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In this experimental study was mostly focused on the impact of pilot diesel fuel Injection Timing (IT) on a dual fuel engine. The diesel engine was renewed in to dual fuel mode by injecting the Hythane20 (20% hydrogen and 80Methane) from the inlet manifold and Water in Diesel Emulsion 10 (10% water and 90% diesel WiDE10) as a primary fuel. Initially, the engine was operated at a constant Compression Ratio CR (18.5) and standard IT of 23°bTDC. Further, carried out the experimentation with retarded IT of 20°bTDC and Advanced IT of 26°bTDC. From the obtained results observed the higher Brake Thermal Efficiency (BTE) for 26°bTDC than the other. It is around 3.1 % higher and 6.45% lower Brake Specific Fuel Consumption (BSFC) than the diesel. It was also reported drastic reduction in smoke opacity 27.45% than the diesel fuel operation.

Ecuador’s geography is very irregular, each region is at a different altitude, rising from sea level to more than 2800 m above sea level. In this sense, the altitude variable becomes important in the behavior of an internal combustion engine. In this work, the behavior of an internal combustion engine with indirect electronic injection is studied at different heights above sea level to facilitate diagnostic tasks. This behavior is determined through the signals emitted by the absolute pressure sensors of the intake manifold and the throttle position, obtained in 11 places with a difference of approximately 500 m in altitude up to 4500 m above sea level. Analysis of these signals indicates the MAP sensor voltage variations are approximately 0.38 V per 1000 m and the engine vacuum decreases approximately 7.7 kPa per 1000 m of the head. Furthermore, the correction ratio made by the electronic control unit ECU on the pulse width and the ignition advance with the height has been determined. These results generated by this research work are important to understand the behavior of engines at altitude and facilitate automotive diagnosis.

To systematically explore the low-temperature operating characteristics of polymer electrolyte membrane fuel cell (PEMFC) stack, a three-dimensional PEMFC stack model with intake manifold is developed in this study. The characteristics of different cold start modes in the stack are compared and analyzed. The distribution and transmission characteristics of water, ice, and heat in each cell of the stack are analyzed in detail. The location of water accumulation in each cell of the stack is also explored. Finally, finite difference sensitivity is calculated for the cumulated charge transfer density to quantify the effects of operating parameters on the cold start process at low temperature. And how these parameters affect the operation of the PEMFC stack at low temperature is investigated. The results show that inconsistency exists in stack operation due to the position particularity of the intermediate cell. Irreversible heat is the main heat source for the cold start of the stack, and the cathode catalyst layer is the main heat-generating component. The heat production proportion of cathode catalyst layer can reach 90%, which decreases with the increment of current density and the running time, especially for the edge cell. The initial ionomer water content is most sensitive to the cold start process of the stack, followed by the porosity of cathode catalyst layer. These parameters are sensitive to the cold start process mainly because of the change in volumetric exchange current density and oxygen concentration.

This study aims at producing hydroxy (HHO) gas using a dry cell electrolysis setup and utilising it along with orange oil in a diesel engine. First an electrolyser was designed considering the optimised values of the material (SS316L), electrolyte (NaOH), and electrode gap (2 mm). Then the biodiesel obtained from the waste orange peels, after transesterification, were blended with diesel at 25 and 50% by vol. The HHO gas was produced by the water electrolysis method by a plate-type electrolyser having a maximum production rate of 2.5 LPM with NaOH as the electrolyte. HHO gas was inducted through the inlet manifold along with the fresh air at a constant rate of 2 LPM with both the biodiesel blends. The performance, emission, and combustion outcomes of the single cylinder diesel engine for different load conditions (0–100%) were tested for all the blends with and without HHO addition. The results showed a considerable increase in brake thermal efficiency of 1.54% at full load condition, with a noticeable decrease in fuel consumption by 11.1% compared to conventional diesel fuel, was achieved for the O25 blend with HHO induction. Moreover, emissions like hydrocarbon, carbon monoxide and smoke were reduced by 17.6, 29.5, and 12.1%, respectively. However, the improvement in combustion outcomes led to the increase in nitrogen oxides emission by 9.67%. This study helped to understand the production process of HHO gas by dry cell electrolyser and its effect on the blend of orange oil methyl ester and diesel in dual-fuel mode.

The continuous development of internal combustion engines has been permanently limited by pollutant emissions. Hence, in Europe, EURO pollution norms have been implemented, and constantly updated, becoming more restrictive in order to minimize pollution in the major urban areas. Water injection is one of the strategies being explored to improve engine efficiency. However, there is need to assess its influence on pollutant emissions. The paper aims to track the impact of water injection in reducing pollutant emissions. The present study was performed on a spark ignition side-valve engine with a water injection system in the intake manifold at constant load and engine speed, and various values for the ratio between water and fuel (W/F) ranging from 0.25 to 1.0 were tested. The tests were performed for two compression ratios of 7.8 and 11.7. CO, CO2, HC, and NOx emissions were tracked depending on the ignition advance. The maximum advance for each case is set by the knock limit.

Water injection in internal combustion engines is mainly used for additional cooling of the combustion chamber and knock suppression. The main advantages of the water injection are the potential for the enhancement of the performance of the engine. Studies conducted so far have aimed to track engine performance at maximum load and fuel consumption (brake-specific fuel consumption BSFC). Specialized literature is less consistent as regards to the injection of water at medium and low loads. This work monitors the effects of water injection at medium loads and the evolution processes of the four-strokes in the engine with and without water injection. A side-valve, air cooled natural aspirated engine with water and fuel injections in the intake manifold was used for this study. The work during expansion was increased, but this trend was reversed by the higher loads required during intake, compression and exhaust strokes, leading to a reduction in the indicated efficiency when water was injected.

A port injection engine that supplies hydrogen to the intake manifold or port exhibits a low intake air amount and torque output. The torque output is limited by backfire. In the present study, the performance and efficiency of a port injection-type hydrogen engine using the fuel injector of a natural gas engine is investigated at various engines speeds under wide open throttle conditions and two operation strategies, i.e., limiting nitrogen oxide emission and maximizing the torque. The increase in electrode temperature is reduced by increasing the heat rating number of the spark plug or reducing the ignition energy applied to the spark plug. Even when the ignition energy is reduced, as the minimum ignition energy of hydrogen is very low, it does not eliminate backfire. However, when a cold-type spark plug is used, backfire is effectively suppressed, resulting in an increase in the maximum torque and a decrease in efficiency.

