ORCID Profile
0000-0003-4758-507X
Current Organisation
University of South Australia
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Publisher: ASME International
Date: 21-10-2013
DOI: 10.1115/1.4025345
Abstract: High temperature diesel engine exhaust gas can be an important source of heat to operate a bottoming Rankine cycle to produce additional power. In this research, an experiment was performed to calculate the available energy in the exhaust gas of an automotive diesel engine. A shell and tube heat exchanger was used to extract heat from the exhaust gas, and the performance of two shell and tube heat exchangers was investigated with parallel flow arrangement using water as the working fluid. The heat exchangers were purchased from the market. As the design of these heat exchangers was not optimal, the effectiveness was found to be 0.52, which is much lower than the ideal one for this type of application. Therefore, with the available experimental data, the important geometric aspects of the heat exchanger, such as the number and diameter of the tubes and the length and diameter of the shell, were optimized using computational fluid dynamics (CFD) simulation. The optimized heat exchanger effectiveness was found to be 0.74. Using the optimized heat exchangers, simulation was conducted to estimate the possible additional power generation considering 70% isentropic turbine efficiency. The proposed optimized heat exchanger was able to generate 20.6% additional power, which resulted in improvement of overall efficiency from 30% to 39%. Upon investigation of the effect of the working pressure on additional power generation, it was found that higher additional power can be achieved at higher working pressure. For this particular application, 30 bar was found to be the optimum working pressure at rated load. The working pressure was also optimized at part load and found that 2 and 20 were the optimized working pressures for 25% and 83% load. As a result 1.8% and 13.3% additional power were developed, respectively. Thus, waste heat recovery technology has a great potential for saving energy, improving overall engine efficiency, and reducing toxic emission per kilowatt of power generation.
Publisher: SAE International
Date: 03-04-2018
DOI: 10.4271/2018-01-0376
Publisher: Elsevier BV
Date: 05-2005
Publisher: Elsevier BV
Date: 12-2009
Publisher: Elsevier BV
Date: 03-2008
Publisher: SAE International
Date: 23-07-2007
DOI: 10.4271/2007-01-2041
Publisher: Elsevier BV
Date: 02-2019
Publisher: SAE International
Date: 08-04-2013
DOI: 10.4271/2013-01-1639
Publisher: SAE International
Date: 08-04-2013
DOI: 10.4271/2013-01-0867
Publisher: Elsevier BV
Date: 02-2019
Publisher: Elsevier BV
Date: 10-2012
Publisher: Elsevier BV
Date: 09-2013
Publisher: American Society of Mechanical Engineers
Date: 13-11-2015
Abstract: The heat from the exhaust gas of diesel engines can be an important heat source to provide additional power and improve overall engine efficiency. Studies related to the applications of recoverable heat to produce additional power using separate Rankine cycle are scare. To recover heat from the exhaust of an engine, an efficient heat exchanger is necessary. For this type of application, the heat exchangers are needed to be designed in such a way that it can handle the heat load with reasonable size, weight and pressure drop. In this project, experiments were conducted to measure the exhaust heat available from a 40 kW diesel generator at different loads. Shell and tube heat exchangers were purchased and installed into the engine. The performance of the heat exchangers using water as the working fluid was then conducted. With the available data, computer simulation was carried out using CFD software CFX to improve the design of the heat exchangers. Geometric variables including length, number and diameter of tubes, and baffle design were all tested separately. Upon investigating how these parameters influenced the heat exchangers’ effectiveness, optimum design of shell and tube heat exchangers was proposed. The proposed heat exchangers were manufactured and experiment was conducted. Two heat exchangers were used to generate superheated steam. These two heat exchangers were arranged in two orientations namely, series and parallel. The proposed heat exchanger was able to produce 2.71 kW additional power using water as the working fluid at an optimum working pressure of 15 bar using parallel arrangement. It was found that parallel arrangement generated 10% more additional power than the series arrangement.
