Development of the Low-Emission GE-7FDL High-Power Medium-Speed Locomotive Diesel Engine

2003 ◽  
Vol 125 (2) ◽  
pp. 505-512 ◽  
Author(s):  
G. Chen ◽  
P. L. Flynn ◽  
S. M. Gallagher ◽  
E. R. Dillen
Keyword(s):  
Diesel Engine ◽  
Fuel Efficiency ◽  
Function Evaluation ◽  
Engine Fuel ◽  
Medium Speed ◽  
Low Emission ◽  
Locomotive Engine ◽  
Engine System ◽  
Reliability Performance ◽  
Locomotive Diesel

This paper summarizes the technical development of the low-emission GE-7FDL series locomotive diesel engine. The development focused on reducing the engine exhaust NOx emission significantly while reducing and curbing other visible and nonvisible emissions with minimal adverse impact on the engine fuel efficiency and minimal changes to the engine system and components. Concepts were analyzed, and were investigated using a single-cylinder 7FDL research engine. A low-emission 16-cylinder 7FDL engine and a GE locomotive prototype were built and tested for performance demonstration, function evaluation, and design optimization. The GE low-emission 7FDL engines and locomotives have been in production. The newly developed low-emission locomotive engine meets the EPA Tier-0 levels without fuel efficiency penalty. This was accomplished with minimal changes to the engine system and components. The desired engine reliability performance is retained. The engines are interchangeable with the preceding 7FDL baseline models, and the upgrade of the existing baseline engines to the low-emission version is facilitated.

Analysis of Throttle Opening Variation Impact on a Diesel Engine Performance Using Second Law of Thermodynamics

2009 ◽  
Author(s):  
B. B. Sahoo ◽  
U. K. Saha ◽  
N. Sahoo ◽  
P. Prusty
Keyword(s):  
Diesel Engine ◽  
Direct Injection ◽  
Fuel Efficiency ◽  
Engine Performance ◽  
Second Law Of Thermodynamics ◽  
Operating Conditions ◽  
Second Law ◽  
Engine Fuel ◽  
Availability Analysis ◽  
Second Law Analysis

The fuel efficiency of a modern diesel engine has decreased due to the recent revisions to emission standards. For an engine fuel economy, the engine speed is to be optimum for an exact throttle opening (TO) position. This work presents an analysis of throttle opening variation impact on a multi-cylinder, direct injection diesel engine with the aid of Second Law of thermodynamics. For this purpose, the engine is run for different throttle openings with several load and speed variations. At a steady engine loading condition, variation in the throttle openings has resulted in different engine speeds. The Second Law analysis, also called ‘Exergy’ analysis, is performed for these different engine speeds at their throttle positions. The Second Law analysis includes brake work, coolant heat transfer, exhaust losses, exergy efficiency, and airfuel ratio. The availability analysis is performed for 70%, 80%, and 90% loads of engine maximum power condition with 50%, 75%, and 100% TO variations. The data are recorded using a computerized engine test unit. Results indicate that the optimum engine operating conditions for 70%, 80% and 90% engine loads are 2000 rpm at 50% TO, 2300 rpm at 75% TO and 3250 rpm at 100% TO respectively.

Layer-by-layer mixing in engines with direct gasoline injection

2020 ◽  
Keyword(s):  
Diesel Engine ◽  
Internal Combustion Engine ◽  
Gasoline Engine ◽  
Combustion Engine ◽  
Direct Injection ◽  
Fuel Efficiency ◽  
Layer By Layer ◽  
Engine Fuel ◽  
Working Process ◽  
Layered Charge

Features of the design and operation of engines with direct injection of gasoline into the cylinders and layer-by-layer mixing are considered. Opportunities of improving the engine fuel efficiency and exhaust gases toxicity characteristics with this organization of the working process are shown. Problems arising when organizing such a working process of a gasoline engine are noted. Keywords internal combustion engine; diesel engine; gasoline engine; direct injection; layer-by-layer mixing; layered charge; lean mixture

Crankcase Blowby Characterization From an EMD 16-645-E Locomotive Diesel Engine

2003 ◽  
Author(s):  
Steven G. Fritz ◽  
Adam Schumann ◽  
Brian Smith
Keyword(s):  
Diesel Engine ◽  
Flow Rate ◽  
Diesel Locomotive ◽  
Air Filters ◽  
Air Filter ◽  
Flow Rates ◽  
Locomotive Engine ◽  
Series Of Experiments ◽  
Locomotive Diesel ◽  
Exhaust Particulate