Road transport have significant impact on regional economic and social development, but one can also point out a number of its disadvantages, which include environmental pollution. The paper presents measurements of fumes exhaust emissions of a passenger car with a significant operational mileage. The tests were carried out in a laboratory on a chassis roller dynamometer using various driving cycles. To determine the exhaust emissions, data on the mass of air flowing through the intake manifold was used, among others. The work also describes an example of own driving cycle developed based on urban driving in Lublin, Poland.

To develop a petrol engine so that it works under the bi-engine pattern (producer gas-petrol) without any additional engine modifications, a single-point injection method inside the intake manifold is a simple and inexpensive method. Still, it leads to poor mixing performance between the air and producer gas. This deficiency can cause unsatisfactory engine performance and high exhaust emissions. In order to improve the mixing inside the intake manifold, nine separate cases were modelled to evaluate the impact of the position and angle orientation inside the intake manifold on the uniformity and spread of the mixture under AFR=2.07. A petrol engine (1.6 L), the maximum engine speed (8000 rpm), and bi-engine mode (petrol-producer gas engine). The employ of the numerical simulation software (ANSYS workbench 19), the propagation, flow characteristics, and uniformity of the blend within the nine different cases were evaluated. According to the outcomes of the numerical simulation, it was found that creating vortices and turbulent flow for the producer gas and air inside the intake manifold is the perfect method to obtain a uniformity mixture of air and producer gas inside the intake manifold. In addition, extending the blending duration allows air and producer gas fuel to be mixed efficiently. Furthermore, the greatest uniformity and the maximum spread rate at the outlet of manifold are obtained in cases 1, 4, and 7, when the producer gas injector location is constant (P1, P2 or P3). In addition, the weakest spread of producer gas at the outlet of the manifold is observed in case 9 in comparison with the other cases. Moreover, it is observed that case (1) generated the maximum uniformity index (UI) level

Ethanol is usually combined with gasoline to manufacture ethanol-gasoline with excellent combustion characteristics. However, extracting water from hydrous ethanol to manufacture anhydrous ethanol consumed much energy, which increases the production cost of ethanol-gasoline. Many researchers have studied the combustion and emissions of hydrous ethanol-gasoline to explore the application of hydrous ethanol-gasoline as the fuel for spark-ignition engines. Most previous studies changed the hydrous ethanol ratio with fixed purity in hydrous ethanol-gasoline to study the effects of hydrous ethanol. Different from previous studies, this paper studied the effects of water ratio (Wr) in hydrous ethanol on the combustion and emissions of a hydrous ethanol/gasoline combined injection engine under different excess air ratio (λ) values. The ratios of ethanol and gasoline keep constant, while the purity of hydrous ethanol changes during the research. The experiment adopted the combined injection mode with hydrous ethanol direct injection plus gasoline port injection; the direct injection ratio was 20%. The experiment set three λ (0.9, 1, and 1.2) and five Wrs (0, 5, 10, 15, and 20%). The test engine's speed was 1500 rpm, and the intake manifold absolute pressure was 48 kPa. Results showed that water inhibited combustion, prolonged CA 0-10 and CA 10-90, reduced Pmax and Tmax, and delayed APmax; larger λ made the deterioration on combustion more obvious, and the smaller λ had a larger tolerance to water. Water could increase torque and improve emissions, but different parameters corresponded to different optimal Wrs. For torque, the optimal Wr was 5%. For HC emissions, the optimal Wr was 0%; for CO emissions, the optimal value was 5%; and for NO x emissions, the best value was 20%. The best Wr was 10% for particle number (PN) emissions. Under the optimal Wr condition, when λ values were 0.9, 1, and 1.2, compared with pure gasoline, the torque increased by 7.5, 5.54, and 5.31%; HC emissions decreased by 21.37, 23.43, and 26.58%; NO x emissions decreased by 4.26, 11.47, and 12.55%; CO emissions decreased by 17.51, 34.56, -50%; and the total PN emissions decreased by 87.64, 89.64, and 76.07%.

The present study is to investigate the influence of used cooking oil (UCO) bio diesel blend and HHO gas on combustion, performance and emission characteristics of a variable compression ratio multi fuel engine. Bio fuel is extracted from UCO through transesterification process. Blends of diesel and UCO bio fuel is used as primary fuel and hydroxyl (HHO) gas which was generated from the electrolysis of water is used as supplementary fuel. Engine was tested for three different fuels such as diesel, B20 blend and B20 +HHO blends by varying four different loads (25%, 50%, 75%, and 100%) at the constant speed of 1500 rpm. HHO gas was injected in to the intake manifold with constant flow rate of 0.5 lpm for all engine loads. Engine fuelled with B20+HHO blends showed better brake thermal efficiency and lower brake specific fuel consumption and emitted less CO and HC emissions over the B20 blends and diesel.

Fuels obtained from waste in seeking of sustainable and environmentally friendly fuel are promising for internal combustion engines. In this study, an environmental pollution cost analysis was performed for a diesel engine fueled with blends of pyrolytic oil – biogas - neat diesel fuel. Five different test fuels were studied. Neat diesel fuel (DF), the fuel mixture prepared by blending 10% pyrolytic oil to 90% neat diesel fuel by volume (DF90P10). While the DF90P10 fuel was supplied to the engine from the injector, the experiments were carried out with different fuel combinations created by delivering gaseous biogas at constant flow rates of 1, 3 and 5 L/min from the intake manifold (DF90P10B1, DF90P10B3, DF90P10B5). The experiments were carried out in a single-cylinder, air-cooled, direct injection diesel engine, with a constant engine speed of 3000 rpm and four different engine loads ranging from 0.25 to 1 kW, with prepared fuel blends. Fuel consumption, exhaust emissions, exhaust and engine block temperatures were measured to make environmental pollution cost analysis. In these tests, it was found that the DF90P10B1 test fuel performs better results as compared to those of neat diesel fuel which is reference fuel and other test fuels in terms of environmental pollution cost analysis. Pyrolytic oil – biogas – diesel fuel mixtures in variable ratios, can be used as an alternative fuel instead of neat diesel in diesel engines without any engine modifications.

