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1
Roy, Murari Mohon. "Charcoal-Adsorption, Water-Washing, and Air-Dilution Systems to Reduce Diesel Emissions With Special Emphasis on Odor Reduction." Journal of Energy Resources Technology 129, no. 4 (February 28, 2007): 338–47. http://dx.doi.org/10.1115/1.2794769.
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Direct injection (DI) diesel engines emit a far more disagreeable exhaust odor than gasoline engines, especially at low temperatures and at idling. There is no proper system of odor reduction in these conditions in DI diesel engines. This study investigated a charcoal-adsorption system to reduce exhaust emissions including odor in a DI diesel engine at idling under no load operations, where exhaust temperatures are low. Low temperature exhaust gas is passed through a charcoal adsorber. Charcoal has the property of adsorbing odorous gas components. Here odor is reduced more than 0.5 points, a significant odor reduction depending on the engine and adsorber conditions. Exhaust noise, nitrogen oxides (NOx), and eye irritation are also significantly reduced with the system. This study further investigated water-washing system for odor reduction in DI diesel engines at low exhaust temperature conditions. Exhaust gas is passed through the water in the water tank of the system. Aldehydes, organic acids, and other oxygenated components, which are the main odorous components in exhaust gases, are dissolved in water reducing exhaust odor significantly. Eye irritation of exhaust gases is also significantly reduced. The water-washing system not only reduces the odor and eye irritation but also carbon dioxide (CO2), carbon monoxide (CO), NOx, and smoke are reduced more than 20–30%. The sound level of exhaust gases is also reduced 10–15dB with this system. Air dilution is also attempted in this study for odor reduction where a large amount of fresh air is mixed with exhaust gases. Here dilution ratio of 5 is used. Air dilution alone can reduce odor about 0.5 points. However, odor about 1.5–1.6 points (about 60–65%) can be reduced when air dilution is used in combination with charcoal-adsorber and water-washing system, and odor level is lowered below level 2, which is acceptable for all human beings.
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Chan, S. H., J. H. Sun, and S. C. Low. "A compact particulate dilution tunnel for the characterization of diesel exhaust." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 212, no. 4 (April 1, 1998): 299–310. http://dx.doi.org/10.1243/0954407981525975.
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This paper presents the design of a compact particulate dilution tunnel used for characterizing diesel exhaust. Details of particulate mass concentration calculations based on various methods and the estimations of tunnel flow temperature and relative humidity due to psychrometric mixing between the extracted exhaust gas and diluting air are also elaborated.
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Wibowo, Elham Prasetyo, Elvira Zondra, and Usaha Situmeang. "Studi Penggunaan Variable Speed Drive Untuk Pengaturan Kecepatan Motor Exhaust Fan Pada Dyno Test Room PT. Trakindo Utama Pekanbaru." JURNAL TEKNIK 12, no. 2 (November 20, 2018): 85–96. http://dx.doi.org/10.31849/teknik.v12i2.1755.
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ABSTRAK
Exhaust fan adalah peralatan berupa sudu-sudu yang berputar dan memanfaatkan gaya sentrifugal untuk membuang exhaust gas hasil pembakaran bahan bakar solar engine diesel pada saat dilakukan tes pembebanan penuh. Dengan exhaust fan, gas karbondioksida yang dihasilkan oleh engine diesel memungkinkan untuk dibuang dengan cepat sehingga tidak memenuhi ruangan dan membahayakan bagi setiap karyawan. Pengoperasian exhaust fan dilakukan sesuai jadwal pengetesan engine. Exhaust fan tersebut digerakkan oleh motor induksi 3 phasa 30 kW dengan putaran nominal secara konstan. Pada saat pengetesan engine dengan nilai aliran gas buang yang rendah, exhaust fan tetap dioperasikan dengan kecepatan nominal. Operasional motor exhaust fan dengan kecepatan konstan seperti ini akan mengakibatkan konsumsi daya listrik yang relatif tinggi dari pada motor dengan kecepatan berubah-ubah sesuai kebutuhan. Sebagai pertimbangan hasil perhitungan untuk engine C 18 Caterpillar kapasitas 831 hp yang sebelumya membutuhkan operasional exhaust fan dengan daya 24,7927 kW nilai sama untuk semua model engine, setelah penggunaan VSD dapat dikurangi sebesar 14,35 % menjadi 21,2343 kW saja. Penelitian ini bertujuan mendapatkan probabilitas hubungan antara konsumsi energi listrik, frekuensi pada variable speed drive, putaran motor induksi dan nilai aliran udara pada cerobong exhaust fan. Nilai aliran udara exhaust fan tersebut akan disesuaikan dengan nilai aliran gas pembakaran yang dihasilkan oleh engine. Analisa optimasi motor exhaust fan ini sedianya akan menggunakan Matematic Analysis dan simulasi menggunakan simulink matlab sehingga diharapkan ada solusi untuk melakukan penghematan terhadap konsumsi daya motor, kemudian bisa diterapkan dalam semua pengoperasian motor yang ada di perusahaan.
Kata kunci : variable speed drive, motor induksi, exhaust fan
ABSTRACT
The exhaust fan is a rotary blade device which produces centrifugal force to remove exhaust gas from diesel fuel combustion during a full load test. With exhaust fans, the carbondioxide gases that generated by the diesel engine allows to be disposed quickly so that it does not fill the room and harm to every employee. The operation of exhaust fan is carried out according to the engine test schedule. The exhaust fan is driven by a 3 phase induction motor of 30 kW with constant rotation. When testing the engine with a low Exhaust Gas flow value, the exhaust fan remains operated at rated speed. Operational exhaust fan with a constant speed like this will result in relatively high power consumption of the motor with the speed of change as needed. Considering the calculation results for C 18 engine Caterpillar capacity of 831 hp which previously required operational exhaust fan with 24,7927 kW of equal value for all engine models, after the use of VSD can be reduced by 14.35% to 21.2343 kW only. This study aims to obtain the probability of relationship between electrical energy consumption, frequency on the variable speed drive, induction motor rotation and the value of air flow in the exhaust fan chimney. The value of the exhaust fan air flow will be adjusted to the combustion gas flow value generated by the engine. The optimization analysis of this motor exhaust fan will be using Matematic Analysis and simulation using matlab simulink so it is expected there is a solution to make savings to motor power consumption, then it can be applied in all the motor operation in the company.
Keywords: variable speed drive, induction motor, exhaust fan
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André, Mathieu, Bruno Walter, Gilles Bruneaux, Fabrice Foucher, and Christine Mounaïm–Rousselle. "Exhaust gas recirculation stratification to control diesel homogeneous charge compression ignition combustion." International Journal of Engine Research 13, no. 5 (March 27, 2012): 429–47. http://dx.doi.org/10.1177/1468087412438338.
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A single-cylinder diesel engine was used to investigate the potential of exhaust gas recirculation dilution stratification as a control technique for homogeneous charge compression ignition combustion with early direct injections. Experimental studies on both all-metal and optically accessible engines were performed to understand the processes involved when exhaust gas recirculation is introduced separately in the intake ports. Laser-induced fluorescence diagnostics were carried out in the optical engine in order to provide fuel and exhaust gas recirculation distributions. The results indicate that depending on the intake configuration, the exhaust gas recirculation stratification can be maintained until late timings corresponding to the combustion event, leading to decreased maxima of heat-release rates, as well as decreased combustion noise levels. This result suggests that exhaust gas recirculation stratification may be used as a control parameter for combustion speed and therefore may contribute to the extension of the homogeneous charge compression ignition operating range. However, although exhaust gas recirculation stratification appears to be an interesting new control technique for homogeneous charge compression ignition combustion, its effect on the combustion was shown to be very sensitive to parameters such as the intake system configuration or the exhaust gas recirculation composition, showing that industrial use of this control technique requires further understanding of the physical phenomena involved.
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Sun, Qi Xin, and Limin Chen. "Research on Transmitting Efficiency of Supercharged Device." Applied Mechanics and Materials 63-64 (June 2011): 237–40. http://dx.doi.org/10.4028/www.scientific.net/amm.63-64.237.
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In recent years, the internal combustion engine has been widely used through technological advances to improve its environmental performance. Mechanical and electrical integration of the engine turbocharging system is based on conventional turbocharging system to increase motor in parallel with the turbocharger and the corresponding reversible energy storage components, so that achieve by adjusting the energy input or output direction and the size of the motor to adjust the exhaust turbocharger operating point and the gas supply function. According to matching requirements of light vehicle diesel engine, the analysis model of exhaust gas energy is obtained through qualitative analysis of exhaust gas energy in turbocharged diesel engine.
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Ladommatos, N., S. M. Adelhalim, H. Zhao, and Z. Hu. "The effects of carbon dioxide in exhaust gas recirculation on diesel engine emissions." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 212, no. 1 (January 1, 1998): 25–42. http://dx.doi.org/10.1243/0954407981525777.
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The investigation was conducted on a high-speed direct injection diesel engine and was concerned with the effects of exhaust gas recirculation (EGR) on diesel engine combustion and emissions. In particular, the effects of carbon dioxide (CO2), a principal constituent of EGR, on combustion and emissions were analysed and quantified experimentally. The use of CO2 to displace oxygen (O2) in the inlet air resulted in: reduction in the O2 supplied to the engine (dilution effect), increased inlet charge thermal capacity (thermal effect), and, potentially, participation of the CO2 in the combustion process (chemical effect). In a separate series of tests the temperature of the engine inlet charge was raised gradually in order to simulate the effect of mixing hot EGR with engine inlet air. Finally, tests were carried out during which the CO2 added to the engine air flow increased the charge mass flowrate to the engine, rather than displacing some of the O2 in the inlet air. It was found that when CO2 displaced O2 in the inlet charge, both the chemical and thermal effects on exhaust emissions were small. However, the dilution effect was substantial, and resulted in very large reductions in exhaust oxides of nitrogen (NO x) at the expense of higher particulate and unburned hydrocarbon (uHC) emissions. Higher inlet charge temperature increased exhaust NO x and particulate emissions, but reduced uHC emissions. Finally, when CO2 was additional to the inlet air charge (rather than displacing O2), large reductions in NOx were recorded with little increase in particulate emissions.
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Lutic, Doina, Joakim Pagels, Robert Bjorklund, Peter Josza, Jacobus H. Visser, Ann W. Grant, Mats L. Johansson, et al. "Detection of Soot Using a Resistivity Sensor Device Employing Thermophoretic Particle Deposition." Journal of Sensors 2010 (2010): 1–6. http://dx.doi.org/10.1155/2010/421072.
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Results are reported for thermophoretic deposition of soot particles on resistivity sensors as a monitoring technique for diesel exhaust particles with the potential of improved detection limit and sensitivity. Soot with similar characteristics as from diesel exhausts was generated by a propane flame and diluted in stages. The soot in a gas flow at 240–270C∘was collected on an interdigitated electrode structure held at a considerably lower temperature, 105–125C∘. The time delay for reaching measurable resistance values, the subsequent rate, and magnitude of resistance decrease were a function of the distance between the fingers in the electrodes and the degree of dilution of the soot containing flow. Soot deposition and subsequent removal by heating the sensor support was also performed in a real diesel exhaust. Good similarities between the behavior in our laboratory system and the real diesel exhaust were noticed.
