A Study of the Effects of Biofuel Use on Piston Lubrication During Fuel Post Injection in a Direct Injection Diesel Engine

2012 ◽  
Vol 134 (6) ◽  
Author(s):  
Koji Kikuhara ◽  
Akihiro Shibata ◽  
Akemi Ito ◽  
Dallwoo Kim ◽  
Yasuhiro Ishikawa ◽  
...  
Keyword(s):  
Carbon Dioxide ◽  
Diesel Engine ◽  
Diesel Engines ◽  
Carbon Dioxide Emissions ◽  
Operating Conditions ◽  
Fuel Oil ◽  
Cylinder Wall ◽  
Post Injection ◽  
Friction Forces ◽  
Lubrication Condition

The reduction of both exhaust gases and carbon dioxide emissions is necessary to meet future emissions regulations for diesel engines. Exhaust after-treatment devices are gradually being applied to diesel engines to reduce exhaust gases. Diesel particulate filters (DPF), an after-treatment device for diesel engines, in some cases require fuel post injection for regeneration. Post injection is usually conducted at the midpoint of the expansion stroke, and therefore causes fuel adhesion to the cylinder wall. However, using biofuels in a diesel engine is an effective way of reducing carbon dioxide emissions. It is well known that biofuels are chemically unstable, but the effects of biofuels on piston lubrication condition have not been thoroughly studied. In this study, piston lubrication condition during post injection in a single cylinder DI diesel engine using biofuel was investigated. Piston and ring friction forces were measured under engine operating conditions by means of a floating liner device to investigate the lubrication condition of the piston and rings. Both light fuel oil and biofuel were used in the measurements, with rapeseed methyl ester (RME) being used as the biofuel. Lubricating oil on the cylinder wall was also sampled under engine operating conditions, and the effect of post injection on fuel adhesion to the cylinder wall was analyzed. It was found that the effect of post injection on fuel adhesion to the cylinder wall was remarkable around the top dead center (TDC), and the fuel dilution rate reached approximately 90%. The results of the measurement of the piston friction forces showed that post injection caused an increase in the friction forces at the compression TDC (CTDC) in the cases of both RME and light fuel oil, and the friction forces at CTDC increased according to the delay of the post injection timing. The increase in the piston friction forces was moderate in the case of RME. It seems that the higher viscosity and the oiliness of RME suppressed the increase in piston friction forces at TDC. The following effects were found in this study. Fuel post injection caused fuel adhesion to the cylinder wall. Such phenomena affected the lubrication condition of the piston. In the case of RME, the increase in the piston friction forces caused by post injection was smaller than that of light fuel oil, but the effects on piston lubrication condition in the case of using other biofuels needs to be investigated.

A Study of the Effects of Biofuel Use on Piston Lubrication During Fuel Post Injection in a DI Diesel Engine

2011 ◽  
Author(s):  
Koji Kikuhara ◽  
Akihiro Shibata ◽  
Akemi Ito ◽  
Dallwoo Kim ◽  
Yasuhiro Ishikawa ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Diesel Engines ◽  
Carbon Dioxide Emissions ◽  
Operating Conditions ◽  
Fuel Oil ◽  
Cylinder Wall ◽  
Post Injection ◽  
Friction Forces ◽  
Di Diesel Engine ◽  
Lubrication Condition