This paper documents results from an experimental study performed to determine the contribution of crankcase blowby to exhaust particulate matter (PM) emissions from an EMD 16-645-E, roots-blown, 1,500 kW, diesel locomotive engine. The EMD 16-645-E roots-blown engine is equipped with a closed crankcase system, where blowby is routed through an inertial separator and then into the intake air system, downstream of the intake air filters, but upstream of the roots blowers. This paper describes the system used to quantify the blowby flow rate, the blowby PM concentration (mg/m3), and the PM mass flow rate (g/hr) that is returned to the engine intake air. Since crankcase blowby is drawn from the crankcase and into the intake air due to the vacuum created by the intake air filter restriction, a series of experiments were also performed to document blowby flow rates as a function of intake air filter restriction. Blowby PM measurements were also taken upstream and downstream of the inertial separator that is used to remove some of the larger blowby aerosol particles. These data were then used to calculate the filtration efficiency of the inertial blowby separator. The crankcase blowby PM emissions are compared to the engine-out exhaust PM emissions. Results from this study indicate that for the EMD 16-645-E locomotive diesel engine tested, crankcase blowby represents less than 2 percent of the total exhaust PM emissions.

A Compression Ratio Selection Method of the Non-Road Diesel Engine Without EGR System to Meet Stage V Emission Standards

2017 ◽  
Author(s):  
Jongyoon Lee ◽  
Jayun Cho ◽  
Dockoon Yoo
Keyword(s):  
Diesel Engine ◽  
Compression Ratio ◽  
Fuel Efficiency ◽  
Engine Performance ◽  
Bench Test ◽  
Piston Bowl ◽  
Emission Standards ◽  
Start Of Injection ◽  
Engine System ◽  
Allowable Temperature

Fuel efficiency is the key buying factor in the non-road diesel engine market, because the engine mainly operates in the high torque region and consumes relatively large amount of fuel in a short term. A compression ratio of diesel engine is deeply related to a thermal efficiency and it is one of the key design parameter influencing on the fuel efficiency. In this paper, the new approach to select compression ratio is described and the design constrains such as in-cylinder max allowable pressure, max allowable temperature at turbine front end and max allowable temperature at compressor back end were considered. The base engine is 3.4 liter non-road diesel engine without EGR (Exhaust Gas Recirculation) system for Stage V emission standards and is originated from the same engine system with EGR system to meet Tier 4 Final emission standards. Its official compression ratio is 17.0. The purpose of this study is to select an optimal compression ratio for non-road diesel engine system with non-EGR system to meet Stage V emission standards. The methodology to be presented in this study is based on the 1-D engine performance simulations, the 3-D CFD (Computational Fluid Dynamics) combustion simulations, and the engine bench test. In these simulations, a compression ratio and a SOI (Start of Injection) were considered for sweeping parameters. With analyzing the results of parameter studies and engine design constraints, an optimal compression ratio is found to be 18.0. As a result of many engine bench tests, a fuel consumption has been improved by 1.5% with new piston bowl of which compression ratio is 18.0, meeting Stage V emission standards.

Analytical and Experimental Investigation of Medium-Speed Diesel Engine Using a Kerosene Fuel

2006 ◽  
Author(s):  
Gong Chen ◽  
James N. Gamble ◽  
Dennis W. McAndrew ◽  
John McGowan ◽  
John R. Lynch
Keyword(s):  
Experimental Investigation ◽  
Diesel Engine ◽  
Diesel Engines ◽  
Fuel Injection ◽  
Exhaust Emissions ◽  
Engine Fuel ◽  
Medium Speed ◽  
Engine Testing

This paper summarizes the analytical and experimental investigation of fuel-injection-controllable medium speed diesel engines using kerosene fuels. The investigation focuses on analyzing and testing the effects of using JP-8 kerosene fuel for an engine of this type, on engine fuel injection, in-cylinder combustion, and output performances and exhaust emissions. Main properties of JP-8 fuel compared to those of conventional 2-D diesel in affecting the engine processes are identified and analyzed in connection with the engine processes. The consequent effects are analytically predicted prior to actual engine testing. Results from testing a medium-speed diesel engine using 2-D diesel and JP-8 fuel separately are presented and agree closely in the trends of variation with the analysis and prediction.

scholarly journals Forecasting of a boosted locomotive gas diesel engine parameters with one- and two-stage charging systems

