scholarly journals The Differential Impact of Various Injection Pressures on the Exergy of a Diesel Engine Using Biodiesel-Diesel Fuel Blends

2021 ◽  
Vol 14 (1) ◽  
pp. 345
Author(s):  
Mostafa Kiani Deh Kiani ◽  
Sajad Rostami ◽  
Gholamhassan Najafi ◽  
Mohamed Mazlan
Keyword(s):  
Heat Transfer ◽  
Diesel Engine ◽  
Diesel Fuel ◽  
Exergy Analysis ◽  
Direct Injection ◽  
Injection Pressure ◽  
Cylinder Pressure ◽  
Fuel Blends ◽  
Lack Of Information ◽  
Good Agreement

Contrary to energy, exergy may be destroyed due to irreversibility. Exergy analysis can be used to reveal the location, and amount of energy losses of engines. Despite the importance of the exergy analysis, there is a lack of information in this area, especially when the engine is fueled with biodiesel–diesel fuel blends under various injection operating parameters. Thus, in this research, the exergy analysis of a direct-injection diesel engine using biodiesel–diesel fuel blends was performed. The fuel blends (B0, B20, B40, and B100) were injected into cylinders at pressures of 200 and 215 bars. Moreover, the simulation of exergy and energy analyses was done by homemade code. The simulation model was verified by compression of experimental and simulation in-cylinder pressure data. The results showed there was good agreement between simulation data and experimental ones. Results indicated that the highest level of in-cylinder pressure at injection pressure of 215 bars is more than that of 200 bars. Moreover, by increasing the percentage of biodiesel, the heat transfer exergy, irreversibility, burnt fuel, and exergy indicator decreased, but the ratio of these exergy parameters (except for heat transfer exergy) to fuel exergy increased. These ratios increased from 46 to 50.54% for work transfer exergy, 16.57 to 17.97% for irreversibility, and decreased from 16 to 15.49% for heat transfer exergy. In addition, these ratios at 215 bars are higher than at 200 bars for all fuels. However, with increasing the injection pressure and biodiesel concentration in fuel blends, the exergy and energy efficiencies increased.

scholarly journals THE EFFECT OF DIESEL-BIODIESEL BLENDS ON THE PERFORMANCE AND EXHAUST EMISSIONS OF A DIRECT INJECTION OFF-ROAD DIESEL ENGINE

Transport ◽  
2014 ◽  
Vol 29 (4) ◽  
pp. 440-448 ◽  
Author(s):  
Tomas Mickevičius ◽  
Stasys Slavinskas ◽  
Slawomir Wierzbicki ◽  
Kamil Duda
Keyword(s):  
Diesel Engine ◽  
Diesel Fuel ◽  
Direct Injection ◽  
Engine Performance ◽  
Exhaust Emissions ◽  
Bench Test ◽  
Maximum Pressure ◽  
Cylinder Pressure ◽  
Biodiesel Blends ◽  
Performance And Emission

This paper presents a comparative analysis of the diesel engine performance and emission characteristics, when operating on diesel fuel and various diesel-biodiesel (B10, B20, B40, B60) blends, at various loads and engine speeds. The experimental tests were performed on a four-stroke, four-cylinder, direct injection, naturally aspirated, 60 kW diesel engine D-243. The in-cylinder pressure data was analysed to determine the ignition delay, the Heat Release Rate (HRR), maximum in-cylinder pressure and maximum pressure gradients. The influence of diesel-biodiesel blends on the Brake Specific Fuel Consumption (bsfc) and exhaust emissions was also investigated. The bench test results showed that when the engine running on blends B60 at full engine load and rated speed, the autoignition delay was 13.5% longer, in comparison with mineral diesel. Maximum cylinder pressure decreased about 1–2% when the amount of Rapeseed Methyl Ester (RME) expanded in the diesel fuel when operating at full load and 1400 min–1 speed. At rated mode, the minimum bsfc increased, when operating on biofuel blends compared to mineral diesel. The maximum brake thermal efficiency sustained at the levels from 0.3% to 6.5% lower in comparison with mineral diesel operating at full (100%) load. When the engine was running at maximum torque mode using diesel – RME fuel blends B10, B20, B40 and B60 the total emissions of nitrogen oxides decreased. At full and moderate load, the emission of carbon monoxide significantly raised as the amount of RME in fuel increased.

