Development of Combustion Characteristics Analysis Method of Ultra-High Engine Speed Range

2005 ◽  
Author(s):  
Tatsushi Nakashima ◽  
Takehiko Kato ◽  
Kiyokazu Akiyama ◽  
Keisuke Komori
Keyword(s):  
Engine Speed ◽  
Combustion Characteristics ◽  
Analysis Method ◽  
Engine Speed Range ◽  
Speed Range ◽  
Characteristics Analysis ◽  
High Engine Speed

Piston Friction Force of a Small High Speed Gasoline Engine

1988 ◽  
Vol 110 (1) ◽  
pp. 112-118 ◽  
Author(s):  
M. Takiguchi ◽  
K. Machida ◽  
S. Furuhama
Keyword(s):  
Friction Force ◽  
High Speed ◽  
Engine Speed ◽  
Gasoline Engine ◽  
Measuring Instruments ◽  
Friction Forces ◽  
Engine Speed Range ◽  
Speed Range ◽  
High Engine Speed

This paper clarified piston friction forces and conditions of lubrication in the high engine speed range through the improvement of piston friction measuring instruments. Measurements of piston friction forces of the two-ring package have been also done. It is found that the effect of the two-ring package on the reduction of friction forces is greater than expected by means of the oil starvation phenomenon.

scholarly journals An Innovative Constant Voltage Control Method of PMSM-Type ISG Under Wide Engine Speed Range for Scooter With Idling Stop

IEEE Access ◽  
2019 ◽  
Vol 7 ◽  
pp. 20723-20733 ◽  
Author(s):  
Ming-Shi Huang ◽  
Kuan-Cheng Chen ◽  
Tse-Kai Chen ◽  
Yu-Chiang Liang ◽  
Guan-You Pan
Keyword(s):  
Engine Speed ◽  
Control Method ◽  
Voltage Control ◽  
Constant Voltage ◽  
Engine Speed Range ◽  
Speed Range

Crankshaft Torsional Vibration Characteristics in a Vee-Type Six-Cylinder Diesel Engine

2002 ◽  
Author(s):  
Jouji Kimura ◽  
Shinichirou Kobayashi ◽  
Kazuhiro Shiono
Keyword(s):  
Diesel Engine ◽  
Torsional Vibration ◽  
Engine Speed ◽  
Significant Degree ◽  
Vibration Characteristics ◽  
Resonant Vibration ◽  
Harmonic Order ◽  
Engine Speed Range ◽  
Speed Range

Engines have been designed to avoid low-harmonic-order resonant torsional vibration in a commonly-used engine speed range, but the authors have found that, in some engines, especially turbo-charged engines, a significant degree of a low-harmonic-order exciting torque acts on the crankshaft. In these engines, the amplitude of non-resonant low-harmonic-order torsional vibration is almost as large as that of the resonant one and the amplitude of non-resonant vibration can not be controlled by a damper. Accordingly, to investigate the characteristics of non-resonant low-harmonic-order torsional vibration is important. This paper describes the characteristics of non-resonant and resonant torsional vibration for a vee-type six-cylinder diesel engine.

Performance Characteristics of Philippine Hydrous Ethanol-Gasoline Blends: Preliminary Findings

2019 ◽  
Author(s):  
John Luis Yu ◽  
Edwin N. Quiros
Keyword(s):  
Fossil Fuels ◽  
Engine Speed ◽  
The Philippines ◽  
Fuel Blend ◽  
Fuel Blends ◽  
Engine Speed Range ◽  
Speed Range ◽  
Preliminary Study ◽  
Ethanol Blends ◽  
Hydrous Ethanol

Abstract To reduce dependence on imported fossil fuels and develop indigenous biofuels, the Philippines enacted the Biofuels Act of 2006 which currently mandates a 10% by volume blend of 99.6% anhydrous bio-ethanol for commercially sold Unleaded and Premium gasolines. To urge a regulation review of the anhydrous requirement and examine the suitability for automotive use of hydrous bioethanol (HBE) blends, preliminary engine dynamometer tests at 1400–4400 rpm were conducted to measure specific fuel consumption (SFC) and power. In this study, HBE (95 % ethanol and 5% water by volume) produced from sweet sorghum using a locally-developed process, was blended volumetrically with three base gasoline fuels — Neat, Unleaded, and Premium. The four HBE blends tested were 10% and 20% with Neat gasoline, 20% with Unleaded gasoline, and 20% with Premium gasoline. For blends with Neat gasoline, the SFC of the 10%HBE blend was comparable with to slightly higher than Neat gasoline. The SFC of the 20%HBE blend was comparable with Neat gasoline up to 2800 rpm and lower beyond this speed thus being better overall than the 10%HBE blend. Compared to their respective commercial base fuels, the HBE-Unleaded blend showed lower SFC while the HBE-Premium blend yielded slightly higher SFC over most of the engine speed range. Between commercial fuel blends, the HBE-Unleaded blend gave better SFC than the HBE-Premium blend. Power was practically similar for the fuels tested. No engine operational problems and fuel blend phase separation were encountered during the tests. This preliminary study indicated the suitability of and possible optimum hydrous bio-ethanol blends for automotive use under Philippine conditions.