The reduction of both exhaust gases and carbon dioxide emissions is necessary to meet future emissions regulations for diesel engines. Exhaust after-treatment devices are gradually being applied to diesel engines to reduce exhaust gases. Diesel Particulate Filters (DPF), an after-treatment device for diesel engines, in some cases require post injection of fuel for its regeneration. Post injection is usually carried out at the mid point of the expansion stroke, and therefore causes fuel adhesion to the cylinder wall. However, using biofuels in a diesel engine is an effective way of reducing carbon dioxide emissions. It is well known that biofuels are chemically unstable, but the effects of biofuels on piston lubrication condition have not been thoroughly studied. In this study, piston lubrication condition during post injection in a single cylinder DI diesel engine using biofuel was investigated. Piston and ring friction forces were measured under engine operating conditions by means of a floating liner device to investigate the lubrication condition of the piston and rings. Both light fuel oil and biofuel were used in the measurements, with Rapeseed Methyl Ester (RME) being used as the biofuel. Lubricating oil on the cylinder wall was also sampled under engine operating conditions and the effect of post injection on fuel adhesion to the cylinder wall was analyzed. It was found that the effect of post injection on fuel adhesion to the cylinder wall was remarkable around the Top Dead Center (TDC), and the fuel dilution rate reached approximately 90%. The results of the measurement of the piston friction forces showed that post injection caused an increase in the friction forces at the Compression TDC (CTDC) in the cases of both RME and light fuel oil, and the friction forces at CTDC increased according to the delay of the post injection timing. The increase in the piston friction forces was moderate in the case of RME. It seems that the higher viscosity and the oiliness of RME suppressed the increase in piston friction forces at TDC. The following effects were found in this study. Fuel post injection caused fuel adhesion to the cylinder wall. Such phenomena affected the lubrication condition of the piston. In the case of RME, the increase in the piston friction forces caused by post injection was smaller than that of light fuel oil, but the effects on piston lubrication condition in the case of using other biofuels needs to be investigated.

Comparison of Bio-Fischer-Tropsch Fuel and Commercial Diesel Fuel Application in a 1600 CC Euro 5 Diesel Engine

2015 ◽  
Author(s):  
Claus Suldrup Nielsen ◽  
Jesper Schramm ◽  
Anders Ivarsson ◽  
Azhar Malik ◽  
Terese Løvås
Keyword(s):  
Carbon Dioxide ◽  
Carbon Monoxide ◽  
Steady State ◽  
Diesel Engine ◽  
Carbon Dioxide Emissions ◽  
Operating Conditions ◽  
Injection Timing ◽  
Nox Emissions ◽  
Fischer Tropsch ◽  
Operating Range

A direct injected and turbocharged Euro 5 diesel engine has been set up in a test bench where the vehicle driving conditions of the European NEDC (New European Driving Cycle) test can be simulated. The engine is operated as the engine of a corresponding vehicle, equipped with a similar engine and driving through the NEDC cycle. The regulated gaseous emissions, carbon monoxide, hydrocarbons and nitrogen oxides, as well as particulate numbers and size distributions where measured in 5 selected steady state operating points during the engine test. Fuel consumptions and carbon dioxide emissions where measured as well. The steady state operating conditions were chosen within the engine operating range during a vehicle NEDC test and representing as broad an operating range as possible during the NEDC test. A method is presented in which the NEDC test emissions are calculated from the 5 steady state measurements. It is shown that the method gives emission results that agree well with values that can be expected from the vehicle in question during an NEDC test. In this way a limited number of steady state measurements can be used to simulate vehicle emissions. The reason for carrying out engine experiments instead of vehicle measurements was to obtain well controlled engine conditions and thus better insight in the operation of the engine in the individual phases of operation, and thereby enable evaluation of the possibilities for improving engine performance with respect to emission and fuel consumption reduction. Two different fuels where tested. These were a Fischer-Tropsch fuel, produced from biomass at the Güssing gasification plant in Austria and a commercial diesel from a fuel station in Denmark. The results of the measurements and engine modification considerations showed that bio Fischer-Tropsch fuel does have advantages with respect to particulate and also small advantages with carbon monoxide and carbon dioxide emissions. However, NOx emissions are rather a question of the injection timing of the fuel, and the NOx emissions can be adjusted to give the same level of emissions by changing the injection timing with ordinary diesel. The injection strategy was changed in order to attempt to reduce NOx emissions below the limits in the Euro 6 regulations.