The Effect of Mahua (Madhuca Longfolia) Oil With Dioxane Fuel Blends on Diesel Engine and Studies on Combustion and Emission Characteristics

2009 ◽  
Author(s):  
K. Ashok ◽  
N. Alagumurthi ◽  
C. G. Saravanan
Keyword(s):  
Diesel Engine ◽  
Vegetable Oil ◽  
Diesel Fuel ◽  
Emission Characteristics ◽  
Cylinder Pressure ◽  
Gas Analyzer ◽  
Blend Ratio ◽  
Fuel Blends ◽  
Mahua Oil ◽  
Di Diesel Engine

An organic compound, Dioxane, is blended to reduce the viscosity of raw vegetable oil (Mahua). A dilute blend was prepared by mixing with raw vegetable oil (Mahua) and 10% dioxane in volume basis. Tests were conducted on a single cylinder, water cooled, DI diesel engine coupled with the eddy current dynamometer. Emissions like HC, NOX, etc., were measured by using gas analyzer and smoke density was measured by using smoke meter. The cylinder pressure, heat release rate were measured by combustion analyzer. From the experimental investigation, it was observed that operating at a blend ratio of 10% diesel-80% mahua oil-10% Dioxane significantly reduced the HC and NOx emissions when compared to diesel fuel. It was also observed, the variation of break thermal efficiency is almost same to that of diesel fuel. Hence, it can be concluded that raw vegetable oil (mahua) with Dioxane blend could partially replace the diesel, as a fuel.

Characteristics of performance and emissions in high-speed direct injection diesel engine fueled with diethyl ether/diesel fuel blends

Energy ◽  
2012 ◽  
Vol 43 (1) ◽  
pp. 214-224 ◽  
Author(s):  
Dimitrios C. Rakopoulos ◽  
Constantine D. Rakopoulos ◽  
Evangelos G. Giakoumis ◽  
Athanasios M. Dimaratos
Keyword(s):  
Diesel Engine ◽  
Diethyl Ether ◽  
Diesel Fuel ◽  
High Speed ◽  
Direct Injection ◽  
Direct Injection Diesel Engine ◽  
Fuel Blends ◽  
Performance And Emissions

Effect of Injection Parameters and Strategy on the Noise From a Single Cylinder Direct Injection Diesel Engine

2011 ◽  
Author(s):  
Sukhbir Singh Khaira ◽  
Amandeep Singh ◽  
Marcis Jansons
Keyword(s):  
Diesel Engine ◽  
Direct Injection ◽  
Injection Pressure ◽  
Combustion Noise ◽  
Injection Timing ◽  
Cylinder Pressure ◽  
Frequency Spectra ◽  
Single Cylinder ◽  
Direct Injection Diesel Engine ◽  
Injection Parameters

Acoustic noise emitted by a diesel engine generally exceeds that produced by its spark-ignited equivalent and may hinder the acceptance of this more efficient engine type in the passenger car market (1). This work characterizes the combustion noise from a single-cylinder direct-injection diesel engine and examines the degree to which it may be minimized by optimal choice of injection parameters. The relative contribution of motoring, combustion and resonance components to overall engine noise are determined by decomposition of in-cylinder pressure traces over a range of load, injection pressure and start of injection. The frequency spectra of microphone signals recorded external to the engine are correlated with those of in-cylinder pressure traces. Short Time Fourier Transformation (STFT) is applied to cylinder pressure traces to reveal the occurrence of motoring, combustion noise and resonance in the frequency domain over the course of the engine cycle. Loudness is found to increase with enhanced resonance, in proportion to the rate of cylinder pressure rise and under conditions of high injection pressure, load and advanced injection timing.

Exergy and energy analysis of the Spirulina microalgae blends in a direct injection engine at variable engine loads

2021 ◽  
pp. 1-18
Author(s):  
Nguyen Chi Thanh Thanh ◽  
Ahmad El Askary Askary ◽  
Ashraf Elfasakhany Elfasakhany ◽  
S Nithya
Keyword(s):  
Diesel Engine ◽  
Exergy Analysis ◽  
Fossil Fuel ◽  
Energy Analysis ◽  
Direct Injection ◽  
Experimental Tests ◽  
Exergy Destruction ◽  
Fuel Blends ◽  
Brake Power ◽  
Overall Efficiency

