scholarly journals Peningkatan Kinerja Mesin Diesel dengan Produksi Biodiesel dari Kelapa (Coconut Nufera) dan Unjuk Kinerjanya Berbasis Transesterifikasi dengan Sistim Injeksi Langsung

2015 ◽  
Vol 8 (2) ◽  
pp. 62-75
Author(s):  
Soni Sisbudi Harsono ◽  
Kiman Siregar
Keyword(s):  
Carbon Monoxide ◽  
Diesel Engine ◽  
Performance Test ◽  
Direct Injection ◽  
Injection System ◽  
Low Carbon ◽  
Transportation Fuel ◽  
Maximum Torque ◽  
Foreign Countries ◽  
Improved Performance

Abstrak. Sampai sekarang, penggunaan biodiesel khususnya biodiesel dari kelapa di Indonesia belum menyentuh kepada penggunaan sebagai bahan bakar, baik untuk bahan bakar transportasi ataupun bahan bakar industri. Dari perkembangan yang ada terutama di luar negeri bahan bakar biodiesel sudah digunakan sebagai bahan bakar transportasi meskipun hanya dalam bentuk campuran. Ketersediaan bahan bakar minyak bumi semakin hari semakin terbatas. Selain karena alasan ketersediaan minyak bumi yang terbatas, pengembangan produk biodiesel dari minyak tumbuhan seperti minyak sawit, juga diarahkan pada sifat bahan bakunya yang dapat diperbaharui. Secara teknis hasil pengujian laboratorium terhadap unjuk kerja mesin diesel menghasilkan bahwa campuran biodiesel 30% dengan 70% solar mempunyai daya maksimum 5,36 HP pada 2.190 rpm lebih rendah bila dibandingkan dengan solar 100%, 5,41 HP pada 2.200 rpm. Sedangkan torsi maksimum campuran biodiesel 30% adalah 1,748 Nm lebih rendah dari solar 100% 1,761 Nm. Kandungan carbon monoxide campuran biodiesel dan hydro carbon campuran 30% biodiesel dengan 70% solar juga lebih rendah daripada solar 100%.Improved Performance of Diesel Engines With the Production of Biodiesel From Coconut (Coconut Nufera) and Performanced Based on Direct Injection System With TransesterificationAbstract. Use of biodiesel especially from CPO has not been popularly used either for transportation nor for industrial fuel, while in foreign countries, it has been used for transportation fuel even just be blended. As the available of fosil fuel ten to decrease, the use of a renewable fuel biodiesel will be promising. This study aimed to evaluate the performance of amall diesel engine using biodiesel as fuel source. Performance test of small diesel engine using biodiesel was conducted in the laboratory by using engine dynamometer. The results shown that mixing 30% of biodiesel and 70% fosil fuel (petro diesel) gave the best performance among other percentage mixture. Mixing 30% of biodiesel and 70% fosil fuel gave maximum power 5.36 HP at 2190 rpm and maximum torque 1.748 Nm. Its lower comparing than pure petro diesel that gave 5.41 HP at 2200 rpm and maximum torque 1.761 Nm. The gas emission was also evaluated simultaneously. The results shown that the mixing 30%: 70% produced low carbon monoxide (CO) and low hydrocarbon (HC) than petro diesel. 

THE EFFECT OF ETHANOL, PETROL AND RAPESEED OIL BLENDS ON DIRECT INJECTION DIESEL ENGINE PERFORMANCE AND EXHAUST EMISSIONS

Transport ◽  
2010 ◽  
Vol 25 (2) ◽  
pp. 116-128 ◽  
Author(s):  
Gvidonas Labeckas ◽  
Stasys Slavinskas
Keyword(s):  
Carbon Monoxide ◽  
Diesel Engine ◽  
Thermal Efficiency ◽  
Rapeseed Oil ◽  
Direct Injection ◽  
Engine Performance ◽  
Maximum Torque ◽  
Brake Thermal Efficiency ◽  
Brake Mean Effective Pressure ◽  
Smoke Opacity