Publisher: SAE International
Date: 14-04-2020
DOI: 10.4271/2020-01-0890
Publisher: Elsevier BV
Date: 11-2013
Publisher: Elsevier BV
Date: 07-2022
Publisher: Penerbit UTM Press
Date: 20-08-2015
DOI: 10.11113/JT.V75.5217
Abstract: Biodiesel is expected to become the main alternative fuel for transportation purposes in the coming future as a result of the recession of crude oil. The main advantage that makes biodiesel the first choice as a substitute for petroleum-based fuel is that biodiesel can be used in a compression ignition engine (CI) with minor modification. Unfortunately, with biodiesel, the engine experiences reductions in power and torque, and increases in fuel consumption and carbon deposits inside the combustion chamber mainly due to lower calorific value and heavier molecules present in the biodiesel. One of the solutions to minimize this problem is to increase the in-cylinder air motion and use this to break up the heavier molecules and mix these molecules with air. To achieve this, a high turbulent flow is required inside the cylinder. This paper presents the model of the Guide Vane Swirl and Tumble Device (GVSTD) to develop an organized in-cylinder turbulent flow. The basic model of GVSTD consists of simple fins imposed inside the intake system. Through computer simulations, the results of air flow characteristics are compared with a conventional intake system. The height of GVSTD vanes was varied at 25%, 50% and 75% of the intake runner radius. The results show that in-cylinder velocity, turbulence kinetic energy and absolute pressure at the start of the injection increase around 41%, 6% and 3%, respectively more than the ordinary system which is expected to improve the mixing of biodiesel and air resulting in better combustion.
Publisher: SAE International
Date: 14-04-2020
DOI: 10.4271/2020-01-0336
Abstract: class="section abstract" class="htmlview paragraph" Fast consumption of fossil fuels is demanding researchers to find few potential alternative fuels that meet sustainable energy demand in the near future with least environmental impact. Future energy system needs to be cost-efficient, renewable, and safe to handle. Biodiesel is expected to be the future energy source that meets all the environmental norms. The use of biodiesel in Internal Combustion (IC) engines represents an alternative clean energy source compared to hydrocarbon fuels that generate emissions such as carbon dioxide (CO sub /sub ), carbon monoxide (CO), nitrogen oxides (NO sub X /sub ), Sulfur Oxides (SO) and particulate matters (PM). This paper describes the importance of Palm Oil Diesel (POD) as an alternative fuel source for diesel engines. Simulations are carried out with ANSYS FORTE software with POD. The engine chosen is a 26-kW diesel-gen-set. The engine geometry is drawn in SOLIDWORKS using dimensions of the actual diesel engine. Then, the geometry is imported in ANSYS FORTE and simulations are carried out with diesel and compared with the experimental data which shows around 97% accuracy. Then, a CHEMKIN file is created to use POD in ANSYS FORTE. Thereafter, simulations are carried out with POD with standard engine settings and compared with diesel. The engine performances are lower with POD due to lower calorific value, higher viscosity, higher density and heavier molecules present in POD. POD has a higher cetane number which is beneficial from the combustion point of view. In-cylinder pressure, temperature and accumulated heat release vs. crank angle are plotted to find out the combustion characteristics of POD and compared with diesel. The liquid and vapor penetration length, droplet size and mass are also plotted and compared with diesel. / /
Publisher: MDPI AG
Date: 13-06-2018
DOI: 10.3390/EN11061545
Publisher: Elsevier BV
Date: 2010
Publisher: Elsevier BV
Date: 2013
Publisher: American Society of Mechanical Engineers
Date: 11-11-2019
Abstract: Bone drilling is an important step in orthopedic surgeries for the reconstruction and repair of fractured bones. The main concern in bone drilling is to create holes without causing minimum damage to the bone tissues. It is well reported that high temperature and high force in drilling cause bone thermal necrosis leading to the delayed bone healing and implant failure. In the past, a significant amount of research has been conducted to understand and mitigate the issues in bone drilling. However, the current practice in bone drilling is that medical surgeons still rely on their own experience and feeling, which often causes unwanted damage to the bone. The present paper aims to provide a comprehensive review of surgical bone drilling and impending factors affecting drilling and biological performance of the bone. Current protocols and practices in tackling issues around drilling are discussed and assessed in terms of results obtained in both experimental and computational domains. This pragmatic discussion will signify the importance and challenges ahead in empowering medical surgeons to enable improved surgical outcome. Furthermore, the findings of this extensive review are expected to drive further exploration of new opportunities for developing advanced bone drilling system integrated with intelligent sensors and control technology.
Publisher: Elsevier BV
Date: 08-2008
Publisher: American Society of Mechanical Engineers
Date: 13-11-2015
Abstract: Diesel engine can be run with renewable biodiesel which has the potential to supplement the receding supply of crude oil. Use of biodiesel in diesel engines can also reduce harmful emissions of CO, unburned HC and particulates. As biodiesel possess similar physiochemical properties to diesel, most diesel engines can be run with biodiesel with minimum modifications. However, the viscosity and calorific values of biodiesel are higher and lower, respectively than diesel which will affect the performance of diesel engine run with biodiesel. Use of 100% biodiesel in diesel engines shows inferior performance of having lower power and torque. Guide vanes into the intake runner to improve the in-cylinder airflow characteristic to break down higher viscous biodiesel is the aim of this research. This is expected to improve the air-fuel mixing resulting better combustion. The experimental results of biodiesel run in a diesel-gen set showed that break specific fuel consumption reduced in between 0.90 and 1.77% with vane numbers of 3 to 5. In regards to emissions, CO reduced in the range 0.05 and 8.78%, CO2 reduced in the range of 0.82 and 1.75%, and HC in the range of 1.19 and 7.49% with vane numbers of 3 to 5. Interestingly, most improvements were found with the vane numbers of 4.