In this study, an experimental work was conducted in a naturally aspirated, 4-stroke, 4 cylinder direct injection compression ignition engine operated with diesel-soybean biodiesel-hydrogen combinations as fuels and aluminum oxide (Al2O3) as nanoparticle additive. Engine tests were carried out between 1200 rpm and 2800 rpm engine speeds by 400 rpm intervals at full load condition. Each tests were repeated three times and results were averaged in order to ensure to gather more accurate results. Power and brake specific fuel consumption (BSFC) as performance and carbon monoxide (CO), carbon dioxide (CO2) and oxides of nitrogen (NOx) as emission characteristics of the engine were determined. Nanoparticle additive was mixed with fuels with the help of an ultrasonic processor. Hydrogen enrichment was achieved through intake manifold. Experiments have exhibited that deteriorations on engine performance with biodiesel utilization can partially or fully be compensated with nanoparticle addition and hydrogen supplementation. CO emission was reduced in all fuels in comparison to diesel fuel. Adverse effects on CO2 emission as a result of biodiesel and nanoparticle additive usage can be eliminated a bit by hydrogen since it has superior combustion characteristics. Unfortunately, all test fuels trigger more NOx release compared with diesel fuel. H-B20-A demonstrated best performance characteristics with 6.64% rise in power and 2.72% reduction in BSFC compared to diesel fuel. Most reduction in CO (15.91%) was achieved with H-B100-A. Least increase in CO2 compared to diesel fuel (6.1%) was realized with H-B20-A while the least CO2 was observed with diesel fuel. In NOx emission, all fuels exhibited more release than diesel fuel. But least rise was observed with B20 as 6.73% in comparison with diesel fuel.

The Hydroxygen as an additive to the gasoline is used in the present experimental investigation for reducing the fuel consumption and conserve the fast depleting fossil fuel without any engine modification. The Hydroxygen was produced from the developed electrolytic cell and the power of the alternator through the battery was used. The power to the electrolytic cell was controlled by circuit. During the experiment, the voltage and current across the electrolytic cell was measured by introducing the other circuit and data was collected. The experiment was conducted on Discover bike engine with constant Hydroxygen gas flow of 600 ml per hour to the engine intake manifold. Performance and exhaust gas emission parameters were measured by keeping 0.6 mm and 0.8 mm electrodes gap of spark plug (EGSP). Overall performance and emission was found to be optimum for 0.6 mm EGSP with Hydroxygen addition with the maximum relative decrease in brake specific fuel consumption 50.43%, increase in brake power and brake thermal efficiency (ƞ%) are 77.20% and 101.76% respectively, the maximum relative decrease in carbon monoxide, un burned hydrocarbon and nitrogen oxide are 96.96%, 90.29%, and 81.73% respectively.

The article highlights the measures to be introduced in order to restrict the hazardous emissions from the marine vessels as a result of increasing attention of the global community to the air pollution problem. The most difficult for ship owners is to adhere to the requirements of MARPOL 73/78 in NECA Tier III. As a result of the analysis of modern widely used methods for reducing harmful emissions of nitrogen oxides from a marine ICE there have been determined the main advantages and disadvantages of these methods. A new method including the additional component supply system, which delivers additional component to an inlet manifold of a marine ICE, and the most suitable additional component were proposed. Main advantages of the proposed system over other systems were determined. The system operation diagram is presented and the academic novelty of the scientific work was determined. The academic novelty consists in using an adapted mathematical model for calculating the main parameters of the system developed. At the current stage of the work, the development of an electronic control unit for the system and additional electronic control unit is in progress. The next stage of the work consists of calculating the main parameters of the system and testing the system in various operating modes of marine diesel engine 3NVD 24

The main feature of RCCI is the significant reduction of nitrogen oxides and soot pollutants as efficiency and fuel consumption decrease. The aim of this study was to investigate the effects of the start of diesel fuel injection and injection pressure and two stage fuel injection strategies on RCCI combustion. The engine under investigation is a single cylinder engine with diesel fuel injection as high-reactivity fuel directly into the cylinder and natural gas fuel injection as low-reactivity fuel at the intake manifold. The start of injection, injection shape, and injection length in both injectors are controlled by the developed ECU. All tests were performed at an inlet air temperature of 37 ° C and the inlet pressure of 87kPa and 1800rpm. The results of this study show that by increasing diesel fuel injection pressure from 300 to 600 bar, at the 55 °BTDC start of injection, the ignition starts 2.5 degrees earlier and the in-cylinder maximum pressure and HRR increase by 0.66% and 2.68%, respectively. By delaying the start of diesel fuel injection by 6 degrees, we see a 12.37 % reduction in maximum in-cylinder pressure, and the start of ignition is delayed to 5 degrees. Increasing the spray pressure of diesel fuel increases NOx by 154 % and decreases UHC and CO by 32 and 57%, respectively. Increasing the diesel injection pressure increases NOx by 154 % and decreases UHC and CO by 32 and 57 %, respectively. On the other hand, the results of the two-stage injection of diesel fuel show that by postponing the first start of injection, the in-cylinder maximum pressure, HRR, IMEP, and NOx emission increase and UHC and CO decrease. Also, by postponing the second start of injection, the in-cylinder maximum pressure, HRR, IMEP and NOx emissions are reduce,d while UHC and CO increase.

The present work focuses on performance improvement and emission reduction of conventional diesel engine's performance by incorporating various designs of intake manifolds while operating on different alternative fuels. The intake manifold was designed in a helical shape to produce higher turbulence in the combustion chamber. Three intake manifolds were designed while varying the internal diameter (ID) of helical shape, namely 1, 2 and 3 ID. In this study, the engine was operated on various alternative fuels, i.e., lemongrass oil, linseed oil and gas-to-liquid fuels. The improvement in performance and reduction in emission of the engine were highest for the engine connected with the 1-ID intake manifold. The gas-to-liquid fuel having the greater cetane number as output of the results is decreased the peak pressure. The oxides of nitrogen were significantly reduced by 51% for the engine connected with the 1-ID design manifold, and exhaust gas temperature also slightly decreased 24% when correlated with the diesel fuel. The presence of more oxygen content in the biodiesel used in the 1-ID manifold design shows the result in reduction of CO and HC by 35% and 46%, respectively, when correlated with the base fuel.

