Performance of Partial Flow Sampling Systems Relative to Full Flow CVS for Determination of Particulate Emissions under Steady-State and Transient Diesel Engine Operation

2002 ◽  
Author(s):  
Imad A. Khalek ◽  
Terry L. Ullman ◽  
Shirish A. Shimpi ◽  
Cleophas C. Jackson ◽  
Bennett Dharmawardhana ◽  
...  
Keyword(s):  
Steady State ◽  
Diesel Engine ◽  
Particulate Emissions ◽  
Engine Operation ◽  
Sampling Systems

Startup and Steady-State Performance of a New Renewable Hydroprocessed Depolymerized Cellulosic Diesel Fuel in Multiple Diesel Engines

2016 ◽  
Vol 138 (10) ◽  
Author(s):  
Eric Bermudez ◽  
Andrew McDaniel ◽  
Terrence Dickerson ◽  
Dianne Luning Prak ◽  
Len Hamilton ◽  
...  
Keyword(s):  
Steady State ◽  
Diesel Engine ◽  
Cetane Number ◽  
Operating Conditions ◽  
Engine Operation ◽  
Start Of Injection ◽  
Ignition Quality ◽  
Engine Testing ◽  
Engine Start ◽  
Distillate Fuel

A new hydroprocessed depolymerized cellulosic diesel (HDCD) fuel has been developed using a process which takes biomass feedstock (principally cellulosic wood) to produce a synthetic fuel that has nominally ½ cycloparaffins and ½ aromatic hydrocarbons in content. This HDCD fuel with a low cetane value (derived cetane number from the ignition quality tester, DCN = 27) was blended with naval distillate fuel (NATO symbol F-76) in various quantities and tested in order to determine how much HDCD could be blended before diesel engine operation becomes problematic. Blends of 20% HDCD (DCN = 45), 30%, 40% (DCN = 41), and 60% HDCD (DCN = 37) by volume were tested with conventional naval distillate fuel (DCN = 49). Engine start performance was evaluated with a conventional mechanically direct injected (DI) Yanmar engine and a Waukesha mechanical indirect injected (IDI) Cooperative Fuels Research (CFR) diesel engine and showed that engine start times increased steadily with increasing HDCD content. Longer start times with increasing HDCD content were the result of some engine cycles with poor combustion leading to a slower rate of engine acceleration toward rated speed. A repeating sequence of alternating cycles which combust followed by a noncombustion cycle was common during engine run-up. Additionally, steady-state engine testing was also performed using both engines. HDCD has a significantly higher bulk modulus than F76 due to its very high aromatic content, and the engines showed earlier start of injection (SOI) timing with increasing HDCD content for equivalent operating conditions. Additionally, due to the lower DCN, the higher HDCD blends showed moderately longer ignition delay (IGD) with moderately shorter overall burn durations. Thus, the midcombustion metric (CA50: 50% burn duration crank angle position) was only modestly affected with increasing HDCD content. Increasing HDCD content beyond 40% leads to significantly longer start times.

Dual Fuel Diesel Engine Operation Using H2. Effect on Particulate Emissions

2005 ◽  
Vol 19 (2) ◽  
pp. 418-425 ◽  
Author(s):  
A. Tsolakis ◽  
J. J. Hernandez ◽  
A. Megaritis ◽  
M. Crampton
Keyword(s):  
Diesel Engine ◽  
Dual Fuel ◽  
Particulate Emissions ◽  
Engine Operation ◽  
H2 Effect

Coal–Water Slurry Operation in an EMD Diesel Engine

1988 ◽  
Vol 110 (3) ◽  
pp. 437-443 ◽  
Author(s):  
C. M. Urban ◽  
H. E. Mecredy ◽  
T. W. Ryan ◽  
M. N. Ingalls ◽  
B. T. Jett
Keyword(s):  
Diesel Engine ◽  
Diesel Fuel ◽  
Diesel Engines ◽  
Operating Conditions ◽  
Department Of Energy ◽  
Coal Slurry ◽  
Particulate Emissions ◽  
Development Effort ◽  
Engine Operation ◽  
Coal Burning