The article deals with the testing results of a four stroke four cylinder, DI diesel engine operating on pure rapeseed oil (RO) and its 2.5vol%, 5vol% and 7.5vol% blends with ethanol (ERO) and petrol (PRO). The purpose of this study is to examine the effect of ethanol and petrol addition to RO on blend viscosity, percentage changes in brake mean effective pressure (bmep), brake specific fuel consumption (bsfc), the brake thermal efficiency (çe) of a diesel engine and its emission composition, including NO, NO2, NOX, CO, CO2, HC and the smoke opacity of exhausts. The addition of 2.5, 5 and 7.5vol% of ethanol and the same percentage of petrol into RO, at a temperature of 20 °C, diminish the viscosity of the blends by 9.2%, 21.3%, 28.3% and 14.1%, 24.8%, 31.7% respectively. Heating biofuels up to a temperature of 60 °C, diminishes the kinematic viscosity of RO, blends ERO2.5–7.5 and PRO2.5–7.5 4.2, 3.9–3.8 and 3.9–3.7 times accordingly. At a speed of 1400–1800 min‐1, bmep higher by 1.3% if compared with that of RO (0.772–0.770 MPa) ensures blend PRO2.5, whereas at a rated speed of 2200 min‐1 , bmep higher by 5.6–2.7% can be obtained when fuelling the loaded engine, ë = 1.6, with both PRO2.5–5 blends. The bsfc of the engine operating on blend PRO2.5 at maximum torque and rated power is respectively 3.0% and 5.5% lower. The highest brake thermal efficiency at maximum torque (0.400) and rated power (0.415) compared to that of RO (0.394) also suggests blend PRO2.5. The largest increase in NOXemissions making 1907 ppm (24.8%) and 1811 ppm (19.6%) compared to that of RO was measured from a more calorific blend PRO7.5 (9.99% oxygen) at low (1400 min‐1) and rated (2200 min‐1) speeds. The emission of carbon monoxide from blends ERO2.5–5 throughout the whole speed range runs lower from 6.1% to 32.9% and the smoke opacity of the fully loaded engine changes from 5.1% which is a higher to 46.4% which is a lower level if compared to the corresponding data obtained using pure RO. The CO2 emissions of carbon monoxide and the temperature of the exhausts generated by the engine running at a speed of 2200 min‐1 diminish from 7.8 vol% to 6.3vol% and from 500 °C to 465 °C due to the addition of 7.5vol% of ethanol to RO.

Effect of Cetane Number Improver on Emission Characteristics of Methanol/Diesel Blend Fuel

2012 ◽  
Vol 512-515 ◽  
pp. 1888-1891
Author(s):  
Jia Yi Du ◽  
Wei Xun Zhang ◽  
Deng Pan Zhang ◽  
Zhen Yu Sun
Keyword(s):  
Diesel Engine ◽  
Direct Injection ◽  
Cetane Number ◽  
Nox Emission ◽  
Fuel Load ◽  
Emission Characteristics ◽  
Soot Emission ◽  
Maximum Torque ◽  
Blend Fuel ◽  
Co Emission

The influence of cetane number improver on emission characteristics of diesel engine fueled with methanol/diesel blend fuel was investigated. Methanol/diesel blend fuel was prepared, in which the methanol content is 10%, different mass fraction (0%，0.5%) of cetane number improver were added to the blend fuel. Load characteristic experiments at maximum torque speed of the engine were carried out on 4B26 direct injection diesel engine. The results show that, compared with the engine fueled with diesel, the CO emission increases under low loads and reduces under medium and high loads, the HC emission increases, the NOx emission decreases under medium and low loads and increases under high loads, the soot emission reduces significantly when the diesel engine fueled with blends. When cetane number improver was added to blends, the CO and NOx emission reduces, the HC emission decreases, the soot emission increases to some extent compared with the methanol/dieselblend fuel without cetane number improver.