Results of an Off-Road Diesel Engine Driven With Different Animal Fat Based Biofuels

2009 ◽  
Author(s):  
Seppo Niemi ◽  
Ville Vauhkonen ◽  
Erkki Hiltunen ◽  
Sampo Virtanen ◽  
Toomas Karhu ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Methyl Ester ◽  
Diesel Engines ◽  
Carbon Dioxide Emissions ◽  
Direct Injection ◽  
Fuel Oil ◽  
Animal Fat ◽  
Main Challenge ◽  
Performance And Emissions ◽  
Hc Emissions

The demand for increased use of biofuels in both on- and off-road diesel engines is growing. The carbon dioxide emissions must be reduced, but the increase in the petroleum prices and possible shortage of crude oil also promote the interest in biofuels. Simultaneously, exhaust pollutants of diesel engines have to be drastically reduced. The nitrogen oxides (NOx) and particulate matter (PM) form the main challenge for diesel exhaust cleaning. Despite the emissions reduction, the fuel economy of the engines should be kept at a sufficient level to also prevent the CO2 increase. In the present study, a turbocharged, inter-cooled direct-injection off-road diesel engine was driven with two animal fat based bio-fuels, namely steelhead (or rainbow trout) methyl ester (StME) and crude steelhead oil (StO). Crude or neat biofuels are also of interest since medium-speed engines are able to burn unrefined bio-oils. A vegetable oil based fuel, canola oil methyl ester (RME) served as the main reference biofuel. The baseline results were measured with commercial low-sulfur diesel fuel oil (DFO). The main aim of the project was to clarify how the waste-derived animal fat based biofuels are suited to engine use. The performance and emissions characteristics of the engine were determined. In addition to regulated emissions, the particle size distributions were also examined. The results showed that the studied animal fat derived ester was very suitable for the off-road test engine. NOx increased but hydrocarbons (HC), smoke, and PM mass decreased (by up to 60%) while thermal efficiency and carbon monoxide (CO) remained approximately unchanged. The particle number emissions were competitive relative to DFO. Raw fish oil StO reduced HC emissions but increased NOx and particle mass and number emissions. CO and smoke behaved ambiguously, so further investigation is needed for this fuel.

Techno-Economic Evaluation of Pressurized Oxy-Fuel Combustion Systems

2010 ◽  
Author(s):  
Jongsup Hong ◽  
Ahmed F. Ghoniem ◽  
Randall Field ◽  
Marco Gazzino
Keyword(s):  
Carbon Dioxide ◽  
Carbon Dioxide Emissions ◽  
Power Plants ◽  
Carbon Dioxide Capture ◽  
Fuel Combustion ◽  
Economic Feasibility ◽  
Operating Conditions ◽  
Air Separation ◽  
Separation Unit ◽  
Coal Price

Oxy-fuel combustion coal-fired power plants can achieve significant reduction in carbon dioxide emissions, but at the cost of lowering their efficiency. Research and development are conducted to reduce the efficiency penalty and to improve their reliability. High-pressure oxy-fuel combustion has been shown to improve the overall performance by recuperating more of the fuel enthalpy into the power cycle. In our previous papers, we demonstrated how pressurized oxy-fuel combustion indeed achieves higher net efficiency than that of conventional atmospheric oxy-fuel power cycles. The system utilizes a cryogenic air separation unit, a carbon dioxide purification/compression unit, and flue gas recirculation system, adding to its cost. In this study, we perform a techno-economic feasibility study of pressurized oxy-fuel combustion power systems. A number of reports and papers have been used to develop reliable models which can predict the costs of power plant components, its operation, and carbon dioxide capture specific systems, etc. We evaluate different metrics including capital investments, cost of electricity, and CO2 avoidance costs. Based on our cost analysis, we show that the pressurized oxy-fuel power system is an effective solution in comparison to other carbon dioxide capture technologies. The higher heat recovery displaces some of the regeneration components of the feedwater system. Moreover, pressurized operating conditions lead to reduction in the size of several other critical components. Sensitivity analysis with respect to important parameters such as coal price and plant capacity is performed. The analysis suggests a guideline to operate pressurized oxy-fuel combustion power plants in a more cost-effective way.

