scholarly journals ANALISIS PENERAPAN HEAT TRANSFER PADA PEMANASAN BAHAN BAKAR BENSIN MELALUI PIPA KAPILER BERSIRIP RADIAL DI DALAMUPPER TANK RADIATOR UNTUK MENINGKATKAN PERFORMANSI MESIN KIJANG

2017 ◽  
Vol 6 (2) ◽  
Author(s):  
Danar Susilo Wijayanto ◽  
Ngatou Rohman ◽  
Ranto Ranto ◽  
Husin Bugis ◽  
Arif Nurachman ◽  
...  
Keyword(s):  
Fuel Consumption ◽  
Normal Condition ◽  
Engine Speed ◽  
Capillary Tube ◽  
Exhaust Emissions ◽  
Free Variable ◽  
Exhaust Emission ◽  
Spent Fuel ◽  
Time Required ◽  
Average Consumption

The purpose of this study wereto determine the effect usage of gasoline heating through a capillary tube which is radial finned in the upper tank of radiator on fuel consumption and exhaust emissions of CO and HC in the engine of Toyota Kijang.This study is experimental. The sample in this study was the machine of Toyota Kijang with machine number 7855290. Free variable of the research is the usage of fuel heating with fin variations on the copper capillar tube consist of copper capillar tube without fin, finned copper capillar tube with the ranges between the fins are 10 mm, 20 mm, and 30 mm and variations of engine speed at 1000 r.p.m., 2000 r.p.m., and 3000 r.p.m. Experimental method to measure the fuel consumption is done by recording the time required for spent fuel 50 cc and exhaust emissions of CO and HC in the engine of Toyota Kijang.The result of this research shows that the average consumption at engine speed 1000 r.p.m. on the normal condition Toyota Kijang has average fuel consumption 32,066×10-3 cc per cycle. In the usage of fuel heating using three copper tubes with the range between the fins is 10 mm fuel consumption by 25,174×10-3 cc per cycle. Fuel consumption decreased by 6,892×10-3 cc per cycle or 21,58%. At engine speed 2000 r.p.m. on the normal condition Toyota Kijang average consumption 38,487×10-3 cc per cycle. In the usage of fuel heating using three copper tubes with the range between the fins is 10 mm fuel consumption by 28,121×10-3 cc per cycle. Fuel consumption decreased by 10,366×10-3 cc per cycle or 26,93%. At engine speed 3000 r.p.m. on the normal condition Toyota Kijang average consumption 36,783×10-3 cc per cycle. In the usage of fuel heating using three copper tubes with the range between the fins is 10 mm fuel consumption by 31,187×10-3 cc per cycle. Fuel consumption decreased by 5,596×10-3 per cycle or 15,21%. The conclusion of this research is the usage of fuel heating using three copper tubes with the range between the fins is 10mm in the upper tank of radiator can reduce the biggest lowers fuel consumption on the Engine of Toyota Kijang 1989.This research also shows that: the usage of fuel heating use 3 finned copper tubes in the upper tank of radiator can reduce the highest level on exhaust emissions of CO and HC in the engine of Toyota Kijang. The different of CO exhaust emission is 2,54 % volume or 85 % while the HC exhaust emission is 139,667 ppm volume or 72 %.

scholarly journals TRACTOR’S ENGINE EFFICIENCY AND EXHAUST EMISSIONS’ RESEARCH IN DRILLING WORK

2014 ◽  
Vol 22 (2) ◽  
pp. 141-150 ◽  
Author(s):  
Antanas Juostas ◽  
Algirdas Janulevičius
Keyword(s):  
Fuel Consumption ◽  
Engine Speed ◽  
Fuel Injection ◽  
Exhaust Emissions ◽  
Gear Ratio ◽  
Operating Conditions ◽  
Process Time ◽  
Exhaust Emission ◽  
Drilling Process ◽  
Engine Load