Publisher: AIP Publishing
Date: 2021
DOI: 10.1063/5.0037543
Publisher: Elsevier BV
Date: 2015
Publisher: Elsevier BV
Date: 02-2019
Publisher: Elsevier BV
Date: 02-2010
Publisher: SAGE Publications
Date: 12-2002
DOI: 10.1243/095440702762508245
Abstract: As with other vegetable oils, the high viscosity of waste cooking oil (WCO) poses some challenges to engine operation. One of them is filter clogging. In this research, it was found that heating to above 55°C was effective in preventing clogging. However, the head loss across the filter was about 6 times higher than that of diesel. Generally, the lower calorific values of vegetable oils are held responsible for the reduction in maximum power of the engine. While running with WCO, the maximum power of the engine was reduced by 10.9 per cent from that with diesel. Raising the fuel tank level and iding the flow through two filters to compensate for the higher head loss across the filter reduced the maximum power loss to 5.0 and 8.8 per cent respectively. Therefore, higher head loss in the filter is also responsible for the loss of maximum power. In terms of combustion, WCO had a shorter ignition delay compared with diesel, resulting in a less intense premixed combustion phase. The CO and NO emissions were on the average 8.4 and 16.2 per cent higher than those for diesel.
Publisher: SAE International
Date: 28-03-2017
DOI: 10.4271/2017-01-0123
Publisher: SAE International
Date: 11-04-2023
DOI: 10.4271/2023-01-0890
Abstract: class="section abstract" class="htmlview paragraph" Because of the negative impacts of pollutions on us and our surroundings, it is important to measure the magnitude of emissions in metropolitan areas where the emission concentrations are highest. The Mesoscale approach was used for probabilistic emission inventory. The traffic volume data for each road link were required and collected from the Victoria state road traffic authority for further calculation for different Euro standards in different vehicle categories. The pollutants studied in this paper are nitrogen oxides (NO sub X /sub ), carbon monoxide (CO), and particulate matter (PM), as transportation-induced emissions constitute the principal source of city pollution. This paper examined the deterministic modelling and stochastic modelling approaches for estimating on-road emissions. The Monte Carlo simulation approach was applied for stochastic modelling. Estimated emissions were calculated using a deterministic approach for various road links, which were 79,000 g/km Carbon Monoxide (CO) for light private vehicles for a particular road link, but when the emissions for the same link were calculated using stochastic modelling, the emission estimated were around 82,000 g/km Carbon Monoxide (CO). This paper also analyzed different scenarios and future scenarios. When a 21% growth (in the year 2030) in vehicle registration is expected, considering the current growth trend, a 17% increase in CO emission is estimated in all vehicle categories. Different scenarios were analyzed assuming 50% of euro 3 vehicles were replaced by euro 5 (by the year 2020), then there would be a 34% reduction in CO emission for the same road link, which is 31,191 g/km less. / /
Publisher: Elsevier BV
Date: 07-2022
Publisher: SAE International
Date: 03-04-2018
DOI: 10.4271/2018-01-0380
Publisher: Linköping University Electronic Press
Date: 03-11-2011
DOI: 10.3384/ECP11057764
Publisher: Elsevier BV
Date: 12-2014
Publisher: Elsevier BV
Date: 07-2001
Publisher: SAE International
Date: 28-03-2017
DOI: 10.4271/2017-01-1292
Publisher: SAE International
Date: 04-2014
DOI: 10.4271/2014-01-0677
Publisher: MDPI AG
Date: 22-05-2019
DOI: 10.3390/EN12101964
Abstract: Physico-chemical properties of microalgae biodiesel depend on the microalgae species and oil extraction method. Dioctyl phthalate (DOP) is a clear, colourless and viscous liquid as a plasticizer. It is used in the processing of polyvinyl chloride (PVC) resin and polymers. A new potential biofuel, hydrothermally liquefied microalgae bio-oil can contain nearly 11% (by mass) of DOP. This study investigated the feasibility of using up to 20% DOP blended in 80% diesel fuel (v/v) in an existing diesel engine, and assessed the performance and exhaust emissions. Despite reasonable differences in density, viscosity, surface tension, and boiling point, blends of DOP and diesel fuel were found to be entirely miscible and no separation was observed at any stage during prolonged miscibility tests. The engine test study found a slight decrease in peak cylinder pressure, brake, and indicated mean effective pressure, indicated power, brake power, and indicated and brake thermal efficiency with DOP blended fuels, where the specific fuel consumption increased. This is due to the presence of 16.4% oxygen in neat DOP, responsible for the relatively lower heating value, compared to that of diesel. The emission tests revealed a slight increase in nitrogen oxides (NOx) and carbon monoxide (CO) emissions from DOP blended fuels. However, particulate matter (PM) emissions were lower from DOP blended fuels, although some inconsistency in particle number (PN) was present among different engine loads.