Effect of Fuel Injection Strategy on DPF Regeneration in Single Cylinder Diesel Engine

2015 ◽  
Author(s):  
Sungjun Yoon ◽  
Hongsuk Kim ◽  
Daesik Kim ◽  
Sungwook Park
Keyword(s):  
Diesel Engine ◽  
Fuel Injection ◽  
Operating Conditions ◽  
Experimental Results ◽  
Exhaust Gas ◽  
Post Injection ◽  
Gas Temperature ◽  
Injection Strategy ◽  
Dpf Regeneration ◽  
Exhaust Gas Temperature

Stringent emission regulations (e.g., Euro-6) force automotive manufacturers to equip DPF (diesel particulate filter) on diesel cars. Generally, post injection is used as a method to regenerate DPF. However, it is known that post injection deteriorates specific fuel consumption and causes oil dilution for some operating conditions. Thus, an injection strategy for regeneration becomes one of key technologies for diesel powertrain equipped with a DPF. This paper presents correlations between fuel injection strategy and exhaust gas temperature for DPF regeneration. Experimental apparatus consists of a single cylinder diesel engine, a DC dynamometer, an emission test bench, and an engine control system. In the present study, post injection timing covers from 40 deg aTDC to 110 deg aTDC and double post injection was considered. In addition, effects of injection pressures were investigated. The engine load was varied from low-load to mid-load and fuel amount of post injection was increased up to 10mg/stk. Oil dilution during fuel injection and combustion processes were estimated by diesel loss measured by comparing two global equivalences ratios; one is measured from Lambda sensor installed at exhaust port, the other one is estimated from intake air mass and injected fuel mass. In the present study, the differences in global equivalence ratios were mainly caused from oil dilution during post injection. The experimental results of the present study suggest an optimal engine operating conditions including fuel injection strategy to get appropriate exhaust gas temperature for DPF regeneration. Experimental results of exhaust gas temperature distributions for various engine operating conditions were summarized. In addition, it was revealed that amounts of oil dilution were reduced by splitting post injection (i.e., double post injection). Effects of injection pressure on exhaust gas temperature were dependent on combustion phasing and injection strategies.

Modeling and Performance Analysis of Combined-Cycle Based Ship Power Plant

2010 ◽  
Vol 44-47 ◽  
pp. 1240-1245 ◽  
Author(s):  
Hong Zeng ◽  
Xiao Ling Zhao ◽  
Jun Dong Zhang
Keyword(s):  
Diesel Engine ◽  
Power Plant ◽  
Performance Analysis ◽  
Combined Cycle ◽  
Operating Conditions ◽  
Fuel Oil ◽  
Plant Performance ◽  
Oil Consumption ◽  
Combined Cycle Power Plant ◽  
Simulation Performance

For combined-cycle power plant performance analysis, a ship power plant mathematical model is developed, including diesel engine, controllable pitch propeller, exhaust gas boiler, turbine generator and shaft generator models. The simulation performance characteristic curves of diesel engine under various loads are given. Comparison of simulation results and experimental data shows the model can well predict the performance of diesel engine in various operating conditions. The specific fuel oil consumption contours of combined-cycle power plant and the relations between engine operating conditions and steam cycle parameters are given. The influence of diesel engine operating conditions to the overall performance of combined-cycle power plant is discussed.

In-situ monitoring of carbon dioxide emissions from a diesel engine using a mid-infrared optical fibre sensor

2011 ◽  
Author(s):  
Elfed Lewis ◽  
John Clifford ◽  
Colin Fitzpatrick ◽  
Gerard Dooly ◽  
Weizhong Zhao ◽  
...  
Keyword(s):  
Carbon Dioxide ◽  
Diesel Engine ◽  
Optical Fibre ◽  
Carbon Dioxide Emissions ◽  
In Situ Monitoring ◽  
Mid Infrared ◽  
Optical Fibre Sensor ◽  
Fibre Sensor

scholarly journals Research on the Energy Efficiency Indicators of Transport Diesel Engines under Transient Operation Conditions

Pomorstvo ◽  
2018 ◽  
Vol 32 (2) ◽  
pp. 228-238 ◽  
Author(s):  
Sergejus LebedevasPaulius ◽  
Paulius Rapalis ◽  
Rima Mickevicienė
Keyword(s):  
Diesel Engine ◽  
Diesel Engines ◽  
Engine Performance ◽  
Mechanical Efficiency ◽  
Operating Conditions ◽  
Efficiency Coefficient ◽  
Operation Conditions ◽  
Power Increase ◽  
Control Units ◽  
Additional Equipment