Tis paper provides an overview of possibilities for determining tractor’s engine load, fuel consumption and exhaust emissions in real operating conditions. Theuse of accumulated database in tractor’s electronic control modules for the analysis of engine load, fuel consumption and exhaust emissions is analysed. The methodology for analysis of engine power, speed and exhaust emissions’ dependencies, also for analysis of engine exhaust emissions is presented. Tis paper presents testing results of the unit combined of tractor “Massey Ferguson MF 6499” and drilling machine “Vaderstad Rapid” by engine load, fuel consumption and exhaust emissions. Drilling process time, engine load, fuel consumption and exhaust emission components’ distribution are presented in different engine speed and cyclic fuel injection modes. Test results are analysed separately for technological drilling and work processes at the headland. In the technological process of drilling, if the tractor engine speed and, correspondingly, the transmission gear ratio were reduced to get the set working speed, fuel consumption decreased, CO and CO2 emissions varied slightly, but the NOx increased significantly. Significant part of exhaust emissions occurred at headlands. The conclusion is that the fuel consumption and exhaust emissions, including harmful components, can be reduced only by complex optimization of technological processes and tractor operating modes.

scholarly journals Analysis of exhaust emission measurements in rural conditions from heavy-duty vehicle

2020 ◽  
Vol 182 (3) ◽  
pp. 54-58
Author(s):  
Andrzej Ziółkowski ◽  
Paweł Fuć ◽  
Piotr Lijewski ◽  
Łukasz Rymaniak ◽  
Paweł Daszkiewicz ◽  
...  
Keyword(s):  
Fuel Consumption ◽  
Road Transport ◽  
Exhaust Emissions ◽  
Operating Conditions ◽  
Transport Sector ◽  
Exhaust Emission ◽  
Heavy Vehicles ◽  
Heavy Duty Vehicle ◽  
Emission Norm ◽  
Test Route

Road transport holds for the largest share in the freight transport sector in Europe. This work is carried out by heavy vehicles of various types. It is assumed that, in principle, transport should take place on the main road connections, such as motorways or national roads. Their share in the polish road infrastructure is not dominant. Rural and communal roads roads are the most prevalent. This fact formed the basis of the exhaust emissions and fuel consumption tests of heavy vehicles in real operating conditions. A set of vehicles (truck tractor with a semi-trailer) meeting the Euro V emission norm, transporting a load of 24,800 kg, was selected for the tests. The research was carried out on an non-urban route, the test route length was 22 km. A mobile Semtech DS instrument was used, which was used to measure the exhaust emissions. Based on the obtained results, the emission characteristics were determined in relation to the operating parameters of the vehicles drive system. Road emission, specific emission and fuel consumption values were also calculated.

scholarly journals Optimization of the Performance of Marine Diesel Engines to Minimize the Formation of SOx Emissions

2020 ◽  
Vol 19 (3) ◽  
pp. 473-484
Author(s):  
Mina Tadros ◽  
Manuel Ventura ◽  
C. Guedes Soares
Keyword(s):  
Fuel Consumption ◽  
Diesel Engines ◽  
Engine Speed ◽  
Exhaust Emissions ◽  
Polynomial Equations ◽  
Marine Fuel ◽  
Marine Engines ◽  
Marine Diesel ◽  
Marine Applications ◽  
Generate Polynomial

Abstract Optimization procedures are required to minimize the amount of fuel consumption and exhaust emissions from marine engines. This study discusses the procedures to optimize the performance of any marine engine implemented in a 0D/1D numerical model in order to achieve lower values of exhaust emissions. From that point, an extension of previous simulation researches is presented to calculate the amount of SOx emissions from two marine diesel engines along their load diagrams based on the percentage of sulfur in the marine fuel used. The variations of SOx emissions are computed in g/kW·h and in parts per million (ppm) as functions of the optimized parameters: brake specific fuel consumption and the amount of air-fuel ratio respectively. Then, a surrogate model-based response surface methodology is used to generate polynomial equations to estimate the amount of SOx emissions as functions of engine speed and load. These developed non-dimensional equations can be further used directly to assess the value of SOx emissions for different percentages of sulfur of the selected or similar engines to be used in different marine applications.

Engine Induction Developments - Economic and Reduced Exhaust Emissions: Fuel Vapourization - Economy with Reduced Exhaust Emission

1976 ◽  
Vol 190 (1) ◽  
pp. 1-11 ◽  
Author(s):  
D. W. Hughes ◽  
J. R. Goulburn
Keyword(s):  
Carbon Monoxide ◽  
Fuel Consumption ◽  
Exhaust Emissions ◽  
Spark Ignition ◽  
Exhaust Emission ◽  
Nitric Oxides ◽  
Ignition Timing ◽  
Inlet System ◽  
Lean Limit ◽  
Engine Power

