scholarly journals THE INFLUENCE OF FUEL ADDITIVES SO-2E ON DIESEL ENGINE EXHAUST EMISSION

Transport ◽  
2003 ◽  
Vol 18 (5) ◽  
pp. 202-208 ◽  
Author(s):  
Gvidonas Labeckas ◽  
Stasys Slavinskas
Keyword(s):  
Diesel Engine ◽  
Nitrogen Oxides ◽  
Diesel Engines ◽  
High Speed ◽  
Direct Injection ◽  
Nox Emission ◽  
Fuel Additives ◽  
Smoke Emission ◽  
Exhaust Gases ◽  
Direct Injection Diesel Engine

One of the methods that allows substantially to reduce exhaust smoke of diesel engines and avoid possible damage of the environment by harmful emissions is the usage of multipurpose fuel additives. The efficiency of new Estonian made fuel additives SO-2E, that have been introduced recently for the experts attention, was investigated in small heating boilers and low-powered ships. The purpose of this research is to determine the influence of fuel additives SO-2E on the performance of a high-speed direct injection diesel engine in order to evaluate some of quantitative composition changes of the exhaust gases especially environmentally harmful nitrogen oxides, carbon monoxides and smoke emissions. Bench tests have been performed on the four-stroke, four-cylinder, water-cooled direct injection diesel engine D-243 with splash volume Vl = 4,75 dm3 and compression ratio ɛ = 16:1. Test results show that the application of diesel fuel additives SO-2E in proportion 1:500 (0,2 % by volume) at engine rated power reduces nitrogen monoxides NO and common NOx emission by 11,54 and 9,64 % respectively, however the amount of NO2 in totally diminished background of nitrogen oxides increases by 7,39 %. On the other hand, when running the engine at moderate (bmpe = 0,35 MPa) load, the fuel additives reduce emissions of all nitrogen components - NO by 16,1 %, NO2 by 11,8 % and NOx by 15,7 %. The influence of fuel additives on the amount of carbon monoxides in the exhausts seems to be more complicated. At engine rated speed/power fuel additives increase CO emission by 12,5 %, but as soon as engine load increases and revolution frequency drops down to the maximal torque area n = 1600-1800 min-1, they reduce the amount of CO in the exhaust gases on the average 20–28 %. It is important to notice that the changes in the smoke emission remain in close association with CO emissions. At certain revolution frequencies and moderate load the fuel additives SO-2E lead to noticeable reduction of the exhaust smoke, however at engine rated power and speed the smoke emission is obtained approximately 5 – 10 % higher. In spite of dissimilar influence of the fuel additives SO-2E on the quantities of CO produced and exhaust smoke it would be worth to apply them in high-speed DI diesel engines in order to reduce nitrogen oxides NOx emission.

Effect of Working Process Adjustable Parameters on the Formation of Nitrogen Oxides in a Hydrogen Diesel Engine

2021 ◽  
pp. 50-58
Author(s):  
R.Z. Kavtaradze ◽  
D.O. Onishchenko ◽  
V.M. Krasnov ◽  
Cheng Rongrong ◽  
Zhang Citian
Keyword(s):  
Diesel Engine ◽  
Nitrogen Oxides ◽  
Diesel Engines ◽  
Direct Injection ◽  
Hydrocarbon Fuel ◽  
Gaseous Hydrogen ◽  
Working Process ◽  
Exhaust Gases ◽  
Excess Air ◽  
Hydrogen Supply

The article considers formation of nitrogen oxides in a hydrogen diesel engine with direct injection of gaseous hydrogen depending on the adjustable parameters of the working process: excess air ratio, cyclic hydrogen supply, advance angle and duration of hydrogen injection. It was found that in a number of cases the effect of these parameters on the working process and the emission of nitrogen oxides leads to results that differ significantly from those in traditional diesel engines running on hydrocarbon fuel. It is shown that by varying the specified controlled parameters, it is possible to minimize the concentration of nitrogen oxides in the exhaust gases of a hydrogen diesel engine.

Effect of altitude conditions on combustion and performance of a turbocharged direct-injection diesel engine

2021 ◽  
pp. 095440702110262
Author(s):  
Zhentao Liu ◽  
Jinlong Liu
Keyword(s):  
Diesel Engine ◽  
High Altitude ◽  
Diesel Engines ◽  
Direct Injection ◽  
Pressure Rise ◽  
Ambient Conditions ◽  
Allowable Limit ◽  
Spray Formation ◽  
Direct Injection Diesel Engine ◽  
And Performance

Market globalization necessitates the development of heavy duty diesel engines that can operate at altitudes up to 5000 m without significant performance deterioration. But the current scenario is that existing studies on high altitude effects are still not sufficient or detailed enough to take effective measures. This study applied a single cylinder direct injection diesel engine with simulated boosting pressure to investigate the performance degradation at high altitude, with the aim of adding more knowledge to the literature. Such a research engine was conducted at constant speed and injection strategy but different ambient conditions from sea level to 5000 m in altitude. The results indicated the effects of altitude on engine combustion and performance can be summarized as two aspects. First comes the extended ignition delay at high altitude, which would raise the rate of pressure rise to a point that can exceed the maximum allowable limit and therefore shorten the engine lifespan. The other disadvantage of high-altitude operation is the reduced excess air ratio and gas density inside cylinder. Worsened spray formation and mixture preparation, together with insufficient and late oxidation, would result in reduced engine efficiency, increased emissions, and power loss. The combustion and performance deteriorations were noticeable when the engine was operated above 4000 m in altitude. All these findings support the need for further fundamental investigations of in-cylinder activities of diesel engines working at plateau regions.