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Gis, Wojciech, and Sławomir Taubert. "The Issues of the Air-Fuel Ratio in Exhaust Emissions Tests Carried out on a Chassis Dynamometer." Energies 14, no. 9 (April 21, 2021): 2360. http://dx.doi.org/10.3390/en14092360.
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Vehicle exhaust emission tests use exhaust sampling systems that dilute the exhaust gas with ambient air. The dilution factor DF is calculated assuming that the combustion is complete, and that the engine is operated at a stoichiometric air-fuel ratio (AFR). These assumptions are not always met. This is especially true for diesel engines. This article discusses the tests to find out what the average lambda (λ) over the ARTEMIS, WLTC and NEDC driving cycles is and how this affects the result of the emission measurements. Measurements were carried out on a chassis dynamometer equipped with a standard emission measurement system used during the homologation. The λ was calculated using the Brettschneider equation. The dilution ratio DR was also determined by measuring the CO2 concentration in the raw exhaust gas. The CO2-tracer method used for this was modified. The median of the λ for a CI vehicle was 1.23–3.31, which makes the relative percentage difference between the DF and DR (ΔDF) in the range of 28–167%. For a SI vehicle homologated under the WLTP procedure, the median of the λ for the WLTC and ARTEMIS cycles was close to one and ΔDF for most cycles does not exceed 10%. In order to reduce the influence of the error of DF determination on the result of the emission measurement, it is recommended to use exhaust gas sampling systems that allow to determine the actual dilution ratio or to use the lowest possible dilution. The PAS-CVS system seems to be the most promising.
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Yilmaz, Hakan, and Anna Stefanopoulou. "Control of Charge Dilution in Turbocharged Diesel Engines via Exhaust Valve Timing." Journal of Dynamic Systems, Measurement, and Control 127, no. 3 (August 24, 2004): 363–73. http://dx.doi.org/10.1115/1.1985440.
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In this paper we extend an existing crank angle resolved dynamic nonlinear model of a six-cylinder 12 l turbocharged (TC) Diesel engine with exhaust valve closing (EVC) variability. Early EVC achieves a high level of internal exhaust gas recirculation (iEGR) or charge dilution in Diesel engines, and thus reduces generated oxides of nitrogen (NOx). This model is validated in steady-state conventional (fixed EVC) engine operating points. It is expected to capture the transient interactions between EVC actuation, the turbocharger dynamics, and the cylinder-to-cylinder breathing characteristics, although this has not been explicitly validated due to lack of hardware implementation. A nominal low order linear multi-input multi-output model is then identified using cycle-sampled or cycle-averaged data from the higher order nonlinear simulation model. Various low-order controllers that vary EVC to maximize the steady-state iEGR under air-to-fuel ratio (AFR) constraints during transient fueling demands are suggested based on different sensor sets. The difficulty in the control tuning arises from the fact that the EVC affects both the AFR and engine torque requiring coordination of fueling and EVC. Simulation results are shown on the full order model.
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Zhao, H., J. Hu, and N. Ladommatos. "In-cylinder studies of the effects of CO2 in exhaust gas recirculation on diesel combustion and emissions." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 214, no. 4 (April 1, 2000): 405–19. http://dx.doi.org/10.1243/0954407001527727.
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This paper reports the results of the effects of CO2 in exhaust gas recirculation (EGR) on diesel combustion and emissions. The experiments were carried out on a specially designed single-cylinder diesel engine. In-cylinder measurements were obtained from the optically accessible swirl chamber using high-speed shadowgraphy, the two-colour method and laser extinction. Furthermore, in-cylinder pressure measurements from the combustion chambers were used to derive the heat release rates during combustion. Two experiments were carried out on the effects of CO2 on diesel combustion and pollutant formation. In the first series of experiments, CO2 was used to replace some of the oxygen in the intake mixture, which simulated the dilution effect of conventional EGR. This so-called replacement EGR method was characterized by the typical NOx and smoke trade-off, where NOx reduction was accomplished at the expense of exhaust smoke. In the second series of tests, CO2 was added to the intake charge so that the oxygen concentration in the combustion chamber was not affected. In this additional EGR method, CO2 was found to suppress both NOx and smoke emissions. The mechanisms of these two different EGR modes on diesel combustion and emissions were examined using the above in-cylinder measurement techniques and exhaust emission analysis.
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Pereira, Kelly L., Rachel Dunmore, James Whitehead, M. Rami Alfarra, James D. Allan, Mohammed S. Alam, Roy M. Harrison, Gordon McFiggans, and Jacqueline F. Hamilton. "Technical note: Use of an atmospheric simulation chamber to investigate the effect of different engine conditions on unregulated VOC-IVOC diesel exhaust emissions." Atmospheric Chemistry and Physics 18, no. 15 (August 9, 2018): 11073–96. http://dx.doi.org/10.5194/acp-18-11073-2018.
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Abstract. Diesel exhaust emissions were introduced into an atmospheric simulation chamber and measured using thermal desorption (TD) comprehensive two-dimensional gas chromatography coupled to a flame ionisation detector (GC × GC-FID). An extensive set of measurements were performed to investigate the effect of different engine conditions (i.e. load, speed, “driving scenarios”) and emission control devices (with or without diesel oxidative catalyst, DOC) on the composition and abundance of unregulated exhaust gas emissions from a light-duty diesel engine, fuelled with ultra-low sulfur diesel (ULSD). A range of exhaust dilution ratios were investigated (range = 1 : 60 to 1 : 1158), simulating the chemical and physical transformations of the exhaust gas from near to downwind of an emission source. In total, 16 individual and 8 groups of compounds (aliphatics and single-ring aromatics) were measured in the exhaust gas ranging from volatile to intermediate volatility (VOC-IVOC), providing both detailed chemical speciation and groupings of compounds based on their structure and functionality. Measured VOC-IVOC emission rates displayed excellent reproducibility from replicate experiments using similar exhaust dilution ratios. However, at the extremes of the investigated exhaust dilution ratios (comparison of 1 : 60 and 1 : 1158), measured VOC-IVOC emission rates displayed some disagreement owing to poor reproducibility and highlighted the importance of replicate sample measurements. The investigated DOC was found to remove 43±10 % (arithmetic mean ± experimental uncertainty) of the total speciated VOC-IVOC (∑SpVOC-IVOC) emissions. The compound class-dependant removal efficiencies for the investigated DOC were 39±12 % and 83±3 % for the aliphatics and single-ring aromatics, respectively. The DOC aliphatic removal efficiency generally decreased with increasing carbon chain length. The ∑SpVOC-IVOC emission rates varied significantly with different engine conditions, ranging from 70 to 9268 mg kg−1 (milligrams of mass emitted per kilogram of fuel burnt). ∑SpVOC-IVOC emission rates generally decreased with increasing engine load and temperature, and to a lesser degree, engine speed. The exhaust gas composition changed considerably as a result of two influencing factors: engine combustion and DOC hydrocarbon (HC) removal efficiency. Increased engine combustion efficiency resulted in a greater percentage contribution of the C7 to C12 n-alkanes to the ∑SpVOC-IVOC emission rate. Conversely, increased DOC HC removal efficiency resulted in a greater percentage contribution of the C7 to C12 branched aliphatics to the ∑SpVOC-IVOC emission rate. At low engine temperatures (<150 ∘C, below the working temperature of the DOC), the contribution of n-alkanes in the exhaust gas increased with increasing combustion efficiency and may be important in urban environments, as n-alkanes are more efficient at producing secondary organic aerosol (SOA) than their branched counterparts. At very high engine temperatures (maximum applied engine speed and load, engine temperature = 700 ∘C), the n-alkane contribution increased by a factor of 1.6 times greater than that observed in the cold-start experiment (most similar to unburnt fuel) and may suggest liquid-fuel-based estimates of SOA yields may be inconsistent with exhaust SOA yields, particularly at high engine speeds and loads (i.e. high engine temperatures). Emission rates were found to be 65 times greater from a cold-start experiment than at maximum applied engine speed and load. To our knowledge, this is the first study which uses an atmospheric simulation chamber to separate the effects of the DOC and combustion efficiency on the exhaust gas composition.
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Mugica, V., J. Watson, E. Vega, E. Reyes, M. E. Ruiz, and J. Chow. "Receptor Model Source Apportionment of Nonmethane Hydrocarbons in Mexico City." Scientific World JOURNAL 2 (2002): 844–60. http://dx.doi.org/10.1100/tsw.2002.147.
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With the purpose of estimating the source contributions of nonmethane hydrocarbons (NMHC) to the atmosphere at three different sites in the Mexico City Metropolitan Area, 92 ambient air samples were measured from February 23 to March 22 of 1997. Light- and heavy-duty vehicular profiles were determined to differentiate the NMHC contribution of diesel and gasoline to the atmosphere. Food cooking source profiles were also determined for chemical mass balance receptor model application. Initial source contribution estimates were carried out to determine the adequate combination of source profiles and fitting species. Ambient samples of NMHC were apportioned to motor vehicle exhaust, gasoline vapor, handling and distribution of liquefied petroleum gas (LP gas), asphalt operations, painting operations, landfills, and food cooking. Both gasoline and diesel motor vehicle exhaust were the major NMHC contributors for all sites and times, with a percentage of up to 75%. The average motor vehicle exhaust contributions increased during the day. In contrast, LP gas contribution was higher during the morning than in the afternoon. Apportionment for the most abundant individual NMHC showed that the vehicular source is the major contributor to acetylene, ethylene, pentanes, n-hexane, toluene, and xylenes, while handling and distribution of LP gas was the major source contributor to propane and butanes. Comparison between CMB estimates of NMHC and the emission inventory showed a good agreement for vehicles, handling and distribution of LP gas, and painting operations; nevertheless, emissions from diesel exhaust and asphalt operations showed differences, and the results suggest that these emissions could be underestimated.
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Kovbasenko, Serhii, Andrii Holyk, and Vatalii Simonenko. "Determining the effect of change in the gas injection timing on the performance indicators of the diesel engine operating in the diesel-gas cycle." Eastern-European Journal of Enterprise Technologies 2, no. 1 (110) (April 20, 2021): 52–60. http://dx.doi.org/10.15587/1729-4061.2021.230226.