SYNOPSIS This paper describes a simple system of controlling exhaust emissions from gasoline engined vehicles, using a coolant-heated fuel vaporiser in the inlet system. The object of complete vaporisation of the fuel is to create a homogeneous inlet charge, giving improved cylinder-to-cylinder distribution and permitting operation with very lean mixtures. This leads to low exhaust emissions of Carbon Monoxide, Hydrocarbons and Nitric Oxides. The effects of vaporisation on the lean limit of operation, exhaust emissions, power output, fuel consumption and optimum spark ignition timing have been investigated, and are discussed in the paper. Results of tests on a 1.6 litre car are also presented. It was found that exhaust emissions were effectively controlled, while vehicle driveability remained acceptable. Engine power was reduced by 25-30%, although fuel consumption was not increased.

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.

EFFECTS OF AIR INTAKE TEMPERATURE ON THE FUEL CONSUMPTION AND EXHAUST EMISSIONS OF NATURAL ASPIRATED GASOLINE ENGINE

2015 ◽  
Vol 76 (9) ◽  
Author(s):  
Nik Rosli Abdullah ◽  
Hazimi Ismail ◽  
Zeno Michael ◽  
Asiah Ab. Rahim ◽  
Hazim Sharudin
Keyword(s):  
Fuel Consumption ◽  
Oxygen Concentration ◽  
Gasoline Engine ◽  
Exhaust Emissions ◽  
Exhaust Emission ◽  
Engine Fuel ◽  
Mixing Process ◽  
Gas Analyzer ◽  
Complete Combustion ◽  
Air Intake

Improving fuel consumption with lower exhaust emissions give more focused to all car manufactures. A higher engine performance with lower exhaust emissions requires a complete mixing process resulted in ultra-lean high combustion efficiency. Air intake temperature is one of the alternative strategies to improve fuel consumption and reduced exhaust emissions. This is due to the cold air is denser and contain higher oxygen availability. Air intake temperature will affect to the oxygen concentration in the charged air that influence the combustion process through ignition delay and fuel burning rate. The objective of this experiment is to investigate the effects of air intake temperature to the fuel consumption and exhaust emission at variation of engine speeds and constant load by using 1.6L gasoline engine. Air intake temperature was changed from 20 °C to 30 °C. The DaTAQ Pro V2 software was used to measure the engine fuel consumption while gas analyzer (MRU Gas Analyzer) was used to measure the exhaust emission such as Unburned hydrocarbons (UHCs) and carbon monoxide (CO). The results showed that fuel consumption, UHCs and CO emissions increased with the increase of air intake temperature. The increase of air intake temperature resulted in advanced and shorter combustion duration. Higher oxygen concentration at lower air intake temperature leads to the complete mixing process and complete combustion.  Therefore, the experimental results can be concluded that the lower air intake temperature resulted in improved fuel consumption and reduced UHCs and CO emissions.

The On-Road Exhaust Emissions from Vehicles Fitted with the Start-Stop System

2013 ◽  
Vol 390 ◽  
pp. 343-349 ◽  
Author(s):  
Jerzy Merkisz ◽  
Pawel Fuc ◽  
Piotr Lijewski ◽  
Andrzej Ziolkowski
Keyword(s):  
Diesel Engine ◽  
Fuel Consumption ◽  
Measurement System ◽  
Power Output ◽  
Gasoline Engine ◽  
Exhaust Emissions ◽  
The Other ◽  
Exhaust Emission ◽  
Traffic Conditions ◽  
Utility Vehicle

The paper describes the influence of the start-stop system on the exhaust emissions and fuel consumption. The tests were performed for two vehicles. The first one was a vehicle designed specifically to operate in city conditions. It was fitted with a gasoline engine of the displacement of 0.9 dm3 and maximum power output of 63.7 kW. The other vehicle was an SUV (Sports Utility Vehicle) fitted with a diesel engine of the displacement of 3.0 dm3. The measurements of the exhaust emission were carried out on the same route under actual traffic conditions. For the tests a portable exhaust emissions analyzer from the PEMS group SEMTECH DS was used (PEMS Portable Emissions Measurement System).