scholarly journals CO2 concentration from turbocharged common rail diesel engine dually fueled with compressed biomethane gas controlled at optimum ratio

2018 ◽  
Vol 192 ◽  
pp. 02013
Author(s):  
Niti Kammuang-lue ◽  
Matas Bhudtiyatanee
Keyword(s):  
Diesel Engine ◽  
Engine Speed ◽  
Co2 Concentration ◽  
Unburned Carbon ◽  
Dual Fuel ◽  
Optimum Ratio ◽  
Engine Torque ◽  
Engine Speed Range ◽  
High Engine Speed ◽  
Carbon Dioxide Co2

The objectives of this study are to investigate the carbon dioxide (CO2) concentration from the compressed biomethane gas (CBG) and diesel dual-fueled diesel engine and to compare the CO2 concentration produced from the dual-fueled and the diesel-fueled engines. The duration of CBG injection was controlled by following the optimum ratio of the CBG obtained from the previous study. During the test, the engine speed was varied from 1,000 to 4,000 rpm and the engine torque was maintained to be 25, 50, 75 and 100% of the maximum engine torque. Experiment was divided into two parts consisting of the dual-fueled and the diesel-fueled modes. From the dual-fueled mode, when the engine speed increased, the CO2 concentration decreased. Because the optimum ratio of the CBG and the volumetric efficiency decrease during the high engine speed range, the proportion of the diesel increases, the incomplete combustion occurs. The unburned carbon oxidizes to be the CO in higher proportion than the CO2, thus, the CO2 consequently decreases. From the CO2 comparison, the dual-fuel mode produced the CO2 nearly the same as that of the diesel-fuel mode during the low engine torque. On contrary, the dual-fuel mode had higher CO2 concentration during the high engine torque.

scholarly journals Engine Performance of a Gardener Compression Ignition Engine using Rapeseed Methyl Esther

2019 ◽  
Vol 4 (2) ◽  
Author(s):  
Hamisu A Dandajeh ◽  
Talib O Ahmadu
Keyword(s):  
Mass Flow Rate ◽  
Mass Flow ◽  
Flow Rate ◽  
Equivalence Ratio ◽  
Engine Speed ◽  
Engine Performance ◽  
Combustion Characteristics ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Air Mass

This paper presents an experimental investigation on the influence of engine speed on the combustion characteristics of a Gardener compression ignition engine fueled with rapeseed methyl esther (RME). The engine has a maximum power of 14.4 kW and maximum speed of 1500 rpm. The experiment was carried out at speeds of 750 and 1250 rpm under loads of 4, 8, 12, 16 and 18 kg. Variations of cylinder pressure with crank angle degrees and cylinder volume have been examined. It was found that RME demonstrated short ignition delay primarily due to its high cetane number and leaner fuel properties (equivalence ratio (φ) = 0.22 at 4kg). An increase in thermal efficiency but decrease in volumetric efficiency was recorded due to increased brake loads. Variations in fuel mass flow rate, air mass flow rate, exhaust gas temperatures and equivalence ratio with respect to brake mean effective pressure at engine speeds of 750 and 1250 rpm were also demonstrated in this paper. Higher engine speed of 1250 rpm resulted in higher fuel and air mass flow rates, exhaust temperature, brake power and equivalent ratio but lower volumetric efficiency. Keywords— combustion characteristics, engine performance, engine speed, rapeseed methyl Esther

Diagnosis of hydrous ethanol combustion in a spark-ignition engine

2020 ◽  
Vol 235 (1) ◽  
pp. 245-259
Author(s):  
Caio H Rufino ◽  
Waldyr LR Gallo ◽  
Janito V Ferreira
Keyword(s):  
Engine Speed ◽  
Combustion Characteristics ◽  
Spark Ignition Engine ◽  
Ignition Timing ◽  
Operational Parameters ◽  
Fuel Ratio ◽  
Combustion Duration ◽  
Wide Range ◽  
Hydrous Ethanol ◽  
The Relationship

By evaluating combustion duration and flame development, it is possible to evaluate the effects of utilizing a new type of fuel. This allows for optimization of the operational parameters such as the ignition timing, air–fuel ratio, and throttle opening with respect to efficiency, knock, emissions, and performance. In this work, the combustion of a Brazilian hydrous ethanol fuel was evaluated in a commercial flexfuel engine. Investigations were conducted by performing a heat release analysis of the experimental data and providing combustion characteristics. The experimental design comprised of variations in engine speed, load, ignition timing, and air–fuel ratio under lean condition. The results indicated the relationship between the engine parameters and combustion characteristics under a wide range of operational conditions, and identified the relationship between the physical characteristics of the fuels and their combustion in the commercial engine. For high engine speed, lean combustion presented a similar duration to the stoichiometric combustion duration. When comparing the combustion characteristics obtained for the hydrous ethanol with gasoline combustion, the main differences noted were reduced sensitivity to detonation and a shorter duration of combustion, although the temperature at the start of combustion was lower for ethanol. In addition to shorter combustion duration, ethanol presented a lower value for the Wiebe exponent. The results obtained from the combustion duration values and Wiebe function parameters enable the composition of a set of data required for a simplified combustion simulation.

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