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This paper reports a study into the fuel, economic, energy, and environmental indicators of the diesel engine operating in the diesel-gas cycle. It was established that the injection timing has a significant impact on the diesel engine indicators, in particular emissions of harmful substances with exhaust gases. The gas injection timing was investigated at crankshaft speeds n=1,300 rpm and n=1,600 rpm. At these crankshaft speeds, measurements were carried out at three different values of the injection timing. It has been determined that for each crankshaft speed of the diesel engine, the rational values of the injection timing of compressed natural gas are different. This is due to the time limits for supplying compressed natural gas to cylinders. Bench motor tests were carried out to analyze the effect of change in the gas injection timing on the diesel engine performance indicators operating in the diesel-gas cycle. The diesel engine performance indicators were also determined during a diesel cycle and during a diesel-gas cycle. The analysis has established the effect of change in the injection timing on the concentrations of carbon monoxide, hydrocarbons, nitrogen oxides, and the smoke of exhaust gases under different speed and load modes of diesel engine operation. This effect manifests itself by a slight decrease in the concentration of carbon monoxide and hydrocarbons, by the increase in the concentration of nitrogen oxides (up to 30 %), and by a significant reduction in the smoke of exhaust gases (up to 90 %). The improvement of environmental indicators of the diesel engine has been confirmed when switching its operation to the diesel-gas cycle, by 10‒16 %, with similar fuel, economic, and energy indicators. Thus, there are grounds to assert the importance of choosing and establishing the rational value for the injection timing of compressed natural gas, depending on the speed and load modes of diesel engine operating in the diesel-gas cycle.
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Радченко, Роман Миколайович, and Максим Андрійович Пирисунько. "ЗМЕНШЕННЯ ВИКИДІВ ОКСИДІВ АЗОТУ З ВІДПРАЦЬОВАНИМИ ГАЗАМИ СУДНОВИХ ДИЗЕЛІВ." Aerospace technic and technology, no. 5 (November 8, 2018): 36–41. http://dx.doi.org/10.32620/aktt.2018.5.06.
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Solving the problem of ocean's airspace polluting with harmful emissions of ship-generated diesel engines by exhaust gases is associated with the creation of highly effective technologies for the neutralization of nitrogen oxides NOx from the diesel plant that apply both to vessels in service, designed and built. The air entering the engine is a working fluid that carries out a certain thermodynamic cycle, resulting in a change in its chemical composition, and the exhaust gas mixture contains many components. Emissions of harmful substances during the combustion of marine fuels are limited in accordance with international programs for the protection of the atmosphere and requirements of the International Maritime Organization IMO. Requirements apply all groups of harmful emissions of marine engines. The most stringent of them concern nitrogen oxides NOx and sulfur oxides SOx. To reduce harmful emissions from the exhaust gases into the environment, scientists and world leaders in engine construction, such as MAN Energy Solutions and Wärtsilä, apply and offer a variety of techniques to reduce the number of harmful substances in the exhaust gases. One of the most promising is the exhaust gas recirculation system (EGRS) of the ship diesel engine. Its advantage over other methods is the insignificant impact on the operation of the engine. During the exhaust gas recycling a temperature of the flame in the combustion chamber decreases, which leads to the reduction of NOx number. This is a consequence of the high rates of carbon dioxide and water vapor. Since the combustion rate is reduced, the exhaust temperature and the thermal load on the engine part are increased. The dilution of the inflow air with waste gas reduces the oxygen content in the supercharged air from 21 to 13%. The possibilities of the technology of the system of recirculation of exhaust gases of a marine engine are limited by the value of the ratio of O2/CO2 in the intake air, due to which the amount of combustion products at the inlet is limited to no more than 30%
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Salehi, Rasoul, Anna Stefanopoulou, and Bruce Vernham. "Diesel air path control using pressure difference: Pumping loss and aging considerations." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 233, no. 10 (July 23, 2018): 2421–31. http://dx.doi.org/10.1177/0954407018784696.
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Pressure difference across the exhaust and intake manifolds ([Formula: see text] P) is a crucial variable to control the pumping loss and cylinder charge dilution through the exhaust gas recirculation in a diesel engine. This paper presents a novel architecture for controlling [Formula: see text] P and the engine-out NO x emissions, which increases the controller tolerance to engine components aging. The architecture has an internal control loop, designed as a two-input two-output controller, to coordinate the exhaust gas recirculation and variable geometry turbine valves. Using feedback from [Formula: see text] P and the estimated cylinder oxygen ratio [Formula: see text] cyl, the two-input two-output controller regulates the pumping loss and the engine NO x emissions. To reduce high turbo lag and its associated slow air–fuel ratio ([Formula: see text]) response, which are inherent features of a [Formula: see text] P-based control strategy, the two-input two-output linear quadratic controller is tuned such that [Formula: see text] is also regulated, but only during fast transients. An external loop is supplementing the core two-input two-output controller correcting the internal loop set points to reduce the effects of [Formula: see text] cyl estimation errors on NO x control and ensure [Formula: see text] stays above a minimum value, [Formula: see text] min, critical for smoke emissions. As a feature of the proposed control system, direct feedback from [Formula: see text] P increases pumping loss robustness to common degradation in diesel engines, namely, turbine efficiency and diesel particulate filter blockage due to ash deposit, compared to a conventional boost pressure–based controller. Also, it is shown that the input–output coupling structure of the proposed two-input two-output controller and use of the NO x feedback mitigate effects of exhaust gas recirculation fouling and associated exhaust gas recirculation valve saturation on increase in NO x emission.
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Pamminger, Michael, Buyu Wang, Carrie M. Hall, Ryan Vojtech, and Thomas Wallner. "The impact of water injection and exhaust gas recirculation on combustion and emissions in a heavy-duty compression ignition engine operated on diesel and gasoline." International Journal of Engine Research 21, no. 8 (January 8, 2019): 1555–73. http://dx.doi.org/10.1177/1468087418815290.
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Steady-state experiments were conducted on a 12.4L, six-cylinder heavy-duty engine to investigate the influence of port-injected water and dilution via exhaust gas recirculation (EGR) on combustion and emissions for diesel and gasoline operation. Adding a diluent to the combustion process reduces peak combustion temperatures and can reduce the reactivity of the charge, thereby increasing the ignition-delay and, allowing for more time to premix air and fuel. Experiments spanned water/fuel mass ratios up to 140mass% and exhaust gas recirculation ratios up to 20vol% for gasoline and diesel operation with different injection strategies. Diluting the combustion process with either water or EGR resulted in a significant reduction in nitrogen oxide emissions along with a reduction in brake thermal efficiency. The sensitivity of brake thermal efficiency to water and EGR varied among the fuels and injection strategies investigated. An efficiency breakdown revealed that water injection considerably reduced the wall heat transfer; however, a substantial increase in exhaust enthalpy offset the reduction in wall heat transfer and led to a reduction in brake thermal efficiency. Regular diesel operation with main and post injection exhibited a brake thermal efficiency of 45.8% and a 0.3% reduction at a water/fuel ratio of 120%. The engine operation with gasoline, early pilot, and main injection strategy showed a brake thermal efficiency of 45.0% at 0% water/fuel ratio, and a 1.2% decrease in brake thermal efficiency for a water/fuel ratio of 140%. Using EGR as a diluent reduced the brake thermal efficiency by 0.3% for diesel operation, comparing ratios of 0% and 20% EGR. However, a higher impact on brake thermal efficiency was seen for gasoline operation with early pilot and main injection strategy, with a reduction of about 0.8% comparing 0% and 20% EGR. Dilution by means of EGR exhibited a reduction in nitrogen oxide emissions up to 15 g/kWh; water injection showed only up to 10 g/kWh reduction for the EGR rates and water/fuel ratio investigated.
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Arat, Hüseyi̇n Turan, Mustafa Kaan Baltacioğlu, Mustafa Özcanli, and Kadir Aydın. "Optimizing the Quantity of Diesel Fuel Injection by Using 25HHOCNG Gas Fuel Mixture." Advanced Engineering Forum 14 (October 2015): 36–45. http://dx.doi.org/10.4028/www.scientific.net/aef.14.36.
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Injection behaviors of internal combustion engines are very substantial fact that provides developments to future strategies about optimizing the engine and fuel parameters. During the combustion process, pilot diesel injection technique is more preferable option while using alternative gas fuels in a diesel engine. In this experimental study, a 3.6 L commercial, four stroke, four cylinders and mechanical fuel pump non-modified diesel test engine operated with hydroxy (HHO) and compressed natural gas (CNG) fuel mixtures under 25% and 75% (vol/vol), respectively. Diesel fuel injection quantities were reduced with the help of steeping motor devices which mounted on mechanical fuel pump plunger pin. Sensitive removes of steeping motor, plunger pin twisted clockwise 360°, 720° and 1080°, respectively. Comparisons of engine performance and exhaust emissions were explained briefly and illustrated via graphs. As a result, 720° clockwise twisted pin is the optimum point for experimental fuel pump plunger while using 25HHOCNG fuel mixtures.
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Hallquist, Å. M., M. Jerksjö, H. Fallgren, J. Westerlund, and Å. Sjödin. "Particle and gaseous emissions from individual diesel and CNG buses." Atmospheric Chemistry and Physics Discussions 12, no. 10 (October 22, 2012): 27737–73. http://dx.doi.org/10.5194/acpd-12-27737-2012.
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Abstract. In this study size-resolved particle and gaseous emissions from 28 individual diesel-fuelled and 7 compressed natural gas (CNG)-fuelled buses, selected from an in-use bus fleet, were characterised for real-world dilution scenarios. The method used was based on using CO2 as a tracer of exhaust gas dilution. The particles were sampled by using an extractive sampling method and analysed with high time resolution instrumentation EEPS (10 Hz) and CO2 with non-dispersive infrared gas analyser (LI-840, LI-COR Inc. 1 Hz). The gaseous constituents (CO, HC and NO) were measured by using a remote sensing device (AccuScan RSD 3000, Environmental System Products Inc.). Nitrogen oxides, NOx, were estimated from NO by using default NO2/NOx ratios from the road vehicle emission model HBEFA 3.1. The buses studied were diesel-fuelled Euro II–V and CNG-fuelled Enhanced Environmental Friendly Vehicles (EEVs) with different after-treatment, including selective catalytic reduction (SCR), exhaust gas recirculation (EGR) and with and without diesel particulate filter (DPF). The primary driving mode applied in this study was accelerating mode. However, regarding the particle emissions also a constant speed mode was analysed. The investigated CNG buses emitted on average higher number of particles but less mass compared to the diesel-fuelled buses. Emission factors for number of particles (EFPN) were EFPN, DPF = 8.0 ± 3.1 × 1014, EFPN, no DPF =2.8 ± 1.6 × 1015 and EFPN, CNG = 7.8 ± 5.7 × 1015 (kg fuel−1). In the accelerating mode size-resolved EFs showed unimodal number size distributions with peak diameters of 70–90 nm and 10 nm for diesel and CNG buses, respectively. For the constant speed mode bimodal average number size distributions were obtained for the diesel buses with peak modes of ~10 nm and ~60 nm. Emission factors for NOx expressed as NO2 equivalents for the diesel buses were on average 27 ± 7 g (kg fuel)−1 and for the CNG buses 41 ± 26 g (kg fuel)−1. An anti-relationship between EFNOx and EFPM was observed especially for buses with no DPF and there was a positive relationship between EFPM and EFCO.
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Hallquist, Å. M., M. Jerksjö, H. Fallgren, J. Westerlund, and Å. Sjödin. "Particle and gaseous emissions from individual diesel and CNG buses." Atmospheric Chemistry and Physics 13, no. 10 (May 27, 2013): 5337–50. http://dx.doi.org/10.5194/acp-13-5337-2013.
