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Reciprocating Engines
Published in Neil Petchers, Combined Heating, Cooling & Power Handbook: Technologies & Applications, 2020
The intake manifold distributes the air (self-ignited Diesel cycle) or the air-fuel mixture (spark-ignited Otto cycle) to the various cylinders of a multi-cylinder reciprocating engine. There are two types of engine aspiration: Natural aspiration draws combustion air into the piston cylinder at atmospheric pressure. Gas/fuel need only be supplied at low pressure (less than 1 psig).In charged aspiration, an air blower or mechanical compressor is used to pressurize the air or air-fuel mixture before it is inducted into the cylinder. When driven by an engine auxiliary output shaft or a separate driver, the device is known as a supercharger. When driven by an exhaust-powered turbine, the device is known as a turbocharger. In some cases, an engine may feature both a supercharger and a turbocharger. Because compressing the air or air-fuel mixture increases its temperature, an aftercooler (or intercooler) is used to cool the heated charge to further increase its density.
Operating Characteristics of Two-Stroke Engines
Published in John B. Heywood, Eran Sher, The Two-Stroke Cycle Engine, 2017
Fuel injection timing essentially controls the process of preparing the fuel–air mixture for combustion. In SI engines, the fuel is customarily sprayed into air at atmospheric or lower pressure before the commencement of the compression process, thus allowing the use of low-pressure low-cost fuel injection systems. Intake manifold injection, crankcase injection, and port injection arrangements are in common use. With these arrangements, a relatively long time is available for the fuel to evaporate and mix before combustion takes place, and larger fuel droplets can be tolerated. The injection timing may be synchronized with the incoming air flow to produce charge stratification. In direct-injection engines, the fuel is sprayed into the cylinder a relatively short time before combustion starts. During this short period, the droplets must evaporate and mix with the appropriate amount of air. A fine spray with appropriate penetration and spread, and small (10–20-μm diameter) drops is needed. This requires either a high-pressure liquid fuel injection system (injection pressures of order 50 bar) or a lower pressure (of order 5 bar) air-assisted fuel injection system.
Intake and exhaust systems
Published in M.J. Nunney, Light and Heavy Vehicle Technology, 2007
The function of the intake manifold in its original form was to receive the mixture from one or more carburettors and to distribute it evenly with least variation in air-fuel ratio to the inlet valve ports. It was later adapted to perform the same function for single-point fuel injection systems (Section 6.8). To assist vaporization of liquid fuel in the incoming mixture, it is necessary to maintain a high manifold depression with high mixture velocities. Hence, the cross-sectional area of the manifold passages is kept to a minimum, but not such as to impair volumetric efficiency. Although a circular cross-section for the intake manifold offers the least resistance to mixture flow, this shape may be modified to a rectangular one for the reason of providing a flat internal floor. Therefore instead of any liquid fuel particles precipitated out of the mixture stream becoming channelled, they are spread over the increased surface area of the flat floor to assist evaporation and entrainment (return to the mixture stream).
A novel analysis of n-butanol–gasoline blends impact on spark ignition engine characteristics and lubricant oil degradation
Published in Energy Sources, Part A: Recovery, Utilization, and Environmental Effects, 2022
Syed Khizar Asrar Hussain, Muhammad Usman, Jamal Umer, Muhammad Farooq, Fahad Noor, Rizwana Anjum
Air from the intake manifold and fuel were mixed in the carburetor and then supplied to the engine cylinder for combustion. All fuels were introduced in the engine through a transparent measuring cylinder to monitor fuel consumption with respect to the time taken. Brake torque was determined from a water brake type dynamometer (manufactured by Dynomite Corporation, United States of America (USA)). Key engine parameters were recorded through a software named DYNO-MAX 2010 as a data acquisition system. Gasoline and butanol used in experimentation were obtained from PSO Oils and Sigma-Aldrich, respectively (see Table 1). Two gasoline–butanol blends were prepared with 6% and 12% butanol by vol. in a magnetic stirrer, as shown in Figure 2. Engine exhaust emissions were determined using a TESTO 350 exhaust gas analyzer. In addition, exhaust temperature was measured through a K-type thermocouple. The recommended engine oil (SAE 20 W-40, Atlas Honda Ltd. Pakistan) by the manufacturer was used for experimentation and its properties are shown in Table 2.
Design and experimental validation for nonlinear control of internal combustion engines with EGR and VVT
Published in SICE Journal of Control, Measurement, and System Integration, 2021
A lot of researches have been reported to manage the dynamics of a combustion engine. Many attentions focused on the modelling of the dynamics; however, it should be noted that there is no uniformed model to represent the dynamic behaviour of combustion engines. Most approach of modelling is control-oriented and mean-valued according to the control objectives. Motivated by the previous papers [15,16], these papers also choose the pressure of the intake manifold and the exhaust manifold to coordinate the dynamics of the engine system. The causality of these internal variables (the pressure of intake manifold and the pressure of exhaust manifold ) to the fuel mass, and to the control input are shown in the experiment data in Figure 2, where a gasoline engine with four cylinders is used for conducting the experiments. It can be seen from the experiment that under the constraint of required torque and speed, the fuel mass is changed according to different values of the pressures which shows the potential in minimizing the fuel. At the same time, the delivered value of the control inputs will force the pressure to a static value but with transient phenomenon as shown in Figure 3.
Combined effect of oxygen enrichment and exhaust gas recirculation on the performance and emissions of a diesel engine fueled with biofuel blends
Published in Biofuels, 2018
The engine is modified to operate with oxygen-enriched intake air. The oxygen is supplied from the oxygen cylinder to the intake manifold of the engine. The oxygen cylinder is provided with two pressure gauges to measure the cylinder pressure and line pressure, respectively. The flow rate of oxygen is measured with the help of an oxygen flow meter. The flow meter is calibrated and instrumented to accurately measure the oxygen flow rate. Then, the measured oxygen is supplied to the intake manifold through a surge tank. The oxygen enrichment of the intake air of 7% by mass is added to the standard oxygen concentration of atmospheric air.