The U.S. Department of Energy, Morgantown Energy Technology Center has assumed a leadership role in the development of coal-burning diesel engines. The motivation for this work is obvious when one considers the magnitude of the domestic reserves of coal and the widespread use of diesel engines. The work reported in this paper represents the preliminary engine experiments leading to the development of a coal-burning, medium-speed diesel engine. The basis of this development effort is a two-stroke, 900 rpm, 216-mm (8.5-in.) bore engine manufactured by Electro-Motive Division of General Motors Corporation. The engine, in a minimally modified form, has been operated for several hours on a slurry of 50 percent (by mass) coal in water. Engine operation was achieved in this configuration using a pilot injection of diesel fuel to ignite the main charge of slurry. A standard unit injector, slightly modified by increasing diametric clearances in the injector pump and nozzle tip, was used to inject the slurry. Under the engine operating conditions evaluated, the combustion efficiency of the coal and the NOx emissions were lower than, and the particulate emissions were higher than, corresponding diesel fuel results. These initial results, achieved without optimizing the system on the coal slurry, demonstrate the potential for utilizing coal slurry fuels.

Cycle-Controlled Water Injection for Steady-State and Transient Emissions Reduction From a Heavy-Duty Diesel Engine

2008 ◽  
Vol 130 (3) ◽  
Author(s):  
Rudolf H. Stanglmaier ◽  
Philip J. Dingle ◽  
Daniel W. Stewart
Keyword(s):  
Steady State ◽  
Diesel Engine ◽  
Fuel Efficiency ◽  
Water Injection ◽  
Heavy Duty ◽  
Engine Operation ◽  
Southwest Research Institute ◽  
Trade Offs ◽  
Heavy Duty Diesel Engine ◽  
Heavy Duty Diesel

A system for coinjecting mixtures of diesel fuel and water into a heavy-duty diesel engine has been developed and evaluated at the Southwest Research Institute. This system features prototype Lucas electronically controlled injectors, full electronic control, and can vary the percentage of water in the mixture on a cycle-resolved basis. Tests of this system were conducted on a production Volvo D-12 engine, and have produced reduced NOx and smoke emissions over steady-state and transient conditions. Water-diesel coinjection yielded a considerable improvement in NOx-smoke and NOx-BSFC trade-offs under steady-state engine operation. In addition, control of the water percentage on a cycle-resolved basis was shown to be an effective method for mitigating NOx and smoke emissions over step-load transients. Results from this work show that a combination of aggressive EGR and diesel+water coinjection is very promising for producing very low levels of engine-out exhaust emissions, reducing the water storage requirements, and improving fuel efficiency. Further refinement of this injection technology is in progress.

Cycle-Controlled Water Injection for Steady-State and Transient Emissions Reduction From a Heavy-Duty Diesel Engine

2004 ◽  
Author(s):  
Rudolf H. Stanglmaier ◽  
Philip J. Dingle ◽  
Daniel W. Stewart
Keyword(s):  
Steady State ◽  
Diesel Engine ◽  
Fuel Efficiency ◽  
Water Injection ◽  
Heavy Duty ◽  
Engine Operation ◽  
Southwest Research Institute ◽  
Trade Offs ◽  
Heavy Duty Diesel Engine ◽  
Heavy Duty Diesel

A system for co-injecting mixtures of diesel fuel and water into a heavy-duty diesel engine has been developed and evaluated at the Southwest Research Institute. This system features prototype Lucas EUI injectors, full electronic control, and can vary the percentage of water in the mixture on a cycle-resolved basis. Tests of this system were conducted on a production Volvo D-12 engine, and have produced very encouraging results. Water-diesel co-injection yielded a considerable improvement in NOx-smoke and NOx-BSFC trade-offs under steady-state engine operation. In addition, control of the water percentage on a cycle-resolved basis was shown to be an effective method for mitigating NOx and smoke emissions over step-load transients. Results from this work show that a combination of aggressive EGR and diesel+water co-injection is very promising for producing very low levels of engine-out exhaust emissions, reducing the water storage requirements, and improving fuel efficiency. Further refinement of this injection technology is in progress.

