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Vehicular Engines
Published in G. K. Awari, V. S. Kumbhar, R. B. Tirpude, Automotive Systems, 2021
G. K. Awari, V. S. Kumbhar, R. B. Tirpude
Requirements of a good inlet manifold are to supply equal amount of the charge to all cylinders, have minimum resistance to flow, provide a direct flow to each cylinder. While exhaust manifolds are used for removal of the exhaust within minimum possible time, working as drainage for the heavier fraction of the exhaust and minimum possible internal friction.
Experimentally investigating the influence of biodiesel blend (Bio20) injection instead of diesel in methanol dual-fuel HCCI engine performance
Published in Ships and Offshore Structures, 2023
Ganesh R. Gawale, Kattela Siva Prasad, G. Naga Srinivasulu
The tests were conducted on a single-cylinder, four-stroke, water-cooled, carbureted CI engine. The engine has an 80-mm-stroke length, an 87.5-mm-bore diameter, and a maximum output power of 3.5 kW at 1500 constant revolutions per minute (17.5 CR). The engine had a 661 cc overall displacement. Under all load circumstances, the methanol with diesel or Bio20 trials was conducted at a constant speed (1500 rpm). The engine was loaded using an eddy current dynamometer with a capacity of 0–50 kg. By installing the carburetor at the inlet manifold, the test engine was altered and turned into a dual-fuel HCCI engine. The methanol dual-fuel HCCI engine’s schematic is shown in Figure 1. For the preparation of homogeneous charge full throttle, a 500 cc Royal Enfield Micarb VM-28 carburetor was attached to the inlet manifold of the CI engine. To ignite the homogeneous charge, diesel/Bio20 was injected at 23° bTDC with 210 bar injection pressure.
Evaluating the characteristics of a diesel engine fuelled with water in diesel emulsion and hythane gas in a dual-fuel mode
Published in International Journal of Ambient Energy, 2022
Radha Krishna Gopidesi, Selvi Rajaram Premkartikkumar
The present investigation was carried out by a diesel engine. The technical data of the research engine are shown in Table 2. Initially the engine was run with diesel fuel and later run by diesel with hythane10 at various loads. In the second phase, the engine was run with the WiDE10 as the primary fuel and hythane10 as the secondary fuel at a flow rate of 5 lpm. The standard compression ratio of the research engine is 17.5 and altered the compression ratios of 17 and 18 for testing the various characteristics. The hythane10 fuel was supplied to the engine as a secondary fuel from the inlet manifold by using the Electronic Control Unit (ECU). It is connected to the piezoelectric transducer for measuring the in-cylinder pressure and the fuel line pressure (Radha Krishna Gopidesi et al. 2019; Gopidesi et al. 2019). The AVL 444 digas analyzer is used for measuring the exhaust gas emissions and smoke and opacity are measured by an AVL 437°C smoke meter. The research set-up is shown in Figure 1.
Experimental investigation on spark-ignition (SI) engine fuelled with acetylene in dual-fuel mode
Published in International Journal of Ambient Energy, 2022
Sumit Sharma, Dilip Sharma, Shyam Lal Soni, Digambar Singh
Experimental investigations using acetylene in dual-fuel mode were carried out on stationary, water-cooled SI engine to assess its suitability. An acetylene supply system was incorporated at the engine inlet manifold. Performance, emission, and combustion studies were done at four acetylene flow rates 50, 100, 150, and 200 LPH. The following conclusions were drawn out of the above study: The engine was successfully operated on different flow rates of acetylene in dual-fuel mode.The BTE was found to be higher in the dual-fuel mode for all flow rates of acetylene throughout the load range due to the higher energy content of acetylene than that of petrol or gasoline. The maximum BTE was observed for 100 LPH acetylene flow rate which was 21.85% more than that of gasoline.In general, EGT, CO2, CO, and HC emissions were found to be lower in dual-fuel mode than those of pure gasoline. At the 200 LPH acetylene flow rate minimum, CO2 emissions were observed at full load conditions.Peak cylinder pressure was always significantly higher for all load conditions at 100 LPH acetylene flow rate than that of gasoline. The peak pressure with acetylene is obtained early in power stroke due to faster combustion.