In this study, we have investigated the efficiency of transport diesel engines CAT3512B-HD in transient braking and acceleration modes in 2M62M locomotives. A comparative analysis of the diesel engine performance has been performed at speeds of power increase and braking ranging from 4–5 kW/s to 17–18 kW/s. A decrease in the fuel economy occurred, and the main reason for it (compared with the steady-state operating condition at qcycl = idem) has been found to be the deterioration of the mechanical efficiency coefficient due to the loss of the additional equipment kinetic energy of the engine. The efficiency decreased by 3–3.5% under power increase operations and by 10–14% in the braking modes. The original methodology for the evaluation of the diesel engine parameters registered by the engine control units (ECU) in the engine operating conditions, mathematical modelling application AVL BOOST, and analytical summaries in artificial neural networks (ANNs) have been used. The errors in the obtained results have been 5–8% at a determination coefficient of 0.97–0.99.

Thermal modelling of modern diesel engines: proposal of a new heat transfer coefficient correlation

2011 ◽  
Vol 225 (11) ◽  
pp. 1544-1560 ◽  
Author(s):  
C A Finol ◽  
K Robinson
Keyword(s):  
Heat Transfer ◽  
Experimental Data ◽  
Heat Transfer Coefficient ◽  
Diesel Engine ◽  
Transfer Coefficient ◽  
Diesel Engines ◽  
Internal Combustion Engines ◽  
Operating Conditions ◽  
Boost Pressure ◽  
Simple Relationship

Existing methods for predicting heat fluxes and temperatures in internal combustion engines, which take the form of correlations to estimate the heat transfer coefficient on the gas-side of the combustion chamber, are based on methodology developed over the past 50 years, often updated in view of more recent experimental data. The application of these methods to modern diesels engines is questionable because key technologies found in current engines did not exist or were not widely used when those methods were developed. Examples of such technologies include: high-pressure common rail and variable fuel injection strategies including retarded injection for nitrogen oxides emission control; exhaust gas re-circulation; high levels of intake boost pressure provided by a single- or double-stage turbocharger and inter-cooling; multiple valves per cylinder and lower swirl; and advanced engine management systems. This suggests a need for improved predicting tools of thermal conditions, specifically temperature and heat flux profiles in the engine block and cylinder head. In this paper a modified correlation to predict the gas-side heat transfer coefficient in diesel engines is presented. The equation proposed is a simple relationship between Nu and Re calibrated to predict the instantaneous spatially averaged heat transfer coefficient at several operating conditions using air as gas in the model. It was derived from the analysis of experimental data obtained in a modern diesel engine and is supported by a research methodology comprising the application of thermodynamic principles and fundamental equations of heat transfer. The results showed that the new correlation adequately predicted the instantaneous coefficient throughout the operating cycle of a high-speed diesel engine. It also estimated the corresponding cycle-averaged heat transfer coefficient within 10 per cent of the experimental value for the operating conditions considered in the analysis.

An Investigation of the Sources of Blowby in Single-Cylinder Supercharged Diesel Engines

1978 ◽  
Vol 192 (1) ◽  
pp. 39-48 ◽  
Author(s):  
B. Bull ◽  
M. A. Voisey
Keyword(s):  
Carbon Dioxide ◽  
Diesel Engines ◽  
Piston Ring ◽  
Carbon Dioxide Concentration ◽  
Operating Conditions ◽  
Exhaust Valve ◽  
Simple Method ◽  
Single Cylinder ◽  
Carbon Dioxide Concentrations ◽  
Wide Range

Measurements of carbon dioxide concentrations in the exhaust and in the crankcase of two different types of single-cylinder, supercharged diesel engines have been used to determine the amount of exhaust gas reaching the crankcase as piston ring blowby and as leakage through the exhaust valve stem-to-guide clearance. Over a wide range of operating conditions in both engines the carbon dioxide concentration was found to be more dependent on engine fuelling rate per hour than on fuel input per stroke. It was established that blowby through the exhaust valve guide was a major contributor to crankcase contamination. A simple method has been devised, requiring only minor modifications to the engine, that permits the blowby through the piston ring pack and the exhaust valve guides to be determined separately in turbocharged production engines.

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