and compositional stratification, as well as a higher O2 concentration and less residual gas. Additionally, the NH40 fuel demonstrated a higher intermediate temperature heat release than the higher octane fuels, potentially contributing to the shorter burn duration. Overall, these results demonstrate clear benefits to NVO enabled HCCI combustion with low octane fuels.

scholarly journals Performance of an agricultural engine using turbocharger and intercooler

2021 ◽  
Vol 29 ◽  
pp. 100-106
Author(s):  
Marcelo Silveira de Farias ◽  
José Fernando Schlosser ◽  
Giácomo Müller Negri ◽  
Leonardo Casali ◽  
Gilvan Moisés Bertollo ◽  
...  
Keyword(s):  
Fuel Consumption ◽  
Engine Performance ◽  
Specific Fuel Consumption ◽  
Engine Torque ◽  
Fuel Flow ◽  
Randomized Design ◽  
Completely Randomized Design ◽  
Agricultural Tractor ◽  
Original Configuration

This paper aimed to evaluate the effects of air and fuel supercharging in an agricultural engine. The analyzed variables consisted of torque, power, and specific fuel consumption. Tests were carried out using a dynamometer through the power take-off of an agricultural tractor. The experiment was carried out at a laboratory in a completely randomized design arranged under a two-factorial scheme, with three replications. Six engine configurations (natural aspiration, natural aspiration + service, turbocharger, turbocharger + service, turbocharger + intercooler, and turbocharger + service + intercooler) and 10 engine speeds (1,200, 1,300, 1,400, 1,500, 1,600, 1,700, 1,800, 1,900, 2,000, and 2,100 rpm) were evaluated. The turbocharger alone did not increase engine torque and power. The increase in fuel flow enhanced engine performance for the evaluated configurations. Turbocharger + service and turbocharger + service + intercooler configurations reduced specific fuel consumption by up to 10% and increased torque and power by approximately 30% compared to the original configuration (natural aspiration).

Strong and flexible thermal and environmental pairing between pulp drying and sugar process

2012 ◽  
pp. 583-588
Author(s):  
Olivier Vidal ◽  
Olivier Deur
Keyword(s):  
Low Temperature ◽  
Fuel Consumption ◽  
New Combination ◽  
Heating Value ◽  
Sugar Factory ◽  
Beet Sugar ◽  
Lower Heating Value ◽  
Beet Pulp ◽  
Sugar Plant ◽  
Lower Heating

A new combination of two technologies, i.e.: low temperature belt drier and indirect triple-pass turbo-drier is introduced for drying of beet pulp, to reduce energy consumption thereby increasing pellet quality, lowering environmental impacts and meeting more stringent regulations. A coupling with the beet sugar factory is studied in order to minimize fossil fuel consumption using a low temperature belt drier. Calculated results for a 10,000 t/d beet sugar factory are given. In case of installations independent from a beet sugar plant, fuel consumption is reduced by 50% or more based on Lower Heating Value basis (LHV) ) to evaporate the desired water quantities without any coupling. In case of integration into a beet sugar factory fuel consumption for pulp drying can be reduced by 70% to 90% (LHV basis) to evaporate the desired water quantities with simple coupling.

The Engine Performance Characteristics of an IDI Diesel Engine Fueled by Soybean Oil Methyl Esters

2019 ◽  
Vol 1 (1) ◽  
pp. 19
Author(s):  
A Ghurri ◽  
S K Keun
Keyword(s):  
Experimental Investigation ◽  
Diesel Engine ◽  
Engine Speed ◽  
Methyl Esters ◽  
Engine Performance ◽  
Mechanical Efficiency ◽  
Heating Value ◽  
Lower Heating Value ◽  
The Difference ◽  
Lower Heating

An experimental investigation was conducted to evaluate the performance of anindirect injection (IDI) diesel engine using diesel (D100) and diesel-biodieselblends (BD25, BD45, BD65) separately. The engine was run in various engineloads at constant engine speed ranging from 1000 to 2400 rpm with an interval200 rpm. The results showed that the biodiesel content decreased the enginetorque and power. This might be mainly affected by the lower LHV of thebiodiesel, and also the worse combustion due to higher density of the biodieselcompared to the diesel fuel. The loss of power due to lower heating value ofbiodiesel were not as high as the difference in their heating value that might bedown to the better lubricity of biodiesel as proved in the higher brake thermalefficiency and mechanical efficiency when using the biodiesel blends. The brakespecific fuel consumption is higher with the increase of biodiesel content but thediesel fuel delivered the highest energy to run the engine. The maximum pressureinside cylinder and the heat release rate of D100 is slightly higher than those ofbiodiesel blends.Keywords: diesel engine, biodiesel, engine performance, emission.

Effects of a Low Octane Gasoline Blended Fuel on NVO Enabled HCCI Load Limit, Combustion Phasing and Burn Duration

2012 ◽  
Author(s):  
Luke M. Hagen ◽  
Laura Manofsky Olesky ◽  
Stanislav V. Bohac ◽  
George Lavoie ◽  
Dennis Assanis
Keyword(s):  
Maximum Load ◽  
Heating Value ◽  
Hcci Combustion ◽  
Fuel Flow ◽  
Load Limit ◽  
Lower Heating Value ◽  
O2 Concentration ◽  
Negative Valve Overlap ◽  
Valve Overlap ◽  
Lower Heating