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Abstract. In this study size-resolved particle and gaseous emissions from 28 individual diesel-fuelled and 7 compressed natural gas (CNG)-fuelled buses, selected from an in-use bus fleet, were characterised for real-world dilution scenarios. The method used was based on using CO2 as a tracer of exhaust gas dilution. The particles were sampled by using an extractive sampling method and analysed with high time resolution instrumentation EEPS (10 Hz) and CO2 with a non-dispersive infrared gas analyser (LI-840, LI-COR Inc. 1 Hz). The gaseous constituents (CO, HC and NO) were measured by using a remote sensing device (AccuScan RSD 3000, Environmental System Products Inc.). Nitrogen oxides, NOx, were estimated from NO by using default NO2/NOx ratios from the road vehicle emission model HBEFA3.1. The buses studied were diesel-fuelled Euro III–V and CNG-fuelled Enhanced Environmentally Friendly Vehicles (EEVs) with different after-treatment, including selective catalytic reduction (SCR), exhaust gas recirculation (EGR) and with and without diesel particulate filter (DPF). The primary driving mode applied in this study was accelerating mode. However, regarding the particle emissions also a constant speed mode was analysed. The investigated CNG buses emitted on average a higher number of particles but less mass compared to the diesel-fuelled buses. Emission factors for number of particles (EFPN) were EFPN, DPF = 4.4 ± 3.5 × 1014, EFPN, no DPF = 2.1 ± 1.0 × 1015 and EFPN, CNG = 7.8 ± 5.7 ×1015 kg fuel−1. In the accelerating mode, size-resolved emission factors (EFs) showed unimodal number size distributions with peak diameters of 70–90 nm and 10 nm for diesel and CNG buses, respectively. For the constant speed mode, bimodal average number size distributions were obtained for the diesel buses with peak modes of ~10 nm and ~60 nm. Emission factors for NOx expressed as NO2 equivalents for the diesel buses were on average 27 ± 7 g (kg fuel)−1 and for the CNG buses 41 ± 26 g (kg fuel)−1. An anti-relationship between EFNOx and EFPM was observed especially for buses with no DPF, and there was a positive relationship between EFPM and EFCO.
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Peter, Sahupala, Perenden Daniel, and Wely Wullur Christian. "The Design Of Grain Drying Oven Using Residual Exhaust Gas From Diesel Engine With Heat Transfer Analysis." E3S Web of Conferences 73 (2018): 05028. http://dx.doi.org/10.1051/e3sconf/20187305028.
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The drying process plays an important role in the preservation of agricultural products. To this day, the drying process of rice grains harvested by the farmers in Semangga District, Merauke Regency, has always used sunlight. However, during rainy season, the farmers cannot dry their grains, and if such thing happens for a long time, it will cause decayed grains. The drying characteristics of a material are necessary in designing the dryers in use. The method used in this research was the design of grain dryers, which took the form of heating oven, by utilizing heat from the residual exhaust gas of diesel engine. The exhaust gas coming out of the exhaust manifold would be flowed through the heating pipe in the oven heating chamber, then through the convective heat transfer process, followed by conductive heat transfer, and then the heat flow conduction would be transmitted to the drying chamber. The objective of this research was to design grain dryers by using Diesel engine's residual exhaust gas, and to calculate the efficiency of grain dryer using heat transfer analysis. The bulk gas temperature in the exhaust gas section for hot fluid in the pipe is 371.55 K at a motor rotation of 2400 rpm, with the flow rate of the incoming exhaust gas heat mass of 0.01798031 kJ/s. The velocity of incoming exhaust gas mass is 36.75 kg/s, with the comprehensive heat transfer coefficient on the inlets of 92.7334404 W/ m2.oC. The heat transfer in the air section/ fluid section in the inner pipe is 351.1351 K, while the convective heat transfer coefficient in exit pipe is 8.010580984 W/m2.oC, thus obtaining Comprehensive heat transfer of 40.2312698 W/ m2.oC. The logarithmic mean temperature difference (LMTD) in the evaporator is 35.69590751oC with total heat transfer area of 084178 m2. With 2400 rpm motor rotation, the total heat transfer at the heat exchanger, which is the usable maximum heat, is equal to 0.226296111 kW; while the effectiveness of heat exchanger is at 60.95%. The energy used to evaporate the water and the amount of convective heat transfer from dry air to the product are 0.03696 kW, while the amount of air energy used is 0.05150 kW, obtaining the efficiency of the drying machine at 71%.
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Kukharonak, H. M., D. G. Hershan, and A. S. Klimuk. "USE OF BUTANOL IN DIESEL ENGINES AS A MOTOR FUEL." Mechanics of Machines, Mechanisms and Materials 2, no. 55 (June 2021): 81–87. http://dx.doi.org/10.46864/1995-0470-2021-2-55-81-87.
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The article presents the results of computer modeling and experimental research of the effect of butanol content in the fuel on the specific power, fuel-economic and environmental performance of 4ЧН 11/12.5 (4ChN 11/12.5) diesel engine at various cycle fuel supplies and exhaust gas recirculation rates. The research has been carried out at crankshaft speeds of 1,000, 1,200, 1,400, 1,600, 1,800, 2,000 and 2,200 rpm with 25, 50, 75 and 100 % load. Fuels with butanol content of 5, 10, 15, 20, 25, and 30 % by volume have been investigated. The computer model of the diesel working process has been developed that takes into account the physical and chemical properties of the fuel, the characteristics of the fuel flow in the nozzle tip and the development of fuel sprays in the combustion chamber. Based on the results of computer modeling, dependencies have been determined that make it possible to assess the effect of the percentage of butanol in mixed fuel on the mean indicator pressure, specific fuel consumption, indicator efficiency, emissions of nitrogen oxides and dynamic indicators of the combustion process when choosing the composition of mixed butanol-containing fuel. Based on the conducted research, the following composition of mixed fuel has been selected: 85 % diesel fuel and 15 % butanol. Comparative tests of the diesel engine have been carried out when working on the external speed characteristic on diesel fuel and its mixture with 15 % butanol. It is obtained that when using mixed fuel, the character of the power change remains unchanged, the exhaust smoke decreases, nitrogen oxides emissions decrease at crankshaft speeds of 1,400, 1,600, 1,800, and 2,200 rpm, and the effective engine efficiency remains practically unchanged.
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Hulkkonen, Tuomo, Aki Tilli, Ossi Kaario, Olli Ranta, Teemu Sarjovaara, Ville Vuorinen, Martti Larmi, and Kalle Lehto. "Late post-injection of biofuel blends in an optical diesel engine: Experimental and theoretical discussion on the inevitable wall-wetting effects on oil dilution." International Journal of Engine Research 18, no. 7 (August 17, 2016): 645–56. http://dx.doi.org/10.1177/1468087416663548.
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In a diesel engine, diesel particulate filter is used to reduce particle matter emissions. Diesel particulate filter requires periodic regenerations under high-temperature conditions in the exhaust pipe in order to oxidize the accumulated soot. A common strategy to produce high exhaust gas temperature is to inject late post-injections after the main injection. However, this practice may dilute the engine oil, causing engine wear. Biofuel addition to petroleum diesel may increase oil dilution even more. This is related to the fuel spray characteristics, the post-injection control and the vaporization process of fuel in engine oil. In this study, spray properties of late post-injection were studied with petroleum diesel and two types of transport biofuel blends containing 30% either fatty acid methyl ester or hydro-treated vegetable oil. Three different late post-injection timings were investigated. Image sequences of the main spray flame as well as the non-combusting late post-injection spray were extracted. In order to verify oil dilution during regeneration cycle and late post-injection, oil samples from six-cylinder test engine were analyzed. According to the present experiments, differences in the spray characteristics are not significant with the tested fuels. However, higher oil dilution rates were observed with fuel blend composed of 30% fatty acid methyl ester. All the studied late post-injection timings were noted to lead to the unwanted cylinder spray/wall interaction and wall-wetting consequently diluting the engine oil. The spray/wall interaction is thoroughly explained by introducing a theoretical/computational framework which characterizes any spray/wall interaction in terms of a phase diagram for any considered operation conditions. The novelty of this study arises from (1) first comparison of fatty acid methyl ester and hydro-treated vegetable oil blends in an optical engine, (2) strong evidence on the phenomena related to post-injection phase in six-cylinder and single-cylinder optical engine configurations and (3) the development of a single-droplet model showing inevitable wall-wetting.
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JAWORSKI, Artur, Kazimierz LEJDA, Janusz LUBAS, and Maksymilian MĄDZIEL. "Comparison of exhaust emission from Euro 3 and Euro 6 motor vehicles fueled with petrol and LPG based on real driving conditions." Combustion Engines 178, no. 3 (July 1, 2019): 106–11. http://dx.doi.org/10.19206/ce-2019-318.
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Constantly increasing requirements regarding emission limits for harmful exhaust components force vehicle manufacturers to im-prove the construction of vehicle engines as well as exhaust gas cleaning systems. In addition to modifications in the field of technology of motor vehicles themselves, it is also important to study the impact of alternatives to petrol or diesel fuels. One of the most popular fossil fuel is liquid petroleum gas. In the paper, the results of comparative studies on the emission of harmful exhaust components of vehicles meeting the Euro 3 and Euro 6 standards in the field of petrol and LPG fuel use are presented. Emission measurement was performed using a portable emission measurement system from Horiba OBS-2200 under real traffic conditions. The presented results show the differences between the tested vehicles and the fuels used.
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Kuharonak, G. M., D. V. Kapskiy, and V. I. Berezun. "Ensuring Requirements for Emissions of Harmful Substances of Diesel Engines." Science & Technique 19, no. 4 (August 5, 2020): 305–10. http://dx.doi.org/10.21122/2227-1031-2020-19-4-305-310.
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The purpose of this work is to consider the requirements for emissions of harmful substances of diesel engines by selecting design and adjustment parameters that determine the organization of the workflow, and the exhaust gas cleaning system, taking into account the reduction of fuel consumption. Design elements and geometric characteristics of structures for a turbocharged diesel engine of Д-245 series produced by JSC HMC Minsk Motor Plant (4ЧН11/12.5) with a capacity of 90 kW equipped with an electronically controlled battery fuel injection have been developed: exhaust gas recirculation along the high pressure circuit, shape and dimensions of the combustion chamber, the number and angular arrangement of the nozzle openings in a nozzle atomizer, and inlet channels of the cylinder head. Methods for organizing a workflow are proposed that take into account the shape of the indicator diagrams and affect the emissions of nitrogen oxides and dispersed particles differently. Their implementation allows us to determine the boundary ranges of changes in the control parameters of the fuel supply and exhaust gas recirculation systems when determining the area of minimizing the specific effective fuel consumption and the range of studies for the environmental performance of a diesel engine. The paper presents results of the study on the ways to meet the requirements for emissions of harmful substances, obtained by considering options for the organization of working processes, taking into account the reduction in specific effective fuel consumption, changes in the average temperature of the exhaust gases and diesel equipment. To evaluate these methods, the following indicators have been identified: changes in specific fuel consumption and average temperature of the toxicity cycle relative to the base cycle, the necessary degree of conversion of the purification system for dispersed particles and NOx. Recommendations are given on choosing a diesel engine to meet Stage 4 emission standards for nitrogen oxides and dispersed particles.