Fuel Consumption and Exhaust Emissions From a 1,125 kW Multiple Genset Switcher Locomotive

2006 ◽  
Author(s):  
Randell L. Honc ◽  
Steven G. Fritz ◽  
Michael B. Schell ◽  
Andrew Tarnow ◽  
Adam Bennett
Keyword(s):  
North America ◽  
Power Systems ◽  
Fuel Consumption ◽  
Duty Cycle ◽  
Exhaust Emissions ◽  
Large Displacement ◽  
Exhaust Emission ◽  
Emission Rates ◽  
The Individual ◽  
Generator Sets

Conventional switcher or shunting locomotives in North America are powered by a single Electro-Motive Diesel (EMD) 12 or 16 cylinder 645E engine which operate at eight distinct power levels, plus idle, at engine speeds ranging from 250 to 900 rpm, and power ratings of 1125 to 1500 kW. The individual power (notch) settings are weighted according to an established duty cycle to obtain overall fuel consumption and exhaust emission rates. Recently introduced locomotive power systems utilize multiple smaller displacement non-road diesel engines packaged as individual generator sets to obtain a cleaner and more efficient locomotive. This paper compares exhaust emissions and fuel consumption from a conventional switcher locomotive with a single large displacement engine to that of a repowered locomotive utilizing three 345 kW generators.

Reducing Locomotive Idle Fuel Consumption and Exhaust Emissions by Applying an Auxiliary Power Unit (APU)

2003 ◽  
Author(s):  
Larry Biess ◽  
Ted Stewart ◽  
David Miller ◽  
Steven Fritz
Keyword(s):  
Fuel Consumption ◽  
Power Unit ◽  
Extended Period ◽  
Exhaust Emissions ◽  
Lubricating Oil ◽  
Exhaust Emission ◽  
Air Conditioner ◽  
Auxiliary Power Unit ◽  
Auxiliary Power ◽  
Locomotive Engine

This paper documents results of fuel consumption and exhaust emission tests performed on a 1,500 kW EMD GP38-2 locomotive equipped with an auxiliary power unit (APU) designed to minimize main engine idling time by providing stand-by services normally provided by the main EMD 16-645-E engine at idle. The purpose of these tests was to perform an evaluation of the exhaust emissions and fuel consumption of both the EMD 16-645-E engine and the APU. The APU diesel engine was a 2.0L, 4-cylinder, turbocharged, Kubota model V2003-TEBG rated at 30.6 kW. The APU was tested using an external load box over a range of load conditions, ranging from unloaded (0 kW) through 16 kW, which was the maximum APU load expected as installed in the locomotive. Fuel consumption and exhaust emissions are compared between an idling EMD 16-645-E engine and the APU engine at a “typical” stand-by condition with the coolant and lubricating oil heaters operating and the locomotive control cab air conditioner turned off. Test results showed that the APU fuel consumption and exhaust emissions are dramatically lower than the idling EMD locomotive engine. Because the APU is designed to automatically start and stop as a function of the locomotive water temperature, and therefore operates only a portion of the time that the EMD engine would otherwise be idling. Reductions in fuel consumption and exhaust emissions over an extended period of time would be even more dramatic.

scholarly journals Honda Tiger 2000 Bike Engine Modification Test against Exhaust Emissions and Fuel Consumption

2021 ◽  
Vol 5 (1) ◽  
pp. 102-109
Author(s):  
Bahtiar Wilantara Bahtiar ◽  
Hamid Nasrullah ◽  
Atip Suwarno ◽  
Ahmad Nurkholis ◽  
R Chandra ◽  
...  
Keyword(s):  
Fuel Consumption ◽  
Exhaust Emissions ◽  
Exhaust Emission ◽  
Threshold Values ◽  
Gas Analyzer ◽  
Distance Ratio ◽  
Hc Emissions ◽  
Emission Threshold

This study aims to determine the effect of modification of the Honda Tiger 2000 on exhaust emissions of CO and HC. The method used is to modify the carburettor venturi piston and replace the rocker arm with a roller rocker arm. The exhaust emission test used a gas analyzer type SUKYOUNG SY-GA 401. The object of the study was a Honda Tiger 2000 motorcycle. The results showed that modification of the Honda Tiger 2000 motorcycle at idle, 1000 rpm, 1500 rpm, and 2000 rpm increased CO emissions but reduced HC emissions. Based on comparing the motorcycle emission threshold values for manufacture ≤ 2010, namely CO emissions exceeding 5.5% and HC emissions less than 2400 ppm.  Pertamax Turbo fuel consumption is more efficient than Pertalite with a distance ratio of 45 km requiring 1L Pertamax Turbo and 1.4L Petalite.

Sign in / Sign up

Export Citation Format

Share Document