Publisher: American Society of Mechanical Engineers
Date: 15-11-2013
Abstract: The purpose of this study was to investigate the effect guide vane swirl and tumble device (GVSTD) on the in-cylinder airflow particularly to generate turbulent kinetic energy (TKE) and velocity inside the combustion chamber and around fuel injected region. High velocity and TKE would accelerate the evaporation, diffusion and mixing processes of CI engines, particularly when alternative fuels of higher viscosity and density (known as HVF — higher viscous fuel) are used. A verified simulation base model was prepared by the SolidWorks software and analysed using ANSYS software to study the reference data of the resulting in-cylinder airflow characteristics. Then GVSTD models were developed and imposed on the intake runner of the base model. The parametric optimization technique was used to find the optimum number of vanes for the GVSTD model. This was done by preparing 10 GVSTD models with the vane number varied from 3 to 12. The models were then tested on the base model in idually. Generally, GVSTD improve in-cylinder TKE and velocity. Additionally, this research found that GVSTD with 3 vanes resulted in an improved TKE and velocity of about 6.3% and 10.4% respectively when compared to the base model. Therefore, it may be said that the use of GVSTD can increase the chances to improve the performance of a CI engine and reduce the emission when run on HVF.
Publisher: SAGE Publications
Date: 03-2002
Abstract: The use of waste cooking oil (WCO) as an alternative to diesel in engines has advantages from both economic and environmental standpoints. Typical of vegetable oils, WCO has a higher viscosity, leading to a general perception that its use is likely to have an adverse effect on the fuel injection system and consequent combustion process. In the present investigation, tests were carried out to determine engine performance and combustion analysis as well as emissions for both WCO and diesel. It was observed that because of the shorter ignition delay the premixed combustion phase of WCO was less intense than that of diesel. However, because of the corresponding smaller combustion volume, the peak pressures were on average 1.5 bar higher and occurred 1.1°-3.8° earlier than for diesel. This early peaking characteristic requires careful attention to ensure that, while running with WCO, the peak pressure takes place marginally after top dead centre for efficient operation. In terms of emissions of CO, NO and SO 2 , the level was higher for WCO compared with diesel.
Publisher: Elsevier BV
Date: 05-2022
Publisher: Elsevier BV
Date: 11-2002
Publisher: MDPI AG
Date: 10-02-2022
DOI: 10.3390/FUELS3010007
Abstract: The use of renewable biodiesel fuel in diesel engines can reduce the demand for depleting fossil fuels and reduce harmful emissions to the environment. In this research, an engine simulation is conducted using ANSYS Forte software, which allows for visualization of the spray inside the combustion chamber. The results show that biodiesel has higher liquid and vapor penetration lengths, higher droplet mass and diameter, and a longer breakup length. Molecular images of fuel molecules show that the temperature of biodiesel molecules is 141 °C lower than diesel molecules at 709 degree crank angle (°CA). These characteristics result in an extended evaporation time for biodiesel, consequently leading to poorer performance. Additionally, increased penetration length can lead to carbon deposits inside the combustion chamber. Therefore, such inefficiencies of biodiesel spray properties lead to lower combustive performance than diesel. In terms of performance, on average, biodiesel produces 16.9% lower power and 19.9% higher brake specific fuel consumption. On average, the emissions of CO, CO2, and HC of biodiesel are 17.8%, 3.41%, and 23.5% lower and NOx is 14.39% higher than the corresponding values obtained for pure diesel, respectively. In-cylinder combustion analyses show that the peak pressure of biodiesel is 0.5 MPa lower, the peak cycle temperature is 36 °C lower, the ignition delay is 4 °CA longer, the peak heat release rate is 16.5 J/deg. higher, and the combustion duration is 5.96 °CA longer compared to diesel combustion.