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Li, Ruina, Zhong Wang, and Guangju Xu. "Study on Carbonyl Emissions of Diesel Engine Fueled with Biodiesel." International Journal of Chemical Engineering 2017 (2017): 1–12. http://dx.doi.org/10.1155/2017/1409495.
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Biodiesel is a kind of high-quality alternative fuel of diesel engine. In this study, biodiesel and biodiesel/diesel blend were used in a single cylinder diesel engine to study the carbonyl emissions. The result shows that carbonyl pollutants of biodiesel and biodiesel/diesel blend are mainly aldehyde and ketone compounds with 1–3 carbon atoms, and formaldehyde concentration is higher than 80% of the total carbonyl pollutants for biodiesel. The formaldehyde concentration peak is reduced with the increase of intake temperature (T), intake pressure (P), and exhaust gas recirculation (EGR) ratio and increased with the increase of compression ratio (ε). When excess air coefficient (λ) is lower than 1.7, the formaldehyde concentration is increased with the increase of excess air ratio. When λ is higher than 1.7, the formaldehyde concentration is reduced with the increase of excess air ratio. The dilution of air can reduce formaldehyde concentration in the premixed flame of diesel effectively; however, it has less effect on biodiesel. Among the fuel pretreatment measures of adding hydrogen, CO, and methane, the addition of hydrogen shows the best effect on reducing formaldehyde of biodiesel.
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Zhao, Fu Zhou, Rong Liang, and Xiao Ping Chen. "Study on Steady Condition Control of Hybrid Turbocharging System." Advanced Materials Research 139-141 (October 2010): 1941–44. http://dx.doi.org/10.4028/www.scientific.net/amr.139-141.1941.
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This paper analyzes the principle of hybrid turbocharging system in a vehicle diesel engine, and proposes motor control model about hybrid turbocharging system in steady engine operation condition according to energy imbalance of the exhaust gas. The high-speed motor can work as a motor or a generator in this control model of different engine condition. Then mapping algorithms about n-dimensional linear interpolation and BP neural network are presented to solve steady condition control problem of the hybrid turbocharging system. Each algorithm is applied to map same sample data, the simulation results reveal that BP neural network mapping algorithm is more suitable for the mapping control of hybrid turbocharging system because BP neural network has better generalization ability and faster processing speed.
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Sassykova, L. R., Y. A. Aubakirov, S. Sendilvelan, Zh Kh Tashmukhambetova, M. F. Faizullaeva, K. Bhaskar, A. A. Batyrbayeva, et al. "The Main Components of Vehicle Exhaust Gases and Their Effective Catalytic Neutralization." Oriental Journal of Chemistry 35, no. 1 (January 14, 2019): 110–27. http://dx.doi.org/10.13005/ojc/350112.
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The constantly increasing growth in the number of cars is one of the reasons for the deterioration of the ecological situation in cities and large settlements. In Kazakhstan, on a national scale, the share of motor vehicles in total emissions of pollutants into the atmosphere by all technogenic sources reaches on average 40%, in the mass of industrial waste - 2%. The content of toxic substances in the exhaust of diesel and gasoline engines varies and depends on the type of engine and mode of operation, as well as on the quality of the fuel, the composition of the combustible mixture in the engine cylinders, speed and driving conditions, ignition system and fuel control. The number of all toxic components in the exhaust gas exceeds the maximum permissible standards by tens and hundreds of times. One of the most reliable ways to reduce the toxicity of vehicle exhaust gases and remove harmful substances is the complete oxidation of exhaust components using catalytic compositions on metal or ceramic block carriers. The article accumulates data from the scientific literature about toxicity of different components of exhaust gases and catalytic neutralization of vehicle exhaust gases by various scientific schools.
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SASAKI, Hidetsugu, Hongrun ZHU, Tatsuro TSUKAMOTO, Yuki TAKAGI, and Hideyuki UMEZAWA. "20808 Study on The Particulate Size Distribution form Two-Stroke Marine Diesel Engine (Part 1) : Effect of Dilution Ratio of Exhaust Gas." Proceedings of Conference of Kanto Branch 2010.16 (2010): 261–62. http://dx.doi.org/10.1299/jsmekanto.2010.16.261.
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Fujitani, Yuji, Katsumi Saitoh, Akihiro Fushimi, Katsuyuki Takahashi, Shuich Hasegawa, Kiyoshi Tanabe, Shinji Kobayashi, Akiko Furuyama, Seishiro Hirano, and Akinori Takami. "Effect of isothermal dilution on emission factors of organic carbon and n-alkanes in the particle and gas phases of diesel exhaust." Atmospheric Environment 59 (November 2012): 389–97. http://dx.doi.org/10.1016/j.atmosenv.2012.06.010.
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Sui, Wenbo, Carrie M. Hall, and Gina Kapadia. "Cylinder-specific model-based control of combustion phasing for multiple-cylinder diesel engines operating with high dilution and boost levels." International Journal of Engine Research 21, no. 7 (October 1, 2018): 1231–50. http://dx.doi.org/10.1177/1468087418804087.
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Accurate control of combustion phasing is indispensable for diesel engines due to the strong impact of combustion timing on efficiency. In this work, a non-linear combustion phasing model is developed and integrated with a cylinder-specific model of intake gas. The combustion phasing model uses a knock integral model, a burn duration model, and a Wiebe function to predict CA50 (the crank angle at which 50% of the mass of fuel has burned). Meanwhile, the intake gas property model predicts the exhaust gas recirculation fraction and the in-cylinder pressure and temperature at intake valve closing for different cylinders. As such, cylinder-to-cylinder variation of the pressure and temperature at intake valves closing is also considered in this model. This combined model is simplified for controller design and validated. Based on these models, two combustion phasing control strategies are explored. The first is an adaptive controller that is designed for closed-loop control and the second is a feedforward model–based control strategy for open-loop control. These two control approaches were tested in simulations for all six cylinders, and the results demonstrate that the CA50 can reach steady-state conditions within 10 cycles. In addition, the steady-state errors are less than ±0.1 crank angle degree with the adaptive control approach and less than ±1.3 crank angle degree with feedforward model–based control. The impact of errors on the control algorithms is also discussed in the article.
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Кулік В.І., В. І. "ПІДВИЩЕННЯ ЦЕТАНОВОГО ЧИСЛА ДИЗЕЛЬНОГО ПАЛИВА ПРИ ДОМІШКАХ НАНОПОРОШКА ОКСИДА АЛЮМІНІЯ (AL2O3)." Ship power plants 39, no. 1 (May 5, 2019): 69–77. http://dx.doi.org/10.31653/smf39.2019.69-77.
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The main trends in modern diesel engines are the increase in fuel efficiency and operational reliability of engines, as well as their environmental safety, mainly related to stringent emission requirements for exhaust gases. The necessity of the world navy fleet in the non-existent amount of fuel is clarified, the forecast is made, which implies further increase of its consumption. The total capacity of marine engines in the world, and in the longterm perspective, until 2050, is determined. The number of emissions of harmful substances into the atmosphere by the ships of the world fleet is shown, international norms are regulated, which strictly regulate the number of these emissions, as well as the dynamics of the strengthening of norms for the present and for the future. Certain types of technological emissions and the composition of harmful substances in the exhaust gases of marine engines have been identified. They make up 0.1 - 1.0% of total emissions, are in gaseous state and include carbon monoxide oxides, NOx nitrogen, SOx sulfur, and hydrocarbon CrNy. Emissions of nitrogen oxides (NOx) with off-gas from marine diesel engines account for about 14% of global NOx emissions from the combustion of all types of fossil hydrocarbon fuels The analysis of methods of their purification is carried out. An analysis of recent publications has been carried out It is known that the quality of diesel fuel, its physical and chemical properties, affect the fuel economy and the content of harmful substances in the exhaust gases of the engine. The most common way to ensure the required properties of diesel fuel is the introduction of multifunctional impurities. The groups of impurities to diesel fuel are given. The influence of nano-metal impurity on Al2O3 fuel is analyzed. The analysis of diesel fuel with an admixture of aluminum oxide nanopowders (Al2O3) gamma-modification. It has been established that the additive to diesel fuel based on AL2O3 nanopowders is promising. It is expedient to carry out a complex of motor tests for introduction of an additive on the sea and river fleet
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Wu, Chao, Kang Song, Shaohua Li, and Hui Xie. "Impact of Electrically Assisted Turbocharger on the Intake Oxygen Concentration and Its Disturbance Rejection Control for a Heavy-duty Diesel Engine." Energies 12, no. 15 (August 5, 2019): 3014. http://dx.doi.org/10.3390/en12153014.
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The electrically assisted turbocharger (EAT) shows promise in simultaneously improving the boost response and reducing the fuel consumption of engines with assist. In this paper, experimental results show that 7.8% fuel economy (FE) benefit and 52.1% improvement in transient boost response can be achieved with EAT assist. EAT also drives the need for a new feedback variable for the air system control, instead of the exhaust recirculation gas (EGR) rate that is widely used in conventional turbocharged engines (nominal system). Steady-state results show that EAT assist allows wider turbine vane open and reduces pre-turbine pressure, which in turn elevates the engine volumetric efficiency hence the engine air flow rate at fixed boost pressure. Increased engine air flow rate, together with the reduced fuel amount necessary to meet the torque demand with assist, leads to the increase of the oxygen concentration in the exhaust gas (EGR gas dilution). Additionally, transient results demonstrate that the enhanced air supply from the compressor and the diluted EGR gas result in a spike in the oxygen concentration in the intake manifold (Xoim) during tip-in, even though there is no spike in the EGR rate response profile. Consequently, there is Nitrogen Oxides (NOx) emission spike, although the response of boost pressure and EGR rate is smooth (no spike is seen). Therefore, in contrast to EGR rate, Xoim is found to be a better choice for the feedback variable. Additionally, a disturbance observer-based Xoim controller is developed to attenuate the disturbances from the turbine vane position variation. Simulation results on a high-fidelity GT-SUTIE model show over 43% improvement in disturbance rejection capability in terms of recovery time, relative to the conventional proportional-integral-differential (PID) controller. This Xoim-based disturbance rejection control solution is beneficial in the practical application of the EAT system.
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Yoo, Heecheong, Bum Park, Honghyun Cho, and Jungsoo Park. "Performance Optimization of a Diesel Engine with a Two-Stage Turbocharging System and Dual-Loop EGR Using Multi-Objective Pareto Optimization Based on Diesel Cycle Simulation." Energies 12, no. 22 (November 6, 2019): 4223. http://dx.doi.org/10.3390/en12224223.