Smoke emissions and particulate matter (PM) size distributions were investigated on a direct-injection single-cylinder diesel engine running on both gas-to-liquid (GTL) and diesel fuels utilizing a novel spiral-helical intake manifold design. Smoke opacity was measured at a wide range of engine loads and speeds with both fuels to examine the effect of using the new manifold on smoke emissions. In addition, total PM numbers of fine particles (PM diameter = 1.0 µm) and coarse particles (>1.0 µm) were quantified with both fuels. Moreover, high-resolution transmission electron microscopy (HRTEM) images were taken with different resolutions to observe the PM sizes produced from each fuel when using the new and normal manifolds. The results showed that using the novel manifold reduced smoke emissions for both GTL and diesel fuels with about 36% at low loads and 7% at high loads. However, using the new manifold with GTL fuel showed superior performance to reduce smoke with about 60% at low loads and 10% at high loads. For the PM size distribution, the new manifold reduced total PM emissions in general. However, significant reductions were obtained with fine PM sizes (0.3 – 1.0 µm) when GTL fuel was used with about 30% for constant load tests, and about 40% for constant speed tests. On the other hand, the new manifold tended to increase slightly the coarse PM sizes. The HRTEM images of the PM structure for both manifolds and fuels have confirmed the above results.

The present research aims to investigate the effects of DEE (di-ethyl ether) on diesel and Rice Bran biodiesel blends with biogas induction on the performance and emissions of the dual-fuel diesel engine. Two fuel blends are used denoted as D80–B10–DEE10 (80% diesel, 10% biodiesel and 10% diethyl ether) and D60–B20–DEE20 (60% diesel, 20% biodiesel and 20% diethyl ether). The biodiesel was prepared through the use of the transesterification process from Rice Bran oil. As pilot fuel, blends of diesel–Rice Bran biodiesel and DEE were used in the engine operation, and biogas was taken as a primary (gaseous) fuel. Biogas was inducted into the engine with a flow rate of 0.9 kg/h through the intake manifold. The findings show that D80–B10–DEE10 blend produced a 2.61% increase in BTE and a 5.23% decrease in BSFC compared to D60–B20–DEE20 at full load, respectively. In comparison to diesel, a reduction in CO emissions of around 9.4% and 12.3% were observed for blend D80–B10–DEE10 and blend D60–B20–DEE20 at full load, respectively. HC emissions for the D80–B10–DEE10 and D60–B20–DEE20 were also reduced at full load, by 7.1% and 10.8%, respectively, as compared to diesel. Results have thus shown that DEE has a sound effect on the engine with the induction of biogas.

Purpose Homogeneous charge compression ignition (HCCI) engine is an advanced combustion method to use alternate fuel with higher fuel economy and, reduce NOX and soot emissions. This paper aims to investigate the influence of ethanol fraction (ethanol plus gasoline) on dual fuel HCCI engine performance. Design/methodology/approach In this study, the existing CI engine is modified into dual fuel HCCI engine by attaching the carburetor to the inlet manifold for the supply of ethanol blend (E40/E60/E80/E100). The mixture of ethanol blend and the air is ignited by diesel through a fuel injector into the combustion chamber at the end of the compression stroke. The experiments are conducted for high load conditions on the engine i.e. 2.8 kW and 3.5 kW maximum output power for 1,500 constant rpm. Findings It is noticed from the experimental results that, with an increase of ethanol in the blends, ignition delay (ID) increases and the start of combustion is retarded. It is noticed that E100 shows the highest ID and low in-cylinder pressure; however, E40 shows the lowest ID compared to higher fractions of ethanol blends. An increase in ethanol proportion reduces NOX and smoke opacity but, HC and CO emissions increase compared to pure diesel mode engine. E100 plus diesel dual-fuel HCCI engine shows the highest brake thermal efficiency compared to remaining ethanol blends and baseline diesel engine. Originality/value This experimental study concluded that E100 plus diesel and E80 plus diesel gave optimum dual fuel HCCI engine performance for 2.8 kW and 3.5 kW rated power, respectively.

For the torque decoupled hybrid electric vehicles (HEVs) equipped with automated manual transmission (AMT), the motor torque can be used to compensate for traction loss during gear shift. Thus, engine speed regulation can be used to achieve speed synchronization, and the clutch can be removed, which simplifies the overall structure of AMT. A triple-step nonlinear method is proposed in this paper to improve the engine speed tracking accuracy, which utilizes the steady-state, reference trajectory dynamics, and the tracking error information comprehensively. By the expense of the intake manifold pressure tracking performance, the developed controller can guarantee the asymptotic convergence of the engine speed tracking error. After the triple-step controller is deduced, it is verified through co-simulation between AMT HEV plant model in AMESim and controller model in Simulink. The simulation results demonstrate that the proposed controller can exert the advantages of the two control inputs: throttle opening α and spark advance deviation Δθ, and certificate the overall gear shift quality, including shift time and vehicle jerk.

Backfire is one of the major technical issues in a port injection type hydrogen fuelled spark ignition engine. It is an abnormal combustion phenomenon (pre-ignition) that takes place in combustion chamber and intake manifold during suction stroke. The flame propagates toward the upstream of the intake manifold from combustion chamber during backfire and thus can damage the intake and fuel supply systems of the engine, and stall the engine operation. The main cause of backfire could be the presence of any hot spot, lubricating oil particle's traces (HC and CO due to evaporation of the oil) and hot residual exhaust gas present in the combustion chamber during suction stroke which could act as an ignition source for fresh incoming charge. Monitoring the temperatures of the lubricating oil and exhaust gas during engine operation can reduce the probability of backfire. This was achieved by developing an electronic device which delays the injection timing of hydrogen fuel with the inputs of engine oil temperature (Tlube oil) and exhaust gas temperature (Texh). It was observed from the experimental results that the threshold values of Tlube oil and Texh were 85 °C and 540 °C respectively beyond which backfire occurred at equivalence ratio (φ) of 0.82. The developed device works based on the algorithm that retards the hydrogen injection to 40 0aTDC whenever the temperatures (Tlube oil and Texh) reached to the above mentioned values and thus the backfire was controlled. Delaying injection of hydrogen increased the time period at which only air is inducted during the early part of the suction stroke, this allows cooling of the available hot spots in the combustion chamber, hence the probability of backfire would be reduced.