Publisher: SAE International
Date: 03-04-2018
DOI: 10.4271/2018-01-1369
Publisher: ASME International
Date: 23-04-2021
DOI: 10.1115/1.4050567
Abstract: Internal losses in motor windings and cores result in unwanted heat. According to International Energy Agency, majority of motors in service today are AC induction motors between 0.75 and 375 kW. For these motors, internal losses (heat) are conducted to the surrounding environment by internal conduction to the casing and then to the surrounding environment by convection. For small motors of up to 5 kW, the cores are mounted in a simple round housing and as they get larger the housings are ribbed and external fans are installed. Motors are designed assuming an environmental maximum temperature of 40 °C and with a hot spot allowance of 10 °C can withstand up to 155 °C (class F) at the winding position. However, due to changes in environmental temperatures, system voltage variations and harmonics, winding temperatures often exceed this limit. Consequently, this range of motors last only approximately 3 years. This paper investigates the possible application of thermoelectric cooler (TEC) to increase the heat flow from the core to reduce the temperature at the winding position, potentially providing longer insulation and motor life. For small motors, they can be simply attached to the outer surface. For larger motors with frames incorporating cooling ribs, they could be installed between the cores and the frames. The experimental results found that the application of TEC reduces the winding temperatures by 25.4%. Ability to incorporate this technology allows the opportunity to add a controlled device that can reduce temperatures at the windings when the temperatures exceed normal ratings.
Publisher: American Society of Mechanical Engineers
Date: 11-11-2016
Abstract: Biodiesel has physiochemical properties similar to diesel fuel and it is renewable. It can be used in diesel engines with no or minor modifications. If biodiesel can be produced from renewable sources such as vegetable or other sources, the CO2 emission produced from the engine running on biodiesel can be consumed by the source itself. Then, the net production of CO2 emission in the atmosphere will be zero. However, the viscosity and density of biodiesel are higher than diesel fuel. These inferior properties make biodiesel less prone to evaporate, diffuse and mix with in-cylinder air resulting in inferior combustion and lower engine performance than diesel fuel. If the in-cylinder air-turbulence inside the combustion chamber can be increased, then this will probably enhance the higher viscous and lesser volatile biodiesel to evaporate faster and mix with air better resulting in better performance. Therefore, in this research, guide vanes were installed into the intake runner to increase the in-cylinder air turbulence especially during the injection period. Five guide vanes with the angles of 25°, 30°, 35°, 40° and 45° were fabricated and tested. The vanes were tested on a diesel-gen-set and run with 100% biodiesel. Based on the experimental results, the vane angle of 35° was found to be optimum as this vane angle showed the highest reductions of break specific consumption, CO and HC by 1.77%, 8.78% and 7.5%, respectively compared to the run with biodiesel without vanes. The other vanes showed lower improvements. Therefore, this research concludes that the improvement of in-cylinder air-turbulence can enhance the engine performance with higher viscous biodiesel.
Publisher: American Society of Mechanical Engineers
Date: 03-11-2017
Abstract: Wave tuning is a concept which increases the volumetric efficiency of a naturally aspirated engine by providing a scavenging effect to clear out residual gases and increase inflow of fresh charge. This paper analyses the effects of tuning pulsating sonic wave produced over a broad range of speeds in the exhaust manifold of a single cylinder 510 cc SI engine, on the power and torque of the engine. 1-D model of the engine is modeled using Ricardo Wave. The simulation results obtained through the parametric analysis are compared with the standard data provided by the engine testing. On average, 7% increase in torque and 6% increase in power are observed by continuously varying exhaust pipe length. While continuously varying exhaust pipe diameter, 6% increase in torque and power is observed. When combined together, the continuously varying exhaust pipe length and diameter produce 8.5% increased torque and 9% increased power, respectively.
Publisher: ASME International
Date: 24-05-2016
DOI: 10.1115/1.4033509
Abstract: This research investigated the effect of guide vanes into the intake runner of a diesel engine run with higher viscous biodiesel to enhance the in-cylinder intake airflow characteristics. First, simulation of an internal combustion engine base model was done. Guide vanes of various lengths were developed and imposed into the intake runner to investigate the airflow characteristics. Based on the simulation results, five guide vanes models of 8, 10, 12, 14, and 16 mm length were constructed and tested on a compression ignition (CI) engine run with biodiesel. According to the experimental results of engine performance and emissions, it was found that guide vanes of 12 mm length showed the highest number of improvements with 14 mm and 10 mm length showed the second and third highest number of improvements, respectively. Therefore, this research concluded that guide vanes successfully improved the in-cylinder air flow characteristics to improve the mixing of higher viscous biodiesel with air resulting in better performances of the engines than without vanes.