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The effects of an electric supercharger (eS) and a dual-loop exhaust gas recirculation (EGR) system on a passenger car’s diesel engine’s emissions and fuel efficiency under various worldwide harmonized light-duty vehicles test procedure (WLTP) reference operation points were investigated using a one-dimensional engine cycle simulation, called GT-Power. After heavy EGR application, the in-cylinder pressure and temperature declined due to a dilution effect. As eS power and rpm increased, the brake-specific fuel consumption (BSFC) decreased because the effects of the air flow rate increased. However, it was unavoidable that nitrogen oxide (NOx) emissions also increased due to the higher in-cylinder pressure and temperature. To induce more EGR to the intake system, a dual-loop EGR system was applied with eS at different low-pressure EGR (LP-EGR) fractions (0, 0.25, 0.5, 0.75, and 1.0). Under these conditions, a design of experiment (DoE) procedure was carried out and response surface plots of the BSFC and brake-specific NOx (BSNOx) were prepared. A multi-objective Pareto optimization method was used to improve the trade-off in results between the BSFC and BSNOx. Through optimization, optimal Pareto fronts were obtained, which suggested design parameters for eS power and rpm to control the engine under various LP fraction conditions.
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Giechaskiel, Barouch, Tero Lähde, Matthias Schwelberger, Timo Kleinbach, Helge Roske, Enrico Teti, Tim van den Bos, et al. "Particle Number Measurements Directly from the Tailpipe for Type Approval of Heavy-Duty Engines." Applied Sciences 9, no. 20 (October 18, 2019): 4418. http://dx.doi.org/10.3390/app9204418.
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The type approval of heavy-duty engines requires measurement of particulates downstream of a proportional to the exhaust flow partial flow dilution system. However, for particle number systems, which measure in real time, this is not necessary and a fixed dilution could be used. In order to assess this dilution possibility, an inter-laboratory exercise was conducted, where a “Golden” system measuring directly from the tailpipe with “hot” (150 °C) fixed dilution was compared with the laboratory regulated systems. Additional “Golden” counters were measuring from 10 nm, below the current cut-off size of 23 nm defined in the regulation, in order to collect data below 23 nm and to confirm that the direct sampling is also possible for smaller sizes. Seven diesel engines and two CNG (compressed naturals gas) engines were used in six laboratories. The results of the “Golden” instruments were within 25% in most cases, reaching 40% in two laboratories for both >23 nm and >10 nm. The repeatability of the measurements (10% to 40%) remained the same for both systems with both cut-off sizes. One test with regeneration showed clear difference between the 10 nm systems, indicating that the thermal pre-treatment only with evaporation tube might not be adequate. Another system measuring from the tailpipe with a fixed “cold” (at ambient temperature) dilution gave differences of up to 50% in most cases (on average +26%). Dedicated tests with this system showed that the differences were the same with fixed or proportional dilution, indicating that it is not the concept that resulted in the overestimation, but the calibration of the system. The main conclusion of this study is that direct sampling with fixed dilution from the tailpipe can be introduced in the future regulation.
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Kryshtopa, S. І., L. І. Kryshtopa, М. М. Hnyp, and І. М. Mykytii. "Energy efficiency of diesel engines in the oil and gas industry when transferred to alternative fuels." Oil and Gas Power Engineering, no. 2(32) (December 27, 2019): 88–96. http://dx.doi.org/10.31471/1993-9868-2019-2(32)-88-96.
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This article considers usage of blue-green algae as biomaterials for creation of motor biofuels. Proliferation of blue-green algae leads to water rotting, destruction of aquatic ecosystems and destruction of rivers and lakes that is why clearing of water bodies from blue-green algae is an urgent task. The object of the study is effect of blended biodiesel fuels from blue-green algae on the environmental and energy performances for the diesel engine. The purpose of the work is experimental study of changes of power and ecological characteristics of automobile diesel engines using petroleum diesel and their mixtures with biofuels derived from blue-green algae. Methods of research are experimental, laboratory ones. Laboratory researches were carried out on an experimental installation based on the serial diesel engine D21A1. As a result of performed experimental researches dependences of changing of the effective engine power on the use of diesel fuel and a mixture of diesel fuel with the received bioactive supplements based on methyl esters of the lipid fraction of blue-green algae Chroococcfles in the amount of 5, 10 and 20 % were established. It has been experimentally established that the effective power of an engine using a mixture of diesel fuel with the derived bioactive compounds based on methyl esters of the lipid fraction of blue-green algae Chroococcfles in the amount of 5, 10 and 20 % will decrease by an average of 0,9, 1,8 and 3,5 %. It has been experimentally determined that the content of carbon monoxide in the use of a mixture of diesel fuel with the derived bioactive compounds based on methyl esters of the lipid fraction of blue-green algae Chroococcfles in the amount of 5, 10 and 20 % will decrease by an average of 6,5, 13,9 and 28,7 %. The obtained results allow to optimize the choice of fuels for power systems of internal combustion engines and to reduce emissions of harmful substances in exhaust gases of automobile diesel engines.
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Kurtenbach, Ralf, Kai Vaupel, Jörg Kleffmann, Ulrich Klenk, Eberhard Schmidt, and Peter Wiesen. "Emissions of NO, NO<sub>2</sub> and PM from inland shipping." Atmospheric Chemistry and Physics 16, no. 22 (November 16, 2016): 14285–95. http://dx.doi.org/10.5194/acp-16-14285-2016.
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Abstract. Particulate matter (PM) and nitrogen oxides NOx (NOx = NO2+ NO) are key species for urban air quality in Europe and are emitted by mobile sources. According to European recommendations, a significant fraction of road freight should be shifted to waterborne transport in the future. In order to better consider this emission change pattern in future emission inventories, in the present study inland water transport emissions of NOx, CO2 and PM were investigated under real world conditions on the river Rhine, Germany, in 2013. An average NO2 ∕ NOx emission ratio of 0.08 ± 0.02 was obtained, which is indicative of ship diesel engines without exhaust gas aftertreatment systems. For all measured motor ship types and operation conditions, overall weighted average emission indices (EIs), as emitted mass of pollutant per kg burnt fuel of EINOx = 54 ± 4 g kg−1 and a lower limit EIPM1 ≥ 2.0 ± 0.3 g kg−1, were obtained. EIs for NOx and PM1 were found to be in the range of 20–161 and ≥ 0.2–8.1 g kg−1 respectively. A comparison with threshold values of national German guidelines shows that the NOx emissions of all investigated motor ship types are above the threshold values, while the obtained lower limit PM1 emissions are just under. To reduce NOx emissions to acceptable values, implementation of exhaust gas aftertreatment systems is recommended.
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Knaub, Ludmila. "Improvement of mixing processes in diesel engines." Technology audit and production reserves 3, no. 1(59) (June 30, 2021): 16–18. http://dx.doi.org/10.15587/2706-5448.2021.232050.
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The object of research is gas-dynamic vortex processes in heterogeneous polydisperse flows. One of the most problematic issues in engine building is the completeness of combustion and the rate of fuel burnout in the given coordinates on the allotted hourly interval in the combustion chamber. These indicators, in turn, determine stringent requirements for used fuels in terms of thermophysical parameters that affect sawing, evaporation and mixing with an oxidizer. In the course of the study, methods of mathematical modeling were used based on the theory of similarity. Methods have been developed for preparing a combustible mixture for detonation-free combustion of a cheap alternative fuel. A method for assessing the quality of spraying low cetane fuel is proposed. A mathematical model is obtained for calculating the change in the parameters of the quality of atomization and the differential characteristics of fuel injection. This is necessary for theoretical studies of gas-dynamic processes in additional power systems for diesel engines in an unsteady three-dimensional flow with variable parameters of a polydisperse flow of a combustible mixture. It has been proven that with a decrease in the camshaft rotational speed, the injection speed will be insufficient to achieve the required spray quality due to a decrease in the speed. This made it possible to redesign the additional system using a separate dual fuel supply. Research samples of an additional power supply system for the ЯМЗ–24 ОН diesel engine (Yaroslavl Motor Plant, Russia) have been developed. Comparative tests of the engine operation on stable gas condensate with the main fuel equipment and an additional system have been carried out. Oscillograms of the tests were obtained and analyzed. The research results provided the basis for the use of low cetane cheap gas condensate in diesel engines. This will improve the economic, power and environmental performance of the engines. Compared to standard cetane fuels, the price of fuel will decrease by 40 %, engine power will increase by 20 %, and the environmental performance of exhaust gases will decrease by 10–30 %.
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Parker, J. K., S. R. Bell, and D. M. Davis. "An Opposed-Piston Diesel Engine." Journal of Engineering for Gas Turbines and Power 115, no. 4 (October 1, 1993): 734–41. http://dx.doi.org/10.1115/1.2906767.
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Typical conventional diesel engine designs are based on arrangements of single piston and cylinder sets placed sequentially either in-line or offset (“V”) along the crankshaft. The development of other engines, such as the opposed piston type, has been motivated by potential advantages seen in such designs, which may not be viable in conventional in-line or V engine arrangements. Several alternatives to conventional engine design have been investigated in the past and some aspects of these designs have been utilized by engine manufacturers. The design and development of a proof-of-concept opposed piston diesel engine is summarized in this paper. An overview of opposed-piston engines is presented from early developments to current designs. The engine developed in this work is a two stroke and uses four pistons, which move in two parallel cylinders that straddle a single crankshaft. A prechamber equipped with a single fuel injector connects the two cylinders, forming a single combustion chamber. The methodology of the engine development process is discussed along with details of component design. Experimental evaluations of the assembled proof-of-concept engine were used for determining feasibility of the design concept. An electric dynamometer was used to motor the engine and for loading purposes. The dynamometer is instrumented for monitoring both speed and torque. Engine parameters measured include air flow rate, fuel consumption rate, inlet air and exhaust temperatures, and instantaneous cylinder gas pressure as a function of crank position. The results of several testing runs are presented and discussed.
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Belinskaia, Irina, Rahim Zainetdinov, and Konstantin Evdokimov. "On the issue of reducing the negative impact of nitrogen oxides in the system recirculation of diesel exhaust gases on applying the vortex effect." E3S Web of Conferences 221 (2020): 02006. http://dx.doi.org/10.1051/e3sconf/202022102006.
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The problem of negative impact on the environment of motor transport is one of the most fundamental in the complex of global problems. The constant increase in the number of cars with internal combustion engines encourages the search for methods and ways to reduce the volume of negative impulses. The operation of heat engines is accompanied by significant emissions of gaseous harmful substances into the atmosphere, i.e. nitrogen oxides, carbon monoxide, hydrocarbons, as well as solid particles, including soot. The solution to this problem should be implemented within the framework of a systematic approach. To do this, it is necessary to combine the study of technical, economic, and organizational approaches to the organization of the exhaust gas disposal process. To date, there is a significant methodological base in the field of organizational and economic decisions. The article discusses various methods of cleaning exhaust gases of piston engines, their advantages and disadvantages are noted. The method of processing using ammonia is widely known. It is noted that a catalytic method for reducing nitrogen oxides using ammonia is quite economical. However, the optimal temperature range at which nitrogen oxides are reduced is rather narrow. To solve this problem, it is proposed to use the vortex effect in the exhaust system. The efficiency of using a vortex gas recirculation pipe is due to its significant influence on the thermal gasdynamic processes occurring in the exhaust system. Using the principles of non-equilibrium thermodynamics allows us to take into account dissipative processes when establishing the relationship of fuel and economic indicators of internal combustion engines with thermodynamic parameters. This significantly increases the accuracy of calculations and allows you to develop measures to reduce the level of negative impact on the environment.