Homogeneous Charge Compression Ignition (HCCI) combustion allows for the use of fuels with octane requirements below that of spark-ignited engines. A reference gasoline was compared with iso-octane and a low octane blend of gasoline and 40% n-heptane, NH40. Experiments were conducted on a single cylinder engine operating with negative valve overlap (NVO). The fuel flow rate per cycle was compensated based on the lower heating value to maintain a constant energy addition across fuels. Iso-octane and gasoline demonstrated similar maximum load, achieving a gross IMEPg of ∼430 kPa, whereas the NH40 demonstrated an increased IMEPg of ∼ 460kPa. The NH40 could be operated at a later phasing compared with the higher octane fuels, and exhibited a shorter burn duration at a given fueling rate and phasing. These results could be due to compositional differences, as NH40 required less NVO compared to iso-octane and gasoline, leading to less thermal and compositional stratification, as well as a higher O2 concentration and less residual gas. Additionally, the NH40 fuel demonstrated a higher intermediate temperature heat release than the higher octane fuels, potentially contributing to the shorter burn duration. Overall, these results demonstrate clear benefits to NVO enabled HCCI combustion with low octane fuels.

scholarly journals Effects of Steam Injection and Stochiometry on Cyclone Gasification of Wood Powder

1996 ◽  
Author(s):  
Christian Fredriksson ◽  
Bengt Degerman ◽  
Björn Kjellström
Keyword(s):  
Theoretical Calculations ◽  
Steam Injection ◽  
Wood Powder ◽  
Heating Value ◽  
Fuel Flow ◽  
Lower Heating Value ◽  
Mass Flows ◽  
Equilibrium Calculations ◽  
Gasification Temperature ◽  
Lower Heating

Atmospheric gasification of wood powder in a cyclone has been studied. A cyclone gasifier has been designed where the wood powder is injected into the cyclone with air or air/steam as transport media. The effects of stochiometry and steam injection on the gasification temperature and gas composition are investigated. The experimental results are compared with theoretical equilibrium calculations. The fuel flow has been 26 kg/h corresponding to a thermal input of 140 kW. Equivalence ratio was varied between 0.15 and 0.4. Wood powder has been injected with steam mass flows of 50–80% of the fuel flow. The gas from the cyclone gasifier was analysed regarding CO, H2, CH4 and CO2. The lower heating value of the gas varies between 4 and 6 MJ/Nm3 with lower values for steam injected gasification. Compared to theoretical calculations the air/steam injected measurements showed better agreement with equilibrium predictions than only air injection.

Exergy analysis of a turboprop engine at different flight altitude and speeds using novel consideration

2020 ◽  
Vol 0 (0) ◽  
Author(s):  
Ali Dinc ◽  
Yousef Gharbia
Keyword(s):  
Fuel Consumption ◽  
Thermal Efficiency ◽  
Exergy Efficiency ◽  
Specific Fuel Consumption ◽  
Flight Altitude ◽  
Fuel Flow ◽  
Turboprop Engine ◽  
Shaft Power ◽  
Two Parameters ◽  
The Relationship

Abstract In this study, exergy efficiency calculations of a turboprop engine were performed together with main performance parameters such as shaft power, specific fuel consumption, fuel flow, thermal efficiency etc., for a range of flight altitude (0–14 km) and flight speeds (0–0.6 Mach). A novel exergy efficiency formula was derived in terms of specific fuel consumption and it is shown that these two parameters are inversely proportional to each other. Moreover, a novel exergy efficiency and thermal efficiency relation was also derived. The relationship showed that these two parameters are linearly proportional to each other. Exergy efficiency of the turboprop engine was found to be in the range of 23–33%. Thermal efficiency of the turboprop engine was found to be around 25–35%. Exergy efficiency is higher at higher speeds and altitude where the specific fuel consumption is lower. Conversely, exergy efficiency of the engine is lower for lower speeds and altitude where the specific fuel consumption is higher.

scholarly journals Combustion Study of Polyoxymethylene Dimethyl Ethers and Diesel Blend Fuels on an Optical Engine

Energies ◽  
2021 ◽  
Vol 14 (15) ◽  
pp. 4608
Author(s):  
Jingjing He ◽  
Hao Chen ◽  
Xin Su ◽  
Bin Xie ◽  
Quanwei Li
Keyword(s):  
Soot Formation ◽  
Comprehensive Evaluation ◽  
Chemical Properties ◽  
Heating Value ◽  
Optical Engine ◽  
Leading Role ◽  
Combustion Duration ◽  
Polyoxymethylene Dimethyl Ethers ◽  
Lower Heating Value ◽  
Lower Heating

Polyoxymethylene dimethyl ethers (PODE) are a newly appeared promising oxygenated alternative that can greatly reduce soot emissions of diesel engines. The combustion characteristics of the PODE and diesel blends (the blending ratios of PODE are 0%, 20%, 50% and 100% by volume, respectively) are investigated based on an optical engine under the injection timings of 6, 9, 12 and 15-degree crank angles before top dead center and injection pressures of 100 MPa, 120 MPa and 140 MPa in this study. The results show that both the ignition delay and combustion duration of the fuels decrease with the increasing of PODE ratio in the blends. However, in the case of the fuel supply of the optical engine being fixed, the heat release rate, cylinder pressure and temperature of the blend fuels decrease with the PODE addition due to the low lower heating value of PODE. The addition of PODE in diesel can significantly reduce the integrated natural flame luminosity and the soot formation under all injection conditions. When the proportion of the PODE addition is 50% and 100%, the chemical properties of the blends play a leading role in soot formation, while the change of the injection conditions have an inconspicuous effect on it. When the proportion of the PODE addition is 20%, the blend shows excellent characteristics in a comprehensive evaluation of combustion and soot reduction.

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).

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