scholarly journals Experimental study of multiple pilot injection strategy in an automotive direct injection diesel engine

2018 ◽  
Vol 234 ◽  
pp. 03007
Author(s):  
Plamen Punov ◽  
Tsvetomir Gechev ◽  
Svetoslav Mihalkov ◽  
Pierre Podevin ◽  
Dalibor Barta
Keyword(s):  
Experimental Study ◽  
Diesel Engine ◽  
Diesel Engines ◽  
Direct Injection ◽  
Combustion Process ◽  
Injection Timing ◽  
Pilot Injection ◽  
Injection Strategy ◽  
Direct Injection Diesel Engine ◽  
Rate Of Heat Release

The pilot injection strategy is a widely used approach for reducing the noise of the combustion process in direct injection diesel engines. In the last generation of automotive diesel engines up to several pilot injections could occur to better control the rate of heat release (ROHR) in the cylinder as well as the pollutant formation. However, determination of the timing and duration for each pilot injection needs to be precisely optimised. In this paper an experimental study of the pilot injection strategy was conducted on a direct injection diesel engine. Single and double pilot injection strategy was studied. The engine rated power is 100 kW at 4000 rpm while the rated torque is 320 Nm at 2000 rpm. An engine operating point determined by the rotation speed of 1400 rpm and torque of 100 Nm was chosen. The pilot and pre-injection timing was widely varied in order to study the influence on the combustion process as well as on the fuel consumption.

On the Premixed Combustion in a Direct-Injection Diesel Engine

1987 ◽  
Vol 109 (2) ◽  
pp. 187-192 ◽  
Author(s):  
A. C. Alkidas
Keyword(s):  
Diesel Engine ◽  
High Speed ◽  
Engine Speed ◽  
Direct Injection ◽  
Premixed Combustion ◽  
Injection Timing ◽  
Oxides Of Nitrogen ◽  
Nitrogen Emissions ◽  
Direct Injection Diesel Engine ◽  
Diffusion Burning

The factors influencing premixed burning and the importance of premixed burning on the exhaust emissions from a small high-speed direct-injection diesel engine were investigated. The characteristics of premixed and diffusion burning were examined using a single-zone heat-release analysis. The mass of fuel burned in premixed combustion was found to be linearly related to the product of engine speed and ignition-delay time and to be essentially independent of the total amount of fuel injected. Accordingly, the premixed-burned fraction increased with increasing engine speed, with decreasing fuel-air ratio and with retarding injection timing. The hydrocarbon emissions did not correlate well with the premixed-burned fraction. In contrast, the oxides of nitrogen emissions were found to increase with decreasing premixed-burned fraction, indicating that diffusion burning, and not premixed burning, is the primary source of oxides of nitrogen emissions.

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

Low-sooting combustion in a small-bore high-speed direct-injection diesel engine using narrow-angle injectors

2008 ◽  
Vol 222 (10) ◽  
pp. 1927-1937 ◽  
Author(s):  
T-G Fang ◽  
R E Coverdill ◽  
C-F F Lee ◽  
R A White
Keyword(s):  
Diesel Engine ◽  
High Speed ◽  
Direct Injection ◽  
Fuel Efficiency ◽  
Operating Conditions ◽  
Injection Timing ◽  
Exhaust Pipe ◽  
Injection Angle ◽  
Direct Injection Diesel Engine ◽  
Combustion Flame

An optically accessible high-speed direct-injection diesel engine was used to study the effects of injection angles on low-sooting combustion. A digital high-speed camera was employed to capture the entire cycle combustion and spray evolution processes under seven operating conditions including post-top-dead centre (TDC) injection and pre-TDC injection strategies. The nitrogen oxide (NO x) emissions were also measured in the exhaust pipe. In-cylinder pressure data and heat release rate calculations were conducted. All the cases show premixed combustion features. For post-TDC injection cases, a large amount of fuel deposition is seen for a narrower-injection-angle tip, i.e. the 70° tip, and ignition is observed near the injector tip in the centre of the bowl, while for a wider-injection-angle tip, namely a 110° tip, ignition occurs near the spray tip in the vicinity of the bowl wall. The combustion flame is near the bowl wall and at the central region of the bowl for the 70° tip. However, the flame is more distributed and centralized for the 110° tip. Longer spray penetration is found for the pre-TDC injection timing cases. Liquid fuel impinges on the bowl wall or on the piston top and a fuel film is formed. Ignition for all the pre-TDC injection cases occur in a distributed way in the piston bowl. Two different combustion modes are observed for the pre-TDC injection cases including a homogeneous bulky combustion flame at earlier crank angles and a heterogeneous film combustion mode with luminous sooting flame at later crank angles. In terms of soot emissions, NO x emissions, and fuel efficiency, results show that the late post-TDC injection strategy gives the best performance.

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