The flow stability induced by the impingement of gas jets exiting from the intake manifold affects the in-cylinder flow characteristics of internal combustion engine. Using high-speed planar particle image velocimetry (PIV) with proper orthogonal decomposition (POD) analysis, an investigation was conducted to reveal the spatio-temporal characteristics of annular gas jets impinging in a region between the exits of two intake valves. Unique flow behaviors are identified where strong initial interaction of impinging jets appears near the valve exit as a result of fierce flow vorticity competition in both clockwise and counter-clockwise directions. This mixing zone exhibits strong fluctuations in the angle of the merged gas jet. Flow vorticity and merged jet angle are highly correlated with each other, and the quasi-periodical behavior of the jet impingement is linked to the kinetic energy dissipation. In addition, using POD, the underlying flow structures show large-scale rotating structures with translation which are responsible for the quasi-periodical behavior. In summary, three types of flow stability can be identified resulting from different levels of induced impingement: one-way interaction of single jet flow case, two-way interaction of dual impinging jets with equal flow magnitude, and transitional one-way interaction of dual impinging jets with unequal flow magnitude.

The effect of inlet flow distribution on the performance characteristics of a catalytic converter is analyzed for two common inlet manifold designs. Three-dimensional steady-state computational flu...

This paper involves the design and construction of the intake manifold system of the FSAE car including the air shroud, air filter, throttle body, restrictor plenum, fuel injectors, fuel rail and runners. To ensure the quality, the proposed system is designed based on the FSAE rules. The design process of the intake manifold system will consist of the usual engineering processes including computer modelling, Finite Element Analysis and finally Computational Fluid Dynamics testing in order to determine the validity of the model and to tune the design in order to obtain the optimum performance out of the intake manifold system as a whole.

High power density of opposed rotary piston (ORP) engines provides a possibility for the applications to hybrid vehicles. Under real driving conditions, internal combustion engines as the power sources of hybrid vehicles run under part load conditions in majorities of operation time. Hydrogen applications in internal combustion engines will promote zero-carbon travel, contributing to alleviating global warming. In this investigation, 3D numerical simulations were conducted to explore the performance of an ORP engine fuelled with hydrogen under part load and various ignition timing conditions. The results indicated that peak in-cylinder pressure and corresponding crank angle (CA) changed slightly within the early ignition range of −20.85o CA~ −14.23o CA; peak in-cylinder pressure was decreased significantly by late ignition. Heat release rates were more sensitive to late ignition than early ignition. Start of combustion, combustion phase, and combustion durations presented minor impacts by early ignition and engine loads. Ignition timing of −20.85o CA~ −11.06o CA showed limited impacts on indicated mean effective pressure and indicated power over individual intake manifold pressure. Indicated thermal efficiency was around 40% for the ignition timing of −20.85o CA~ −11.06o CA over the intake manifold pressure of 0.8 bar; indicated thermal efficiency drop caused by ignition timing of −8.33o CA was higher than 7% compared with optimal conditions. Heat loss by cylinder walls in proportions of fuel energy was lower than 25%, 20%, 18% for the intake manifold pressure of 0.4 bar, 0.6 bar, 0.8 bar respectively. Energy loss by the exhaust was higher than 41% for all the scenarios, with the maximum value being approximately 57%. Nitrogen oxides (NOx) emission factors were higher than 11 g (kW h)−1, and they were increased significantly by early ignition.

In day today, the automobile has become a part of human life especially two wheelers. In recent era, the production of two wheelers has increased significantly which leads to increase in emissions....

Improving the fuel economy and reducing emissions of greenhouse gas from vehicle sources have been a majority focus of research have been recently studied. Another way to achieve this, alternative fuels which can be used in full or in-part, substitute petroleum-derived fuels with current internal combustion engine technology, so that the benefits of Clean energies may be quickly understood. The current research attempted to investigate the efficiency and emissions of a diesel engine using traditional diesel fuel with hydrogen mixtures and water-built in oxygen. Upon the induction time, it has added small quantities of hydrogen and oxygen into the air flow, Current Method of Injections or Changes were made to existing engines. The operation found that the fuel consumption, exhaust engine CO2 increases with decreasing CO by injecting small amounts of on-site generated hydrogen and oxygen into the intake manifold of CI engine through induction. The specific fuel consumption has been reduced by 11.53% because of its higher calorific value. The brake power has been increased by 11.8% because of its complete combustion, brake thermal efficiency increased by 4.85% from the conventional mode. Mechanical efficiency increases by 6.83% along with indicated thermal efficiency. The emissions like CO, HC, SMOKE has been reduced by 25%, 22.22% and 11.38% respectively with increase in 3.410% and 22.43% of CO2 and NOX respectively. The combustion in the in-cylinder analysis did not show any significant improvement in the properties of the cylinder pressure. This study also established an optimum level of hydrogen to the engine's NOX rates.