Abstract This paper explores the exergy analysis of the diesel engine with the selected Spirulina Microalgae biooil (SMBO) biodiesel. The adaptability of the biofuels as an efficient replacement to the fossil fuel has to be tested and proved. To estimate the overall efficiency of the engine with the biofuel blends, it is essential to find out the energy conversion capability of the engine. Different fuel blends were taken as B0 (100% diesel), B10 (10% SMBO+90% diesel), B20 (20% SMBO+80% diesel) and B30 (30% SMBOO+70% diesel). All experimental tests were conducted in a naturally aspirated DI engine. The brake power (BP), heat release rate (HRR), exergy destruction, ideal efficiency, actual efficiency, exergy rate and energy rate of the fuel as well as exhaust were measured for all fuel blends. All tests were conducted at different rpm from 0 to 3000 rpm with 500 rpm interval and also at different loads such as 0%, 25%, 50%, 75% and 100% load. The loss of exergy of fuel and thermal was on the rise and noticed in B0, B10, B20 and B30 while the HRR and loss of exergy rate were found in exhaust as more decreasing one in B10, B20 and B30 fuel blends than B0 (pure diesel).

Combustion and Emissions Characteristics of a Polypropylene Blended Diesel Fuel in a Direct Injection Compression Engine

2010 ◽  
Author(s):  
Valentin Soloiu ◽  
Yoshinobu Yoshihara ◽  
Kazuie Nishiwaki ◽  
Yasufumi Nakanishi
Keyword(s):  
Diesel Engine ◽  
Heat Release ◽  
Diesel Fuel ◽  
Direct Injection ◽  
Injection Pressure ◽  
Injection System ◽  
Maximum Temperature ◽  
Diffusion Combustion ◽  
Combustion Properties ◽  
Blended Fuel

The authors investigated the formulation, combustion and emissions of polypropylene (PP)–diesel fuel mixtures in a direct injection diesel engine. The fuel has been obtained by an original technology they developed, in which the low or high density polypropylene (LDPP, HDPP), have been mixed in a nitrogen atmosphere at 200 °C, 10–40% by wt. in diesel fuel. The kinematic viscosity of the polypropylene-diesel fuels was investigated between 25–250 °C and the results showed that viscosity of the plastic mixtures is much higher than that of diesel alone, ranging from 10 cSt to 500 cSt, and depending on the plastic structure, content, and temperature. The TGA and DTA analysis has been conducted to investigate the oxidation and combustion properties of pure PP and polymerdiesel fuels. The results showed that at about 125 °C, the LDPP melts, but does not decompose up 240 °C, when the oxidation starts, and has a peak of heat release at 340–350 °C, and the process is completed at 400 °C. The engine’s injection system used, was a piston-barrel type pump, capable of an injection pressure of 200 bars. The injector had 4 × 0.200 mm nozzles with a conical tip needle. The 25% PP-diesel mixture had a successful ignition in a direct injection 110 mm bore, omega combustion chamber engine. The ignition delay for polypropylene-diesel mixtures was longer by about 0.5 ms (at 1200 rpm), compared with diesel. The heat release showed a different development compared with the reference diesel fuel, the premixed phase being inhibited while a slow diffusion combustion phase fully developed. The maximum combustion pressure has been 83 bars for diesel and decreased by 2 bars for the blended fuel, while the bulk gas maximum temperature (calculated) reached about 2500 K for diesel vs 2600 K for polypropylene mixture. The heat flux calculated by the Annand model has shown lower values for diesel fuel with a maximum of about 2.7 MW/m2 compared with 3.0 MW/m2 for PP blended fuel with similar values for convection flux for both fuels at about 1.57 MW/m2 and a higher radiation flux of about 1.44 MW/m2 for PP fuel versus 1.27 MW/m2 for diesel. The heat lost during the cycle shows low values for the premixed combustion stage and increased values for the diffusion stage for both fuels. The exhaust temperatures have been practically identical for both fuels for all loads, with emissions of NOx, and CO reduced by 40% for the alternative fuel, while the CO2 exhibited almost the same values for both fuels. The smoke emissions decreased by 60–90% for the polypropylene blended fuel depending on the load, The engines’ overall efficiency was slightly lower for PP fuel at low loads compared with diesel combustion but at 100% load both reached 36%. The study showed that the new formulation process proposed by the authors is able to produce a new class of fuels from diesel blended with low density polypropylene, and resulted in hybrid fuels with very promising combustion prospects. The engine investigation proved that 25% PP fuels can be injected and burnt in a diesel engine at a residence time of about 5 ms from the start of injection, and the engine’s nominal power could be reached, with lower emissions than reference diesel fuel.

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