Publisher: MDPI AG
Date: 17-10-2022
DOI: 10.3390/EN15207659
Abstract: This paper explores the application of thermoelectric cooler/heater (TEC) modules (Peltier heat pumps devices) to control core and winding temperatures, aiming to reduce the effects of thermal cycling and moisture issues that affect the life of electrical machines. Electrical windings in a motor will fail for a variety of reasons, and a major contributor to adverse effects of a motor’s life is humidity. Due to thermal cycling, air containing moisture is drawn into a motor through a variety of access points such as terminal boxes, bearings, end covers and mounting systems. Even spare or replacement motors specially stored in heated spare equipment stores suffer from moisture ingress because of normal daily temperature changes. The better a machine can be kept warm, the less it is affected by moisture and the effects of mechanical stresses from cycling temperatures. A series of experiments were conducted, whereby a TEC was attached to a section of motor core and was set up to pump heat into the core segment. The thermal properties of the core material and the capacity to control winding temperatures along the core in specific locations and over time was measured. The results of this research demonstrate that the temperature of the motor can be tightly controlled, thus enabling the reduction of the effects of moisture, and reducing core and winding temperature differences. This has a positive influence in reducing the thermal stresses, which will result in improved insulation life and machine reliability.
Publisher: SAE International
Date: 11-04-2023
DOI: 10.4271/2023-01-0944
Abstract: class="section abstract" class="htmlview paragraph" The waste heat recovery (WHR) system appears to lower overall fuel consumption of the engine by producing additional power and curtailing greenhouse emissions per unit of power produced. In this project, a 25.5 kW diesel engine is used and simulated, which has an exhaust temperature of about 470°C. During optimization of the heat exchangers, the overall weight of the heat exchangers is kept low to reduce the final cost. Additionally, the overall pressure drops across the superheater, boiler, and economiser are kept at around 200 kPa to expel the exhaust gas into the atmosphere easily. To accomplish high heat-transfer across the heat exchangers, the pinch temperature of the hot and cold fluids is kept above 20°C. In this project, under the design constraints and available heat at the exhaust gases, the WHR system has enhanced the power and reduced the break specific fuel consumption by around 6.2% and 5.8%, respectively at 40 bar pressure. The maximum net power produced is around 1.5 kW at 40 bar steam pressure. All thermodynamic equations have been set up and solved with the help of Engineering Equation Solver (EES) software to meet the manufacturer’s requirements such as the length of heat exchangers, the number of the tubes and rows, and the gap between the tubes, thickness of tubes, and materials. In the last, the cost of all required components is considered. The cost of the entire WHR system is calculated at around $14,220 and the payback period is around 4 years and 5 months. / /
Publisher: OMICS Publishing Group
Date: 2014
Publisher: Elsevier BV
Date: 11-2013
Publisher: Elsevier BV
Date: 05-2000
Publisher: American Society of Mechanical Engineers
Date: 03-11-2017
Abstract: The momentum of exhaust gas flowing out of the valve creates a pressure wave which can have a positive effect on the evacuation of gases. This concept is known as wave tuning, utilizes the sub-atmospheric pressure waves in the runner to evacuate more exhaust gases. When tuned precisely by varying length and/or exhaust valve timing in such a way that the wave returns in accordance to the exhaust valve opening, it creates a scavenging effect and this improves the engine performance. In this research both exhaust runner length and valve duration have been changed to arrive the sub-atmospheric wave at exhaust valve to improve the performance of the engine using Ricardo WAVE software. It was found that varying the exhaust valve timing managed to improve the torque by 1–3% at different rpm. However, varying both length and timing improved the toque 7–10% at lower speed and 3–6% at higher rpm.