Steady-State Biodiesel Blend Estimation via a Wideband Oxygen Sensor

2009 ◽  
Vol 131 (4) ◽  
Author(s):  
David B. Snyder ◽  
Gayatri H. Adi ◽  
Michael P. Bunce ◽  
Christopher A. Satkoski ◽  
Gregory M. Shaver
Keyword(s):  
Steady State ◽  
Diesel Engine ◽  
Oxygen Sensor ◽  
Fuel Blend ◽  
Engine Operation ◽  
Estimation Strategy ◽  
Fuel Blends ◽  
Diesel Vehicles ◽  
Reduce Carbon Dioxide ◽  
Carbon Dioxide Co2

A substantial opportunity exists to reduce carbon dioxide (CO2) emissions, as well as dependence on foreign oil, by developing strategies to cleanly and efficiently use biodiesel, a renewable domestically available alternative diesel fuel. However, biodiesel utilization presents several challenges, including decreased fuel energy density and increased emissions of smog-generating nitrogen oxides (NOx). These negative aspects can likely be mitigated via closed-loop combustion control provided the properties of the fuel blend can be estimated accurately, on-vehicle, in real-time. To this end, this paper presents a method to practically estimate the biodiesel content of fuel being used in a diesel engine during steady-state operation. The simple generalizable physically motivated estimation strategy presented utilizes information from a wideband oxygen sensor in the engine’s exhaust stream, coupled with knowledge of the air-fuel ratio, to estimate the biodiesel content of the fuel. Experimental validation was performed on a 2007 Cummins 6.7 l ISB series engine. Four fuel blends (0%, 20%, 50%, and 100% biodiesel) were tested at a wide variety of torque-speed conditions. The estimation strategy correctly estimated the biodiesel content of the four fuel blends to within 4.2% of the true biodiesel content. Blends of 0%, 20%, 50%, and 100% were estimated to be 2.5%, 17.1%, 54.2%, and 96.8%, respectively. The results indicate that the estimation strategy presented is capable of accurately estimating the biodiesel content in a diesel engine during steady-state engine operation. This method offers a practical alternative to in-the-fuel type sensors because wideband oxygen sensors are already in widespread production and are in place on some modern diesel vehicles today.

Nanosize Metal Oxide Particle Emissions From Diesel- and Petrol-Engines

2011 ◽  
Author(s):  
A. Mayer ◽  
J. Czerwinski ◽  
M. Kasper
Keyword(s):  
Steady State ◽  
Diesel Engine ◽  
Metal Oxide ◽  
Metal Particles ◽  
Human Organism ◽  
Particulate Emissions ◽  
Exhaust Gas ◽  
Si Engines ◽  
Oxide Particles ◽  
High Concentrations