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Varella, Roberto, Barouch Giechaskiel, Luís Sousa, and Gonçalo Duarte. "Comparison of Portable Emissions Measurement Systems (PEMS) with Laboratory Grade Equipment." Applied Sciences 8, no. 9 (September 12, 2018): 1633. http://dx.doi.org/10.3390/app8091633.
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Real-driving emissions (RDE) testing with portable emissions measurement systems (PEMS) during the type approval and in-service conformity of light-duty vehicles was recently introduced in the European Union legislation. In this paper, three PEMS were compared with laboratory analyzers connected to the tailpipe and the dilution tunnel. The tests were conducted with two Euro 6 vehicles (one gasoline and one diesel) performing the World harmonized Light vehicles Test Cycle (WLTC) and a pre-recorded RDE cycle on a chassis dynamometer. The results showed that the differences of the PEMS gas analyzers compared to the laboratory references were typically within 2% for CO2 and 5% for NOx. The CO2 and NOx mass emissions were within 10% and 15%, respectively, with only a few exceptions. The exhaust flow rate measurements were within 10% at low speeds (urban conditions), and 5% at higher speeds. These results confirm the legislated permitted tolerances and the 2017 PEMS uncertainty estimates.
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Sui, Wenbo, and Carrie M. Hall. "Combustion phasing modeling and control for compression ignition engines with high dilution and boost levels." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 233, no. 7 (August 1, 2018): 1834–50. http://dx.doi.org/10.1177/0954407018790176.
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Because fuel efficiency is significantly affected by the timing of combustion in internal combustion engines, accurate control of combustion phasing is critical. In this paper, a nonlinear combustion phasing model is introduced and calibrated, and both a feedforward model–based control strategy and an adaptive model–based control strategy are investigated for combustion phasing control. The combustion phasing model combines a knock integral model, burn duration model, and a Wiebe function to predict the combustion phasing of a diesel engine. This model is simplified to be more suitable for combustion phasing control and is calibrated and validated using simulations and experimental data that include conditions with high exhaust gas recirculation fractions and high boost levels. Based on this model, an adaptive nonlinear model–based controller is designed for closed-loop control, and a feedforward model–based controller is designed for open-loop control. These two control approaches were tested in simulations. The simulation results show that during transient changes, the CA50 (the crank angle at which 50% of the mass of fuel has burned) can reach steady state in no more than five cycles and the steady-state errors are less than ±0.1 crank angle degree for adaptive control and less than ±0.5 crank angle degree for feedforward model–based control.
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Khazin, Mark L., Vitalii V. Furzikov, and Petr I. Tarasov. "Increasing mining dump trucks operation efficiency with the use of gas piston engines." Izvestiya vysshikh uchebnykh zavedenii Gornyi zhurnal, no. 2 (March 30, 2020): 77–85. http://dx.doi.org/10.21440/0536-1028-2020-2-77-85.
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Research aim is to analyze the prospects for increasing the efficiency of heavy-duty mining dump trucks operation through the use of natural gas as the main energy carrier. Research methodology included bench tests of a gas piston engine (GPE) KAMAZ mod. 820.60-260 with a capacity of 191 kW and the construction of forecast values of GPE parameters for the BELAZ-75319 mining dump truck with a load capacity of 240 tons. Results. A mathematical model and technique have been developed that allows predicting the main parameters of a gas piston engine and optimizing its economic and environmental characteristics. The use of natural gas as a motor fuel, with an unchanged engine design, leads to a decrease in its power. Currently, gas modifications are being created on the basis of existing diesel engines, and it is not always possible to implement any design measures at this stage. To realize all the capabilities of a gas engine, it should initially be designed for gas motor fuel. This technique is based on the experimental data of low-power gas piston engines and can be used for high-power gas engines studies intended for installation on mining dump trucks. Conclusions. Increasing the efficiency of mining dump trucks in the near future is possible through the use of natural gas as the main energy carrier. The use of natural gas as a motor fuel allows to increase the life of the engine, reduce the noise level and toxicity of exhaust gases, and reduce fuel costs.
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DEVYANIN, SERGEY N., VLADIMIR A. MARKOV, ALEKSANDR G. LEVSHIN, TAMARA P. KOBOZEVA, and ALEKSEI YU ALIPICHEV. "USE OF NORTHERN ECOTYPE SOYBEANS FOR BIOFUEL PRODUCTION." AGRICULTURAL ENGINEERING, no. 6 (2020): 22–30. http://dx.doi.org/10.26897/2687-1149-2020-6-22-30.
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The paper presents the results of long-term research on the oil productivity and chemical composition of soybean oil of the Northern ecotype varieties in the Central Non-Black Earth Region. The authors consider its possible use for biodiesel production. Experiments on growing soybeans were carried out on the experimental fi eld of Russian State Agrarian University –Moscow Timiryazev Agricultural Academy (2008-2019) on recognized ultra-early ripening varieties of the Northern ecotype Mageva, Svetlaya, Okskaya (ripeness group 000). Tests were set and the research results were analyzed using standard approved methods. It has been shown that in conditions of high latitudes (57°N), limited thermal resources of the Non-Chernozem zone of Russia (the sum of active temperatures of the growing season not exceeding 2000°С), the yield and productivity of soybeans depend on the variety and moisture supply. Over the years, the average yield of soybeans amounted to 1.94 … 2.62 t/ha, oil productivity – 388 … 544 kg/ha, oil content – 19…20%, the content of oleic and linoleic fatty acids in oil – 60%, and their output from seeds harvested – 300 kg/ha. It has been established that as soybean oil and diesel fuel have similar properties,they can be mixed by conventional methods in any proportions and form stable blends that can be stored for a long time. Experimental studies on the use of soybean oil for biodiesel production were carried out on a D-245 diesel engine (4 ChN11/12.5). The concentrations of toxic components (CO, CHx, and NOx) in the diesel exhaust gases were determined using the SAE-7532 gas analyzer. The smoke content of the exhaust gases was measured with an MK-3 Hartridge opacimeter. It has been experimentally established that the transfer of a diesel engine from diesel fuel to a blend of 80% diesel fuel and 20% lubrication oil leads to a change in the integral emissions per test cycle: nitrogen oxides in 0.81 times, carbon monoxide in 0.89 times and unburned hydrocarbons in 0.91 times, i.e. when biodiesel as used as a motor fuel in a serial diesel engine, emissions of all gaseous toxic components are reduced. The study has confi rmed the expediency of using soybeans of the Northern ecotype for biofuel production.
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Maroušek, Josef, and Anna Maroušková. "Economic Considerations on Nutrient Utilization in Wastewater Management." Energies 14, no. 12 (June 11, 2021): 3468. http://dx.doi.org/10.3390/en14123468.
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There is wide consensus that Spirulina can serve as a tool for wastewater management and simultaneously provide feedstock for biorefining. However, the economic aspects associated with its use remain a significant challenge. Spirulina cultivated in wastewater decreased the concentrations of both ammonia and nitrate and also served as a biodiesel source. The oil obtained in the feedstock was subjected to transesterification and turned into biodiesel. The biodiesel was subsequently analyzed in a test motor (water-cooled, four-stroke, single-cylinder compression ignition with injection). The tests were conducted at a constant 1500 rpm, and the output power was 3.7 kW. Mixtures of diesel and biodiesel were also enriched with carbon nanotubes (CNTs). The amount of CNTs added to the diesel was 30 mg L−1. The algae and de-oiled biomass were characterized using XRD analysis, and an ultrasonicator was used to mix the CNTs with diesel and spirulina blends. A series of tests were conducted at different load conditions (25%, 50%, 75%, and 100%) for all fuel blends. Test results were compared with a neat diesel engine with a CR of 17.5:1. Among the fuel blends, the B25 reported improved brake thermal efficiency and reduced emissions. The outcomes are a reduction in thermal efficiency of 0.98% and exhaust gas temperature of 1.7%. The addition of Spirulina biodiesel blends had a positive impact on the reduction of greenhouse gas emissions, including reductions of 16.3%, 3.6%, 6.8%, and 12.35% of CO, NOx, and smoke, respectively. The specific fuel consumption and CO2 emissions were reduced by 5.2% and 2.8%, respectively, for B25 fuel blends compared to plain diesel and B50. Concerning cost competitiveness, vigorous research on microalgae for the production of biodiesel can cut production costs in the future.
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Žaglinskis, Justas, Paulius Rapalis, and Vygintas Daukšys. "COMPARATIVE RESEARCH INTO MULTICOMPONENT CAMELINA SATIVA AND RAPESEED METHYL ESTER BIOFUELS / DAUGIAKOMPONENČIŲ CAMELINA SATIVA IR RAPSO METILESTERIO BIODEGALŲ PALYGINAMIEJI TYRIMAI." Mokslas - Lietuvos ateitis 4, no. 4 (November 28, 2012): 391–96. http://dx.doi.org/10.3846/mla.2012.63.
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The article presents the results of comparative motor research on FAME biofuels using diesel engine VALMET 320 DMG. Energy (ηe, be) and environmental parameters (CO2, CO, NOx, HC, SM) of the engine were estimated. The obtained data on motor research into new biofuels show that the properties of Camelina sativa biofuels are as good as those observed in standardized rapeseed methyl ester biofuels. In case of using Camelina sativa biofuels blends VME and ZME at different engine loads, exhaust emissions from gas smoke could be reduced up to 10% and 30% accordingly comparing with mineral diesel. When the engine is fueled with tested biofuel blends, carbon monoxide emissions decrease by about 5–6%, and the factor for effective performance increases by approximately 4%. In all range of engine loads, an increase in nitrogen oxide emissions reaching 2–3% was observed. In all cases of using biofuel blends, carbon dioxide emissions keep close to the application of mineral diesel. Santrauka Straipsnyje pateikiami RRME biodegalų palyginamųjų motorinių bandymų, kurie buvo atlikti dyzeliniame variklyje VALMET 320 DMG, rezultatai. Įvertinti variklio energetiniai (ηe, be) ir ekologiniai rodikliai (CO2, CO, NOX, HC, SM). Atliktų naujų biodegalų motoriniai tyrimų rezultatai rodo, kad naujų Camelina sativa biodegalų savybės nenusileidžia standartizuotiems rapso metilesterio biodegalų savybėms. Lyginant su mineraliniu dyzelinu, naudojant Camelina sativa biodegalų mišinius VME ir ZME, skirtingais variklio apkrovos režimais galima sumažinti išmetamųjų dujų dūmingumą atitinkamai iki 10 % ir 30 %. Varikliui dirbant bandomaisiais biodegalų mišiniais, buvo pasiektas 5–6 % anglies monoksido emisijos sumažėjimas ir 4 % naudingo veikimo koeficiento padidėjimas. Visame variklio apkrovos diapazone stebimas 2–3 % azoto oksidų emisijos padidėjimas. Anglies dioksido emisija visais biodegalų naudojimo atvejais išlieka artima mineralinio dyzelino naudojimui.