Effect of Swirl Ratio and Injection Pressure on Autoignition, Combustion and Emissions in a High Speed Direct Injection Diesel Engine Fuelled With Biodiesel (B-20)

2009 ◽  
Author(s):  
Vinay Nagaraju ◽  
Mufaddel Dahodwala ◽  
Kaushik Acharya ◽  
Walter Bryzik ◽  
Naeim A. Henein
Keyword(s):  
Diesel Engine ◽  
High Speed ◽  
Direct Injection ◽  
Injection Pressure ◽  
Combustible Mixture ◽  
Injection System ◽  
Ignition Process ◽  
Swirl Ratio ◽  
Mixture Formation ◽  
Physical And Chemical

Biodiesel has different physical and chemical properties than ultra low sulfur diesel fuel (ULSD). The low volatility of biodiesel is expected to affect the physical processes, mainly fuel evaporation and combustible mixture formation. The higher cetane number of biodiesel is expected to affect the rates of the chemical reactions. The combination of these two fuel properties has an impact on the auto ignition process, subsequently combustion and engine out emissions. Applying different swirl ratios and injection pressures affect both the physical and chemical processes. The focus of this paper is to investigate the effect of varying the swirl ratio and injection pressure in a single-cylinder research diesel engine using a blend of biodiesel and ULSD fuel. The engine is a High Speed Direct Injection (HSDI) equipped with a common rail injection system, EGR system and a swirl control mechanism. The engine is operated under simulated turbocharged conditions with 3 bar Indicated Mean Effective Pressure (IMEP) at 1500 rpm, using 100% ULSD and a blend of 20% biodiesel and 80% ULSD fuel. The biodiesel is developed from soy bean oil. A detailed analysis of the apparent rate of heat release (ARHR) is made to determine the role of the biodiesel component of B-20 in the combustible mixture formation, autoignition process, premixed, mixing controlled and diffusion controlled combustion fractions. The results explain the factors that cause an increase or a drop in NOx emissions reported in the literature when using biodiesel.

Ion Current, Combustion and Emission Characteristics in an Automotive Common Rail Diesel Engine

2012 ◽  
Vol 134 (4) ◽  
Author(s):  
Naeim A. Henein ◽  
Tamer Badawy ◽  
Nilesh Rai ◽  
Walter Bryzik
Keyword(s):  
Diesel Engine ◽  
Diesel Engines ◽  
Direct Injection ◽  
Common Rail ◽  
Ion Current ◽  
Injection System ◽  
Feedback Signal ◽  
Common Rail Injection System ◽  
Common Rail Injection ◽  
No Emissions

Advanced electronically controlled diesel engines require a feedback signal to the ECU to adjust different operating parameters and meet demands for power, better fuel economy and low emissions. Different types of in-cylinder combustion sensors are being considered to produce this signal. This paper presents results of an experimental investigation on the characteristics of the ion current in an automotive diesel engine equipped with a common rail injection system. The engine is a 1.9 L, 4-cylinder, direct injection diesel engine. Experiments covered different engine loads and injection pressures. The relationships between the ion current, combustion parameters and engine out NO emissions and opacity are presented. The analysis of the experimental data identified possible sources of the ion current produced in diesel engines.

A High-Speed Direct Injection Diesel Engine for Passenger Cars

1988 ◽  
Vol 202 (3) ◽  
pp. 171-181 ◽  
Author(s):  
J A Stephenson ◽  
B A Hood
Keyword(s):  
Diesel Engine ◽  
High Speed ◽  
Fuel Injection ◽  
Direct Injection ◽  
Injection System ◽  
Passenger Cars ◽  
Medium Speed ◽  
Medium Speed Engine ◽  
Hsdi Diesel Engine ◽  
Wide Speed Range

The paper describes the development of a high-speed direct injection (HSDI) diesel engine suitable for passenger car applications. The evolution from a low emissions medium-speed engine, through a four-cylinder 2.3 litre research engine, into a four-cylinder 2.0 litre production engine is presented. The challenge to the engineer has been to develop the HSDI engine to operate with acceptable noise, emissions, smoke and driveability over the wide speed range (up to 5000 r/min) required for passenger cars. The key element in this task was the optimization of the combustion system and fuel injection equipment. The HSDI is shown to have a significant fuel economy advantage over the prechamber indirect injection (IDI) engine. Future developments of the fuel injection system are described which will further enhance the HSDI engine and provide additional noise and emissions control.