All internal combustion piston engines emit nanoparticles. Part of them are soot particles as a results of incomplete combustion of fuels, or lube oil. Another part are metal particles, most probably oxides, commonly called ash. A major source of metal particles is engine wear and corrosion. The lube oil reentraines these abraded particles into the combustion zone. There they are partially vaporized and ultrafine oxide particles formed through nucleation [1]. Other sources are metallic additives to the lube oil, or the fuel, and debris from the catalytic coatings in the exhaust-gas after-treatment. The formation process results in extremely fine particles, typically smaller than 50 nm. Thus they can intrude through the alveolar membranes directly into the human organism and can even penetrate the cell nucleus [5]. The consequent health risk necessitates a careful investigation of these emissions and effective curtailment. Substantial information is available on Diesel engine particulate emissions, [2, 3, 4] but there are almost no results for SI engines reported. Beside an example of metal oxide particles from a Diesel engine, [2], the present paper shows some preliminary results of particle mass and nanoparticle emissions of SI engines. Four SI engines were investigated: two older and two newer engines, comprising two car engines and two motorbikes. The tests were done on standard transient driving cycles, and steady-state at constant 50 km/h and idling because prior to this study high concentrations of ash were observed with Diesels during idling, [2]. All tests were done with particle samples collected from the CVS tunnel, during long operating periods, to have sufficient material for analyzing. At the steady-state points, the particle size spectra were measured and based on this the source as “ash” postulated. The results show that the older engines emit high concentrations of both soot and ash particles. The size distribution is bimodal for soot and ash particles. The newer engines’ emission results are less uniform and the concentrations are lower, as expected. Altogether, the concentrations of these ash particles in the exhaust gas of Diesel and SI-engines can be so high, that more detailed investigations are requiredy.

Development and Test of a Fractional Sampling System for Diesel Engine Particulate Measurement

1994 ◽  
Vol 116 (4) ◽  
pp. 765-773 ◽  
Author(s):  
R. R. Graze
Keyword(s):  
Steady State ◽  
Diesel Engine ◽  
Sampling Time ◽  
Particulate Emissions ◽  
Sampling System ◽  
State Test ◽  
Fractional Sampling ◽  
System Designs ◽  
Steady State Test ◽  
Test Correlation

Diesel engine particulate certification, heretofore limited to on-highway truck engines, will be expanded in scope beginning in 1996. “Mini-dilution” tunnels have been the European and Japanese systems of choice for dilute particulate emissions certification for non-U.S. truck diesel engines. However, repeatability, steady-state test correlation versus full dilution systems, portability, sampling time, size, and system cost have precluded universal industry and regulatory acceptance of existing “mini-system” designs. To address corporate particulate measurement needs, the author developed a device known internally as the “Micro-Dilution Particulate Measurement System,” which meets the following objectives: (1) correlation with full dilution systems within ISO 8178 equivalency standards, (2) short sampling time, (3) reduced setup effort, and (4) excellent portability. Since the system is a true fractional sampler, it is insensitive to engine size, requiring only a simple stack probe change to provide accurate, representative steady-state diesel stack sampling on any size diesel engine.

Impact of Compressor Surge on Performance and Emissions of a Marine Diesel Engine

2016 ◽  
Vol 138 (10) ◽  
Author(s):  
Nikolaos-Alexandros Vrettakos
Keyword(s):  
Steady State ◽  
Diesel Engine ◽  
Engine Performance ◽  
Marine Diesel Engine ◽  
Performance Parameters ◽  
Test Bed ◽  
Engine Operation ◽  
Compressor Surge ◽  
Marine Diesel ◽  
The Impact

The operation during compressor surge of a medium speed marine diesel engine was examined on a test bed. The compressor of the engine's turbocharger was forced to operate beyond the surge line, by injecting compressed air at the engine intake manifold, downstream of the compressor during steady-state engine operation. While the compressor was surging, detailed measurements of turbocharger and engine performance parameters were conducted. The measurements included the use of constant temperature anemometry for the accurate measurement of air velocity fluctuations at the compressor inlet during the surge cycles. Measurements also covered engine performance parameters such as in-cylinder pressure and the impact of compressor surge on the composition of the exhaust gas emitted from the engine. The measurements describe in detail the response of a marine diesel engine to variations caused by compressor surge. The results show that both turbocharger and engine performance are affected by compressor surge and fast Fourier transform (FFT) analysis proved that they oscillate at the same main frequency. Also, prolonged steady-state operation of the engine with this form of compressor surge led to a non-negligible increase of NOx emissions.

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