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Katrasˇnik, T., S. Rodman, F. Trenc, A. Hribernik, and V. Medica. "Improvement of the Dynamic Characteristic of an Automotive Engine by a Turbocharger Assisted by an Electric Motor." Journal of Engineering for Gas Turbines and Power 125, no. 2 (April 1, 2003): 590–95. http://dx.doi.org/10.1115/1.1563246.
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Turbocharging and subsequent charge cooling of the working medium usually causes increase of the mean effective pressure in an automotive diesel engine. Poor performance during the engine load increase is attributed to the nature of energy exchange between the engine and the turbocharger. Filling of the intake and exhaust manifolds, as well as consequent increase of the pressure and acceleration of the rotating components of the turbocharger require a certain period of time. Dynamic performance of the turbocharger can be substantially improved by means of an electric motor attached directly to the turbo shaft. A new concept of asynchronous electric motor with a very thin rotor was applied to support the turbocharger during the transient operation of the engine. The experimental work of matching an electrically assisted turbocharger to an engine is rather expensive; it was therefore decided to determine general characteristic of the electric motor separately through experiments, whereas transient response of the turbocharged and intercooled diesel engine was simulated by a zero-dimensional filling and emptying computer simulation method. A lot of experimentally obtained data and empirical formulae for the compressor, gas turbine, flow coefficients of the engine valves, intercooler, high-pressure fuel pump with the pneumatic control device (LDA), combustion parameters, etc., were applied to overcome deficiency introduced by the zero-dimensional simulation model. As the result a reliable and accurate program compatible with the experimental results in steady and transient engine operation was developed and is presented in the work. Faster transient response, i.e., better load acceptance of the engine was obtained by applying an adequate electric motor to assist the turbocharger; three versions of electric motors with different torque to mass moment of inertia ratios and different operating regimes were introduced in the simulation program to investigate their influence on the transient behavior of the engine.
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Presto, A. A., T. D. Gordon, and A. L. Robinson. "Primary to secondary organic aerosol: evolution of organic emissions from mobile combustion sources." Atmospheric Chemistry and Physics 14, no. 10 (May 22, 2014): 5015–36. http://dx.doi.org/10.5194/acp-14-5015-2014.
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Abstract. A series of smog chamber experiments were conducted to investigate the transformation of primary organic aerosol (POA) and formation of secondary organic aerosol (SOA) during the photooxidation of dilute exhaust from a fleet of gasoline and diesel motor vehicles and two gas-turbine engines. In experiments where POA was present in the chamber at the onset of photooxidation, positive matrix factorization (PMF) was used to determine separate POA and SOA factors from aerosol mass spectrometer data. A 2-factor solution, with one POA factor and one SOA factor, was sufficient to describe the organic aerosol for gasoline vehicles, diesel vehicles, and one of the gas-turbine engines. Experiments with the second gas-turbine engine required a 3-factor PMF solution with a POA factor and two SOA factors. Results from the PMF analysis were compared to the residual method for determining SOA and POA mass concentrations. The residual method apportioned a larger fraction of the organic aerosol mass as POA because it assumes that all mass at m / z 57 is associated with POA. The POA mass spectrum for the gasoline and diesel vehicles exhibited high abundances of the CnH2n+1 series of ions (m / z 43, 57, etc.) and was similar to the mass spectra of the hydrocarbon-like organic aerosol factor determined from ambient data sets with one exception, a diesel vehicle equipped with a diesel oxidation catalyst. POA mass spectra for the gas-turbine engines are enriched in the CnH2n−1 series of ions (m / z 41, 55, etc.), consistent with the composition of the lubricating oil used in these engines. The SOA formed from the three sources exhibits high abundances of m / z 44 and 43, indicative of mild oxidation. The SOA mass spectra are consistent with less-oxidized ambient SV-OOA (semivolatile oxygenated organic aerosols) and fall within the triangular region of f44 versus f43 defined by ambient measurements. However there is poor absolute agreement between the experimentally derived SOA mass spectra and ambient OOA factors, though this poor agreement should be expected based on the variability of ambient OOA factors. Van Krevelen analysis of the POA and SOA factors for gasoline and diesel experiments reveal slopes of −0.50 and −0.40, respectively. This suggests that the oxidation chemistry in these experiments is a combination of carboxylic acid and alcohol/peroxide formation, consistent with ambient oxidation chemistry.
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Sheesley, R. J., M. Kruså, P. Krecl, C. Johansson, and Ö. Gustafsson. "Source apportionment of elevated wintertime PAHs by compound-specific radiocarbon analysis." Atmospheric Chemistry and Physics Discussions 8, no. 6 (December 12, 2008): 20901–24. http://dx.doi.org/10.5194/acpd-8-20901-2008.
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Abstract. Natural abundance radiocarbon analysis facilitates distinct source apportionment between contemporary biomass/biofuel (14C "alive") versus fossil fuel (14C "dead") combustion. Here, the first compound-specific radiocarbon analysis (CSRA) of atmospheric polycylic aromatic hydrocarbons (PAHs) was demonstrated for a set of samples collected in Lycksele, Sweden a small town with frequent episodes of severe atmospheric pollution in the winter. Renewed interest in residential wood combustion means than this type of seasonal pollution is of increasing concern in many areas. Five individual/paired PAH isolates from three pooled fortnight-long filter collections were analyzed by CSRA: phenanthrene, fluoranthene, pyrene, benzo[b+k]fluoranthene and indeno[cd]pyrene plus benzo[ghi]perylene; phenanthrene was the only compound also analyzed in the gas phase. The measured Δ14C for PAHs spanned from −138.3‰ to 58.0‰. A simple isotopic mass balance model was applied to estimate the fraction biomass (fbiomass) contribution that was constrained to a range of 71% for indeno[cd]pyrene+benzo[ghi]perylene to 87% for the gas phase phenanthrene and particulate fluoranthene, respectively. Indeno[cd]pyrene plus benzo[ghi]perylene, known to be enhanced in gasoline-powered motor vehicle exhaust compared to diesel exhaust, had the lowest contribution of biomass combustion of the measured PAHs by 9%. The total organic carbon (TOC, defined as carbon remaining after removal of inorganic carbon) fbiomass was estimated to be 77%, which falls within the range for PAHs. This CSRA data of atmospheric PAHs demonstrate the non-uniformity of biomass combustion contribution to different PAHs even in a location with limited local emission sources and illustrates that regulatory efforts would not evenly reduce all PAHs.
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Mancilla, Y., A. Mendoza, M. P. Fraser, and P. Herckes. "Organic composition and source apportionment of fine aerosol at Monterrey, Mexico, based on organic markers." Atmospheric Chemistry and Physics 16, no. 2 (January 26, 2016): 953–70. http://dx.doi.org/10.5194/acp-16-953-2016.
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Abstract. Primary emissions from anthropogenic and biogenic sources as well as secondary formation are responsible for the pollution levels of ambient air in major urban areas. These sources release fine particles into the air that negatively impact human health and the environment. Organic molecular markers, which are compounds that are unique to specific PM2.5 sources, can be utilized to identify the major emission sources in urban areas. In this study, 43 representative PM2.5 samples, for both daytime and nighttime periods, were built from individual samples collected in an urban site of the Monterrey metropolitan area (MMA) during the spring and fall of 2011 and 2012. The samples were analyzed for organic carbon, elemental carbon, and organic molecular markers. Several diagnostic tools were employed for the preliminary identification of emission sources. Organic compounds for eight compound classes were quantified. The n-alkanoic acids were the most abundant, followed by n-alkanes, wood smoke markers, and levoglucosan/alkenoic acids. Polycyclic aromatic hydrocarbons (PAHs) and hopanes were less abundant. The carbon preference index (0.7–2.6) for n-alkanes indicates a major contribution of anthropogenic and mixed sources during the fall and the spring, respectively. Hopanes levels confirmed the contribution from gasoline and diesel engines. In addition, the contribution of gasoline and diesel vehicle exhaust was confirmed and identified by the PAH concentrations in PM2.5. Diagnostic ratios of PAHs showed emissions from burning coal, wood, biomass, and other fossil fuels. The total PAHs and elemental carbon were correlated (r2 = 0.39–0.70) across the monitoring periods, reinforcing that motor vehicles are the major contributors of PAHs. Cholesterol levels remained constant during the spring and fall, showing evidence of the contribution of meat-cooking operations, while the isolated concentrations of levoglucosan suggested occasional biomass burning events. Finally, source attribution results obtained using the CMB (chemical mass balance) model indicate that emissions from motor vehicle exhausts are the most important, accounting for the 64 % of the PM2.5, followed by meat-cooking operations with 31 % The vegetative detritus and biomass burning had the smallest contribution (2.2 % of the PM2.5). To our knowledge, this is only the second study to explore the organic composition and source apportionment of fine organic aerosol based on molecular markers in Mexico and the first for the MMA. Particularly molecular marker were quantified by solvent extraction with dichloromethane, derivatization, and gas chromatography with mass spectrometry (GC/MS).
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Yoon, Sungjun, Hongsuk Kim, Daesik Kim, and Sungwook Park. "Effect of the Fuel Injection Strategy on Diesel Particulate Filter Regeneration in a Single-Cylinder Diesel Engine." Journal of Engineering for Gas Turbines and Power 138, no. 10 (April 26, 2016). http://dx.doi.org/10.1115/1.4033161.
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Stringent emission regulations (e.g., Euro-6) have forced automotive manufacturers to equip a diesel particulate filter (DPF) on diesel cars. Generally, postinjection is used as a method to regenerate the DPF. However, it is known that postinjection deteriorates the specific fuel consumption and causes oil dilution for some operating conditions. Thus, an injection strategy for regeneration is one of the key technologies for diesel powertrains equipped with a DPF. This paper presents correlations between the fuel injection strategy and exhaust gas temperature for DPF regeneration. The 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, the postinjection timing was in the range of 40 deg aTDC to 110 deg aTDC and double postinjection was considered. In addition, the effects of the injection pressure were investigated. The engine load was varied among low load to midload conditions, and the amount of fuel of postinjection was increased up to 10 mg/stk. The oil dilution during the fuel injection and combustion processes was estimated by the diesel loss measured by comparing two global equivalences ratios: one measured from a lambda sensor installed at the exhaust port and one estimated from the intake air mass and injected fuel mass. In the present study, the differences of the global equivalence ratios were mainly caused by the oil dilution during postinjection. The experimental results of the present study suggest optimal engine operating conditions including the fuel injection strategy to obtain an appropriate exhaust gas temperature for DPF regeneration. The experimental results of the exhaust gas temperature distributions for various engine operating conditions are discussed. In addition, it was revealed that the amount of oil dilution was reduced by splitting the postinjection (i.e., double postinjection). The effects of the injection pressure on the exhaust gas temperature were dependent on the combustion phasing and injection strategies.