2020 ◽  
Vol 1 (1) ◽  
pp. 192-198
Author(s):  
Vladimir V. Sinyavski ◽  
◽  
Mikhail G. Shatrov ◽  
Vladislav V. Kremnev ◽  
Pronchenko Grigori ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Fuel Injection ◽  
Fuel Efficiency ◽  
Air Pressure ◽  
Zone Model ◽  
Boost Pressure ◽  
Two Stage ◽  
Charging System ◽  
Locomotive Engine ◽  
The Right

Conversion of locomotive engines for operation on natural gas lowers considerably expenses for fuel and reduces exhaust emissions which makes it possible to omit large and expensive aftertreatment systems. The permanent need to raise the engine power requires a considerable increase of the boost pressure. This can be realized by using a high pressure turbocharger or a two-stage charging system. In the research, parameters of a high boosted D200 6-cylinder locomotive engine having D/S=200/280 mm are forecasted using a one-zone model developed in MADI. An analysis was carried out to explain why the 1st stage compressor of the two-stage charging system should be specially profiled to have its map tilted to the right. Calculations were performed for the gas diesel engine having a break mean effective pressure (BMEP) 2.7 MPa with one and two-stage charging systems. In both cases, close fuel efficiency was obtained, though for the two-stage charging system, the boost air pressure was higher. The engine with one turbocharger had no reserves for further power augmentation while the two-stage charging system enabled to increase the boost air pressure further. Therefore, parameters of the engine having a higher BMEP 3.2 MPa were calculated. In that case, not to exceed the peak combustion pressure, a retarded fuel injection was used which resulted in fuel efficiency drop by approximately 1.5%.

Nonlinear Model Predictive Control of Integrated Diesel Engine and Selective Catalytic Reduction System for Simultaneous Fuel Economy Improvement and Emissions Reduction

2015 ◽  
Vol 137 (8) ◽  
Author(s):  
Pingen Chen ◽  
Junmin Wang
Keyword(s):  
Diesel Engine ◽  
Predictive Control ◽  
Fuel Economy ◽  
Catalytic Reduction ◽  
Fuel Efficiency ◽  
Nonlinear Model Predictive Control ◽  
Nox Emissions ◽  
Engine Fuel ◽  
Engine Efficiency ◽  
Scr System

The applications of diesel engines in ground vehicles have attracted much attention over the past decade for the reasons of outstanding fuel economy, power capability, and reliability. With the increasing demand of less greenhouse gas emissions, the current diesel engine fuel efficiency remains unsatisfactory partially due to the conflict between the engine fuel efficiency and engine-out NOx emissions. While advanced aftertreatment systems, such as selective catalytic reduction (SCR) systems or lean NOx trap, have been integrated to diesel engines for reducing the tailpipe NOx emissions, the integrated controls for coordinating diesel engine and SCR system to achieve high engine efficiency and low tailpipe emissions are still limited. The purpose of this study is to develop such an integrated diesel engine and SCR system control method using nonlinear model predictive control (NMPC) approach with both start of injection (SOI) timing and urea solution injection rate as the control inputs. Control-oriented engine models were developed to quantify the influences of SOI timing on engine efficiency and engine-out NOx emissions. Simulation results under US06 driving cycle demonstrate that, given the same catalyst size in total, the proposed controllers are capable of reducing total engine fuel consumption over the driving cycle by 9.36% and 9.50%, respectively, for lumped SCR system and two-cell SCR system, while maintaining high NOx conversion efficiencies and low tailpipe ammonia slip.

Fuel Consumption Modeling for Medium Speed Marine Diesel Engine

2014 ◽  
Vol 1070-1072 ◽  
pp. 1785-1789
Author(s):  
Lei Guo ◽  
Zai Zhong Wang ◽  
Hong Zhao Lin
Keyword(s):  
Diesel Engine ◽  
Fuel Consumption ◽  
Consumption Rate ◽  
Marine Diesel Engine ◽  
Engine Fuel ◽  
Fuel Consumption Rate ◽  
Medium Speed ◽  
Marine Diesel ◽  
Curve Method ◽  
Consumption Model

To predict accurately the fuel consumption rate of a diesel engine, based on polynomial fitting curve method, combined with the test data of XCW6200ZC medium speed marine diesel engine used for inland ships, a diesel engine fuel consumption model about characteristic coefficient and speed under the propulsion characteristic was established. The marine diesel engine fuel consumption were calculated and predicted through this model. The results showed that the model can predict the fuel consumption of diesel engine well.

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