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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
According to the field of application: Stationary engineMarine engineAutomobile engineMotor-cycle engineAero engineLocomotive engine, etc.
The Future of Transportation
Published in Michael Frank Hordeski, Alternative Fuels—The Future of Hydrogen, 2020
Reciprocating engines are another mature product used for CHP. These stationary engines may be spark ignition gasoline engines or compression ignition diesel engines. Capacities range from a few kilowatts to over 5-MW.
Vegetable Oils
Published in Arumugam S. Ramadhas, Alternative Fuels for Transportation, 2016
Arumugam Sakunthalai Ramadhas, Chandrasekaran Muraleedharan, Simon Jayaraj
These studies established aggravate deposit formation and injector coking formation with vegetable oil fueled engine. These vegetable oils should be used after proper filteration, degumming, and dewaxing. For long-term use and for heavy engine applications, blends of diesel and vegetable oils are recommended. The engine should be started and before stopping run by using diesel alone. After warming up it should be shifted to the vegetable oil blend. These problems can be sorted out by routine and preventive maintenance of engine. Heating of vegetable oils could reduce their viscosity and hence improve the spray pattern of vegetable oil atomization that leads to improvement in engine performance. As the engine requires frequent maintenance, this is best suited for stationary engine application particularly in power generation and water pumping generator motor set applications rather than automotive engine application.
Experimental studies to evaluate the combustion, performance and emission characteristics of acetylene fuelled CI engine
Published in International Journal of Ambient Energy, 2022
The objective of this current study is to inspect the effect of inducting acetylene at a variable flow rate in a customised diesel engine on the combustion, emission and performance features. Finally, the outcomes of the experimentation trials were compared to baseline diesel. A large number of CI engines need to be replaced due to strong emission laws. Hence, the author believes if these obsolete engines will be converted to run-on dual fuel engine utilising acetylene as primary fuel, it could prolong the life of outdated CI engines. Moreover, it can reduce machinery scrap/wastage and may lead to healthier and sustainable development of any society. For the experimental work, the author has changed the CAF8 stationary engine manufactured by Kirloskar to DFE with minor adjustment. The detailed working conditions of the selected engine setup are specified in Table 3.
Hydroxy gas enriched diesel fuel investigations on homogenous charge compression ignition engine with change in injector opening pressure
Published in Petroleum Science and Technology, 2022
Nikhil Aniruddha Bhave, Mahendra M. Gupta, Sandeep S. Joshi
The experiments were conducted at ambient conditions of 320 K and 1.012 bar. The energy share of hydroxy gas varied from 3.48% to 16.66%. The above engine was first allowed to warm up for almost 30 min till the lubricant temperature reached a certain constant value. Baseline readings were taken at 45 bTDC fuel injection time at 250 bar injector opening pressure and load varied from 0, 25%, 50%, and 75% with diesel fuel. The next test was conducted at the same condition with hydroxy gas was added at a constant flow rate of 200 ml/min. For further tests, fuel injection timing was fixed at 45 bTDC and injector opening pressure was varied from 300, 400, 500, and 600 bar with diesel fuel. Hydroxy gas was added to diesel fuel at 45 bTDC and varying injector opening pressure from 300 to 600 bar. Thus, a comparison was made between the early injection strategy adopted with diesel fuel and diesel fuel mixed with hydroxy gas with varying injector opening pressures. The readings were taken on a stationary engine at 1500 RPM. The intake air temperature and airflow rates were held constant during the conduction of all tests. Figure 3 shows the methodology adopted during the experimental work.
Robustness analysis of dual actuator EGR controllers in marine two-stroke diesel engines
Published in Journal of Marine Engineering & Technology, 2020
The engine is modeled following an MVEM approach (Eriksson and Nielsen 2014), where the dynamics are given by the filling and emptying of the different control volumes together with the turbocharger speed dynamics. Figure 1 contains a diagram of the modeled engine. The rectangles represent the control volumes with its corresponding states inside. The main mass flows are written in the diagram together with the control inputs. The MVEM is implemented in Simulink, and it has 41 states and 10 control inputs. Note that the mass fractions, X, contain one state for each of the four considered species, i.e. . The complete ship model is completely described, parameterised and validated using real ship measurement data in Llamas and Eriksson (2019). The model captures the stationary engine operation for a wide span of engine loads well, from 10% to 90%, both with and without the EGR system activated. The stationary relative errors are in general under 3.35% for both estimation and validation data which is a good indication of model accuracy.