[EN] The spatial and temporal locations of autoignition for direct-injection compression-ignition engines depend on fuel chemistry, temperature, pressure, and mixing trajectories in the fuel jets. Dual-fuel systems can provide insight into both fuel-chemistry and physical effects by varying fuel reactivities and engine operating conditions. In this context, the spatial and temporal progression of two-stage autoignition of a diesel-fuel surrogate, n-heptane, in a lean-premixed charge of synthetic natural-gas (NG) and air is imaged in an optically accessible heavy-duty diesel engine. The lean-premixed charge of NG is prepared by fumigation upstream of the engine intake manifold. Optical diagnostics include high-speed (15kfps) cool-flame chemiluminescenceimaging as an indicator of low-temperature heat-release (LTHR) and OH * chemiluminescence-imaging as an indicator high-temperature heat-release (HTHR). NG prolongs the ignition delay of the pilot fuel and increases the combustion duration. Zero-dimensional chemical-kinetics simulations provide further understanding by replicating a Lagrangian perspective for mixtures evolving along streamlines originating either at the fuel nozzle or in the ambient gas, for which the pilot-fuel concentration is either decreasing or increasing, respectively. The zero-dimensional simulations predict that LTHR initiates most likely on the air streamlines before transitioning to HTHR, either on fuel-streamlines or on air-streamlines in regions of near-constant phi. Due to the relatively short pilot-fuel injection-durations, the transient increase in entrainment near the end of injection (entrainment wave) is important for quickly creating auto-ignitable mixtures. To achieve desired combustion characteristics, e.g., multiple ignition-kernels and favorable combustion phasing and location (e.g., for reducing wall heat-transfer or optimizing charge stratification), adjusting injection parameters could tailor mixing trajectories to offset changes in fuel ignition chemistry. (C) 2020 The Combustion Institute. Published by Elsevier Inc. All rights reserved., Support for this research at the Combustion Research Facility, Sandia National Laboratories, Livermore, CA, was provided by the U.S. Department of Energy (DOE), Office of Energy Efficiency and Renewable Energy. Sandia is a multi-mission laboratory operated by National Technology and Engineering Solutions of Sandia, LLC., a wholly owned subsidiary of Honeywell International, Inc., for the U.S. DOE's National Nuclear Security Administration under contract DE-NA0003525

Partially pre-blended compression ignition engine reduces the discharge of oxides of nitrogen and soot. The aim of this research is to study the combustion and emission parameters of hybrid mode compression ignition (HBMCI) at different hybrid ratios. In this system, the percentage of fuel is introduced in the intake manifold is varied according to hybrid ratios. The remaining part of the fuel is injected straight into combustion chamber prior to the end of the compression stroke to trigger the combustion event. The pre-blended charge is burnt in the cylinder along with the fuel directly injected into the cylinder by a conventional injection system. The brake thermal efficiency at rated power output in Hybrid Mode Diesel-JOME (HBMDJ Mode) is observed from 26.8% to 21.6% and in Hybrid Mode Diesel-FOME (HBMDF Mode) is observed from 26.4% to 21.4%, when the hybrid ratio changed from 0.25 to 0.75, compared to 28.4% in diesel mode. The hybrid ratio of 0.25 is observed to be optimum in both HBMDJ and HBMDF. At this hybrid ratio, decrease in brake thermal efficiency is marginal compared to diesel mode. Significant reduction in soot emission is also found than that of diesel mode. From the above investigation, it can be seen than HBMDJ mode was better than HBMDF mode by comparing the performance, combustion and emission characteristics.

The aim of the present study in “Water Injected four stroke petrol Engine” is to reduce the pollution and the consumption of the fuel. From the name we can get that there are two modifications made in the engine. The first modification is the installation of the water injector in the flanged GI pipe running between carburetor and engine and the second one is the introduction of the oxy hydrogen gas into the inlet manifold. Various research papers have proved that injection of the water directly into the engine will lead to the decrease in the emission of the oxides of nitrogen. The water is first pumped by using a water pump and then injected into the inlet manifold by using the petrol injector. The oxy hydrogen gas is obtained by the electrolysis of the water by using the neutral plates. The injection of the water into the engine is controlled by using the PIC controller board. The water is injected at certain timing which is controlled by using a relay. Both the injector and the pump is controlled by the circuit board. Power supply is given separately for water injection circuit and the oxy hydrogen set up. The emission tests that are done on this prototype as shown a reduction in the level of the pollutants emitted from the engine and also a slight increase in the performance of the engine is noticed.

This experimental work explains and compares the effect of preheating in Premixed Charge Compression Ignition technique(PCCI) by using three different fuels such as diesel, citronella oil – diesel blend (B20), cedarwood oil – diesel blend (B20). This experiment have been carried in a single cylinder diesel engine by incorporating a premixing chamber with port fuel injector in the intake port, and placing the preheater before to prechamber near to the surge tank in the intake manifold, the injector , preheater is controlled through ardino micro controller Experiments results showed that there is an increase in brake thermal efficiency with citronella oil – diesel blend (B20), cedarwood oil – diesel blend (B20), and also there is a simultaneous decrease in hydrocarbon (HC) and carbon monoxide (CO) emissions due the preheating effect. The performance results indicated that there is a drop in volumetric efficiency due do preheating effect of the premixed fuels, penalting in increased fuel consumption. NOx is lower for diesel fuel since it contains lower oxygen molecule than citronella, cedarwood diesel blends. So Neat diesel has the lower emission characteristics than the other premixed fuels in PCCI technique. And the effect of fuel distribution inside the premixing chamber is shown by using ANSYS-FLUENT.

This paper proposes a Model Predictive Control (MPC) design method for the intake manifold pressure of an internal combustion engine. This controller uses a nominal nonlinear model of the physical system to optimize a cost function. The noise sensibility of MPC is reduced and the robustness of the state estimation is achieved by using an Extended Kalman Filter (EKF). The proposed approach is evaluated using the Matlab Simulink model of the intake manifold of a spark ignition combustion engine in which parametric uncertainties and saturation are added. Different settings for EKF and MPC are tested for comparison purposes.

This study focuses on different intelligent time series modelling techniques namely nonlinear autoregressive network with exogenous inputs (NARX), autoregressive integrated moving average with external inputs (ARIMAX), multiple linear regression (MLR), and regression error with autoregressive moving average (RegARMA), applied on a diesel engine to predict NOx emission and fuel consumption. The experiment data are collected from a six cylinder, four stroke medium duty truck diesel engine, which is integrated on a passenger bus and operated in engine integration tests. NOx emission and fuel consumption outputs are estimated with the help of input data; exhaust gas recirculation temperature and position, engine coolant temperature, engine speed, exhaust gas pressure, common rail pressure, intake manifold air temperature and pressure, accelerator pedal percentage, engine load, turbocharger variable geometry position and speed, and selective catalytic reduction outlet temperature. NARX artificial time series neural network, MLR, ARIMAX, and RegARMA time series techniques were separately applied for the estimation NOx emission and fuel consumption outputs. The performance of the models is analyzed and evaluated with Bayesian information criterion (BIC) and root mean square error (RMSE) criteria. When the high cost and time loss of experimental testing are thought, using the intelligent modelling methodology provides far more accurate prediction and fast application abilities to analyze internal combustion engine dynamics for the control and calibration manner. As a result of the comparison of different types of modelling techniques, RegARMA technique comes to the forefront with 6707.6 BIC value with 105.58 RMSE for NOx emission model and 4026.4 BIC value with 7.93 RMSE for fuel consumption model.