Publisher: Elsevier BV
Date: 2014
Publisher: Elsevier BV
Date: 2014
Publisher: SAE International
Date: 04-2014
DOI: 10.4271/2014-01-0661
Publisher: Elsevier BV
Date: 07-2010
Publisher: SAE International
Date: 02-04-2019
DOI: 10.4271/2019-01-0771
Publisher: Elsevier BV
Date: 03-2020
Publisher: Elsevier BV
Date: 07-2014
Publisher: AIP Publishing
Date: 2023
DOI: 10.1063/5.0118351
Publisher: Elsevier BV
Date: 06-2004
Publisher: American Chemical Society (ACS)
Date: 15-10-2009
DOI: 10.1021/EF900452Q
Publisher: Elsevier BV
Date: 09-1996
Publisher: American Society of Mechanical Engineers
Date: 11-11-2019
Abstract: Due to skyrocketing fuel price and demand, engine manufacturers and researchers have been thriving to find alternative sources of fuel for internal combustion engines. Biodiesel and vegetable-based fuels are prospective substitutes for petro-diesel fuel for compressions ignition (CI) or diesel engines, and favourable over petro-diesel fuel in terms of sustainability and environmental friendliness. It is found from the literatures that higher viscous fuels (HVFs) and biodiesel fuels have substandard engine performance and emissions especially in the case of brake specific fuel consumption (BSFC), torque and NOx emissions compared to those of the engines using petro-diesel. This is mainly due to their higher viscosity and density as well as lower volatility and calorific value and thus, they are termed as higher viscous fuels. Furthermore, the higher viscosity and density of HVFs retard the combustion efficiency since HVFs are less prone to evaporate, diffuse and mix properly with the in-cylinder air. Based on these findings, researchers have put effort into improving the performance of CI engines running with HVFs. Generally, three techniques are very popular by the researchers, namely, blending the HVFs with petro-diesel (known as fuel blend), preheating the HVFs, and altering the injection strategy from the original engine-settings for petro-diesel operation. In this paper, a comprehensive review is presented on these techniques to improve the performance of CI engines run on HVFs.
Publisher: Elsevier BV
Date: 2022
Publisher: American Society of Mechanical Engineers
Date: 13-11-2015
Abstract: Technological evolution has sometimes surprising and unintended consequences. Diesel engine improved drastically over time. Superficially, this translated into transforming dirty, smoky diesel engines into very clean units. However, the particles emitted by the latest engines are a several orders of magnitude smaller and more numerous. They are known as Ultra-fine particles (UFP). When they are formed in the combustion process, their surface adsorbs and traps harmful chemicals that may end up being delivered, aspired and harming humans, animals and plants. Over 40 mutagenic and carcinogenic chemicals are present in diesel exhaust particulates. Existing ceramic type filter for diesel engines, known as diesel particulate filter (DPF), is used to reduce both particulate matter (PM) number and mass concentration. The main disadvantages of DPF are cost, clogging of the filters and mechanical cracking during regeneration which causes them to fail. Alternative to DPF, devices made of metallic materials known as flow through filters (FTF) have become promising PM emission control devices. FTF have low pressure drop and less complex structure compared to DPF, but PM reduction efficiencies much lower than DPF. FTF with corona charging upstream of the filter to charge PM and imposing an electrostatic field onto the FTF to capture the PM is another alternative to DPF. This is known as electrostatic diesel particulate matter filtration system (EDPS). The EDPS has 40% more efficiency than FTF, but 10% less than DPF. This paper presents a thorough literature review on emissions, distribution of particles, their evolution and effects on health in the last 4 decades across spark ignited and compression ignited engines. The paper also discusses the characteristic and evolution of DPF, FTP and EDPS to capture diesel particles.
Publisher: SAGE Publications
Date: 2004
DOI: 10.1243/095440704322829209
Abstract: For a diesel engine, injection timing is a major parameter that sensitively a ects the engine performance, emission and durability. The physical and chemical properties of vegetable oils are known to be different from those of diesel. This study examines the changes in the behaviour of waste cooking oil (WCO) with changes in injection timing of a direct injection (DI) diesel engine, compared with those of diesel. The aspects taken into consideration were the effects of injection timing on combustion, performance and emissions. The results reveal that WCO and diesel responded identically to injection timing changes. To reduce NO x emission, one of the methods is to retard the injection timing from MBT timing. The engine used in this research follows this technique and had its original injection timing set at 15° before top dead centre (BTDC). With injection timing advanced by 4°, the engine produced better e ciency by 1.6 per cent for WCO and by 1.1 per cent for diesel, reduced CO emission, by averages of 9.9 per cent for WCO and 44.9 per cent for diesel, but su ered increased NO emission of 76.6 per cent for WCO and 91.4 per cent for diesel. In all instances, WCO had shorter ignition delays than diesel, but the ignition delay for WCO was more sensitive to load and injection timing than that for diesel. The test engine could run on WCO with the original injection timing, and altering the timing could result in a trade-o between performance and emission.
Publisher: American Society of Mechanical Engineers
Date: 03-11-2017
Abstract: Naturally aspirated internal combustion (IC) engines with a fixed intake assembly are generally tuned to produce an induction boost at a single engine speed by capitalizing the induction pressure waves only over a narrow speed range. This paper investigates the in idual and combined effects of varying intake runner length and intake valve timing on the performance parameters of an IC engine at engine speeds from 3000 rpm to 9000 rpm. The 1-D model of the KTM SI engine built for simulations in Ricardo Wave software is validated with 98% accuracy against experimental test results. The performance parameters thus obtained, as a combined effect, show an average improvement of 7.02% throughout the engine’s speed range. With the co-existence of variable length intake runners and variable intake valve opening timing, the required number of variations to boost the engine performance are found to be reduced making variable intake assembly more feasible.