Factors Affecting Performance of Dual Fuel Compression Ignition Engines

2013 ◽  
Vol 388 ◽  
pp. 217-222
Author(s):  
Mohamed Mustafa Ali ◽  
Sabir Mohamed Salih
Keyword(s):  
Diesel Engine ◽  
Fuel Consumption ◽  
Thermal Efficiency ◽  
Fuel Injection ◽  
Direct Injection ◽  
Injection System ◽  
Dual Fuel ◽  
Injection Timing ◽  
Compression Ignition ◽  
Factors Affecting

Compression Ignition Diesel Engine use Diesel as conventional fuel. This has proven to be the most economical source of prime mover in medium and heavy duty loads for both stationary and mobile applications. Performance enhancements have been implemented to optimize fuel consumption and increase thermal efficiency as well as lowering exhaust emissions on these engines. Recently dual fueling of Diesel engines has been found one of the means to achieve these goals. Different types of fuels are tried to displace some of the diesel fuel consumption. This study is made to identify the most favorable conditions for dual fuel mode of operation using Diesel as main fuel and Gasoline as a combustion improver. A single cylinder naturally aspirated air cooled 0.4 liter direct injection diesel engine is used. Diesel is injected by the normal fuel injection system, while Gasoline is carbureted with air using a simple single jet carburetor mounted at the air intake. The engine has been operated at constant speed of 3000 rpm and the load was varied. Different Gasoline to air mixture strengths investigated, and diesel injection timing is also varied. The optimum setting of the engine has been defined which increased the thermal efficiency, reduced the NOx % and HC%.

An Experimental Investigation of the Effects of Common-Rail Injection System Parameters on Emissions and Performance in a High-Speed Direct-Injection Diesel Engine

1999 ◽  
Vol 123 (1) ◽  
pp. 167-174 ◽  
Author(s):  
P. J. Tennison ◽  
R. Reitz
Keyword(s):  
Diesel Engine ◽  
High Speed ◽  
Direct Injection ◽  
Injection Pressure ◽  
Injection System ◽  
Injection Timing ◽  
Pilot Injection ◽  
Common Rail Injection System ◽  
And Performance ◽  
Emissions And Performance

An investigation of the effect of injection parameters on emissions and performance in an automotive diesel engine was conducted. A high-pressure common-rail injection system was used with a dual-guided valve covered orifice nozzle tip. The engine was a four-valve single cylinder high-speed direct-injection diesel engine with a displacement of approximately 12 liter and simulated turbocharging. The engine experiments were conducted at full load and 1004 and 1757 rev/min, and the effects of injection pressure, multiple injections (single vs pilot with main), and pilot injection timing on emissions and performance were studied. Increasing the injection pressure from 600 to 800 bar reduced the smoke emissions by over 50 percent at retarded injection timings with no penalty in oxides of nitrogen NOx or brake specific fuel consumption (BSFC). Pilot injection cases exhibited slightly higher smoke levels than single injection cases but had similar NOx levels, while the single injection cases exhibited slightly better BSFC. The start-of-injection (SOI) of the pilot was varied while holding the main SOI constant and the effect on emissions was found to be small compared to changes resulting from varying the main injection timing. Interestingly, the point of autoignition of the pilot was found to occur at a nearly constant crank angle regardless of pilot injection timing (for early injection timings) indicating that the ignition delay of the pilot is a chemical delay and not a physical (mixing) one. As the pilot timing was advanced the mixture became overmixed, and an increase of over 50 percent in the unburned hydrocarbon emissions was observed at the most advanced pilot injection timing.

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