Internal combustion engines are the simplest available source of power for automobile-based industrial applications. The main issue of those engines is efficiency. Whenever made to supply these engines tend to achieve the specified maximum efficiency. The design of the inlet manifold is one of the ways to increase efficiency. During this work to investigate the interior flow characteristic in the intake manifold of an engine, computationally for the different intake by using the CFD. The manifoldis designed and analyzes by CFD and experimental modeling flow formation. The result of CFD simulation used for the flow of the velocity and pressure at the flow formation. This analysis would help design the proper manifold. The flow component diamond shape, like various dimensions in the path of the inlet stream, is evaluated. From the result, the planningmodificationis usually recommended to enhance the flow behaviors. The mixture passes through the flow pattern; it achieves the tumble motion. This process operates at maximum engine speed and better mixing of the air–fuel molecules and is extremely significant to increase the complete combustion. The experimental predicted results had observed it.

There is an ever-increasing necessity for sustainable energy resources. The restrictions on diesel engines, which were already strict in the previous decade, are only going to increase in the next one. A zero-emission diesel engine has become an absolute necessity. Furthermore, it is critical to increase the thermal efficiency of these engines. Dimethyl Carbonate (DMC) is gaining popularity as an oxygenated additive to diesel due to its desirable boiling point and good solubility. The current work investigates the performance, emission and exergy parameters of a diesel engine with DMC as an additive. Additionally, we also explore the effects of oxygenation at the air side by introducing a turbocharger at the intake manifold. Four different blends of oxygenated additives were analysed with the turbocharger in operation. Here, a 5% blend of DMC produced the most desirable results. When a 5% blend of DMC with diesel was tried out, the brake thermal efficiency increased by 4 percent. At maximum brake mean pressure 4.8 bar, the maximum exergy efficiency was 65%. This blend also has least the brake specific fuel consumption and carbon monoxide emissions. These results emphasize the usage of DMC as an additive, and are of direct relevance to the alternative fuel industry—aiding it in making informed decisions about blending fuel additives.

This research is aimed to analyse and optimize the inlet manifold of biogas diesel dual fuel engine to improve the mass flow rate of air and gas mixture and hence improving volumetric efficiency of the dual fuel engine. Runner length of the inlet manifold is calculated using Chrysler Ram Theory and Helmholtz Resonator Theory and new runner length is replaced in the existing inlet manifold and it is observed that new runner length gives a considerable increase in mass flow rate of air and hence improving the volumetric efficiency. The biogas was collected from biogas plant of Vellore Institute of Technology and the diesel engine was operated with diesel and bio gas with the help of a T-section joint which allowed the air and bio gas to enter the engine together and then we performed the experiment to calculate the mass flow rate of air and bio gas entering the engine. The experiment was done for the existing runner length of 1 m and the new runner length of 1.58 m, as calculated by Chrysler Ram Theory and improvements were observed in mass flow rates and volumetric efficiency. Emission testing was also done by using the AVL emission system, emission-parameters-like-carbon-monoxide-(CO),-nitric-oxide-(NOx)-and hydrocarbon-(BSHC)-emissions-are-measured.

In the world of increased emission norms, gaseous fuel is more effectively used in decreasing the emissions and increased power output. Therefore LPG fueled HCCI for diesel engine is a challenging as well as an exciting idea to de investigated for better NOX emission and fuel consumption. LPG is made to attain its self-ignition temperature by preheating the intake air, which mixes with LPG in the intake manifold. The homogenous charge is to be prepared by manifold induction of LPG. Pilot injection of diesel initiates the combustion process later on the premixed and preheated intake air and LPG is introduced into combustion chamber. This project is concerned with the intake air preheating on the performance of HCCI with LPG fuel under varying load condition. Performance test are planned to be conducted in a single cylinder diesel engine modified into an HCCI engine. The homogeneous charge was prepared by port fuel induction method. It was found that by adopting this methodology the NOX significantly over a reasonable load range. Intake air preheating reduces the HC emission over all load range.

IC engines are the main resources of power in our daily life particularly in transportation, agricultural sectors and power generation. However, faster depletion of petroleum resources and environmental issues raised because of abundant use of it and are the driving force behind the search for replacement of petroleum products with newer reliable alternate fuels. In this point of view, hydrogen is the most promising alternate fuels because of its cleaner combustion characteristics to resolve the earlier stated issues as being the best renewable energy resource. In the current research work, the supplementary fuel used is hydrogen which was injected inside the intake manifold by solenoid type of hydrogen injector whereas diesel is directly injected inside the engine cylinder. The prime intention of current work is to replace the diesel energy share with hydrogen energy in single cylinder CRDI equipped diesel engine and reduction of Oxides of Nitrogen emission which was resulted due to maximum hydrogen energy share during combustion at higher flow rate using exhaust gas recirculation technique. The experimentation was carried out on single-cylinder 4 S water cooled CRDI equipped engine. The effect of hydrogen addition with use of various flow rates of exhaust gas recirculated on engine performance along-with emission parameters were investigated at different loading conditions of engines. The hydrogen enriched dual fuel mode of operation together with exhaust gas recirculation technique resulted in improved performance as well as emissions factors of CRDI diesel engine in comparison with neat diesel except NOx which could be further reduced by cooled maximum mass flow rate of EGR which can be employed is suggested.

Knocking is an unwanted behavior that is affected by the intake manifold temperature. This paper demonstrates through simulation how nonlinear Model Predictive Control design could be used as a reference governor for the control of the throttle position, with a soft constraint on intake manifold temperature. The implementation is able to suppress the peak temperature during an acceleration by slowing down the pressure build-up. Because of the usually slow dynamics of the temperature sensors, the paper proposes an Extended Kalman Filter implementation that uses a transient detection to decide whether to rely on the sensor feedback or the model.

This paper presents the experimental investigation of partially-pre-mixed-charge-compression ignition (PCCI) engine. In PCCI, engine ethanol was fumigated in an air intake manifold and diesel injec...

The object of researchis the multifunctional synthesis technology Avenir Gaz (of various levels of complexity), intended for converting transport diesel engines into spark-ignited gas internal combustion engines (ICE) for operation on liquefied petroleum gas (LPG). Investigated problem:the creation of an affordable synthesis technology in terms of complexity and price, which allows converting operating diesel engines into gas internal combustion engines operating on cheaper and environmentally friendly gas fuel - LPG. Main scientific results:Avenir Gaz synthesis technology (two levels of complexity, qualified as levels "A" and "B") for converting diesel engines into gas internal combustion engines is developed and created. It is shown that the conversion of diesel engines according to the Avenir Gaz synthesis technology is carried out on the basis of the developed electronic microprocessor control systems. And the basis of the control systems is the developed and manufactured two electronic microprocessor control units Avenir Gaz 37 (hereinafter – ECU Avenir Gaz 37). ECUs in accordance with the levels of complexity of synthesis technology are qualified as – ECUs Avenir Gaz 37 "A" and Avenir Gaz 37 "B". It is shown that Avenir Gaz synthesis technology of level "A" allows converting diesel engines into gas internal combustion engines with LPG supply through a gas-air mixer into the inlet pipeline. At the same time, the Avenir Gaz 37 "A" ECU, using the signal from the Hall sensor of the distributor, limits the maximum speed of the gas engine, thereby ensuring its safe operation. And the synthesis technology Avenir Gaz 37 of level "B" allows converting diesel engines into gas internal combustion engines providing group or sequential injection of LPG by electromagnetic gas nozzles (injection system of the Common Rail type) into the intake manifold in the area close to the intake valve. Area of practical use of the research results:converting diesel vehicles, including agricultural machinery (powerful wheeled and tracked tractors, combines, etc.) into spark-ignited gas combustion engines operating on LPG. An innovative technological product:Avenir Gaz synthesis technology, which allows converting the transport diesel engines in operation into gas internal combustion engines for operation on LPG. Scope of application of the innovative technological product:naturally aspirated and supercharged diesel engines with the number of cylinders from one to six, in-line and V-shaped, with a uniform alternation of working strokes.

This paper studied the effect of variable intake length manifold on filling and volumetric efficiency at starting engine speeds using numerical and experimental process. The investigation is based on acoustic supercharging phenomenon. For this purpose, 1-D engine gas-flow model was developed and optimum intake lengths for several low engine speeds were determined using acoustic theory based-resolution. Using the method of characteristics, pressure waves were predicted at the end of intake line length (intake valve level) in order to test the dynamic inertial supercharging phenomena. The quarter-wave resonator technique was taken into consideration to explore the inlet pressure pulsations. Simulations of pressure wave propagation were achieved during intake stroke and intake valve closed phase. Simulation predictions confirmed the analytically calculated optimum intake length. Numerical investigations were carried out on five in-cylinder flow moving through intake system; air, air-gasoline, air-LPG, air-H2 and air-LPG-H2 blend. The percentages of supplied hydrogen with LPG were 0%, 5%, 10%, 15% and 20% in volume. To experimentally validate the analytical founded lengths, an instrumented cold-flow four cylinder Ford SI engine test bench was prepared. Flow through variable intake length manifold was analyzed. Geometry variation was performed on the plenum length. Three engine low speeds are tested; 500 rpm, 750 rpm and 1000 rpm. The experiment results showed an in-cylinder velocity increase by about 60%, 58% and 48% using the optimal intake length at 500 rpm, 750 rpm and 1000 rpm respectively. Furthermore, the collected data proves that varying intake pipe length continuously with the engine speed leads to an average of 39.7% improvement in volumetric efficiency from the original engine configuration at 1000 rpm.

Cold start is one of the most problematic combustion phases for diesel engines. During this phase, a large proportion of pollutants are produced within the cylinder due to misfiring and incomplete combustion due to the low engine temperatures. Furthermore, exhaust after-treatment devices work inefficiently since their minimum operation temperatures cannot be reached. In addition to this, at temperatures below 0 °C the possibility of continuous misfiring could actually impede the engine start. Ambient temperature is one of the most important factors affecting the diesel engine cold startability. The aim of this study is to improve diesel engine startability under low temperatures by vortex tubes. A vortex tube was used to increase the intake air temperature in a six cylinders, four stroke and direct injection diesel engine of a truck. The hot air obtained from the hot outlet of the vortex tube was mixed with the air coming from the inlet of the intake manifold and the warmer air was sent to the cylinders. The compressed air required for the operation of the vortex tube was provided from the air tank of the compressed-air brake system of the truck. The effects of variation in ambient temperature on the engine cranking speed and in-cylinder pressure were analyzed and presented. Experiments were conducted for ambient air temperatures of − 5 , 0 and + 4 °C. It was found that the reduction in ambient temperature resulted in prolonged cranking periods along with the longer time taken to reach idling speed as well as increased combustion instability for the engine without vortex tube. The use of the vortex tube increased the intake air temperature, which decreased durations of engine starting–cranking, cranking–idling, and idling–stabling. These results indicate that the cold starting performance of the diesel engine could be improved by using vortex tubes.

In the current investigation, the enrichment of hydrogen with the honge biodiesel blend and diesel is used in a compression ignition engine. The biodiesel is derived from the honge oil and mixed with diesel fuel by 20% (v/v). Thereafter, hydrogen at different volume flow rates (10 and 13 lpm) is introduced into the intake manifold. The outcomes by enrichment of hydrogen on the performance, combustion and emission characteristics are investigated by examining the brake thermal efficiency, fuel consumption, HC, CO, CO2, NOₓ emissions, in-cylinder pressure, combustion duration, and rate of heat release. The engine fuelled with honge biodiesel blend is found to enhance the thermal efficiency, combustion characteristics. Compare to diesel, the BTE increased by 2.2% and 6% less fuel consumption for the HB20 + 13H2 blend. Further, reduction in the emission of exhausts gases like CO and HC by 21% and 24%, respectively, are obtained. This is due to carbon-free structure in hydrogen. Moreover, due to high pressure in the cylinder, there is a slight increase in oxides of nitrogen emission compare to diesel. The combustion characteristics such as rate of heat release, combustion duration, and maximum 2rate of pressure rise and in-cylinder pressure are high due to hydrogen.