Publisher: Elsevier BV
Date: 2015
Publisher: Trans Tech Publications, Ltd.
Date: 09-2013
DOI: 10.4028/WWW.SCIENTIFIC.NET/AMM.393.293
Abstract: Environmental issues and the depletion of worldwide crude oil sources have developed the requirement for an alternative fuel to power internal combustion engines. Vegetable oil, waste cooking oil and biodiesel are all renewable, environmentally sustainable and compatible with current Compression Ignition (CI) engines with little to no engine modification necessary. These fuels however have a higher viscosity than conventional petro-diesel and may be referred to as Higher Viscous Fuels (HVF). HVF have reduced in-cylinder combustion efficiency when compared with petro-diesel which reduces the engine performance in terms of output power, torque and fuel efficiency. A possible solution to the reduced efficiency is through the use of a Guide Vane Swirl and Tumble Device (GVSTD). This device when installed in front of the air intake manifold may produce improved air flow characteristics. This improves the efficiency of the evaporation processes and air-fuel mixing and therefore improves overall combustion efficiency. The effect of GVSTDs on in-cylinder air flow was studied using 3D Internal Combustion (IC) engine simulation under motored engine conditions. This was done using ANSYS-CFX. The base model engine was adapted from the Hino W04D model CI engine. The model throughout all simulations was run at a constant speed of 1500 rpm. There are four parameters to consider for GVSTD models vane length, vane height, vane angle and the number of vanes. For the purpose of this study, the vane height, vane angle and the number of vanes were maintained as constants leaving the vane length as the variable parameter. 11 GVSTD models were simulated each varying from 1.5 to 4.5 times the radius of the intake runner (R) in 0.3R increments. To analyze the air-flow characteristics, the maximum in-cylinder pressure, Turbulence Kinetic Energy (TKE) and velocity were measured. It was found that for the constant values for vane height, vane angle and the number of vanes of 0.2R, 35° twist angle and 4 perpendicularly-arranged respectively, the in-cylinder pressure, TKE and velocity were optimum for the vane lengths of 3.6 to 3.9 times R.
Publisher: Informa UK Limited
Date: 18-04-2016
Publisher: Elsevier BV
Date: 03-2015
Publisher: SAE International
Date: 03-04-2018
DOI: 10.4271/2018-01-1370
Publisher: American Society of Mechanical Engineers
Date: 03-11-2017
Abstract: Diesel exhaust particulate matter (PM) is deadly to humans, animals and plants so the future of diesel engine is uncertain. Alternative powered vehicles have major limitations and costly. Recent developments to limit PM emissions have significant disadvantages to the point where they cannot be considered to be reliable long term technical and economical solutions. Electrostatic filtration could be used together with existing filters or as a standalone system. The most popular method of decreasing PM emissions is by the use of ceramic diesel particulate filters which is not efficient at filtering ultrafine particulates. Electrostatic filtration is a promising approach which can capture ultrafine particulates which could be used in conjunction with ceramic DPFs, metallic flow through filters (FTF) or, ideally as a standalone system. Development of prototype electrostatic diesel particulate filtration systems (EDPS) requires reliable testing. Prototyping needs quick, repeatable and affordable results to validate theories and a solution had to be developed. This paper presents the development of the EDPS prototype testing procedures and equipment with preliminary test results. By repurposing proven test equipment for the use of exhaust s ling, a test rig and a repeatable procedure for testing prototype filters were developed with low initial and ongoing costs.
Publisher: SAGE Publications
Date: 09-2002
DOI: 10.1243/09544070260340871
Abstract: Short-term performance tests using crude palm oil (CPO) as fuel for a diesel engine showed CPO to be a suitable substitute, with a peak pressure about 5 per cent higher and an ignition delay about 3° shorter compared with diesel. Emissions of NO and CO were about 29 and 9 per cent higher respectively for CPO. However, prolonged use of CPO as fuel caused the engine performance to deteriorate. After 500 h cumulative running with CPO, the maximum power was reduced by about 20 per cent and the minimum brake specific fuel consumption (b.s.f.c.) was increased by about 26 per cent. Examination of the different parts after the engine was dismantled revealed heavy carbon deposits in the combustion chamber traces of wear on the piston rings, the plunger and the delivery valve of the injection pump slight scuffing of the cylinder liner and uneven spray from the nozzles. The affected parts were installed in a new identical engine one by one to evaluate the performance of each respectively. Tests revealed that the main reason for engine performance deterioration was ‘valve sticking’, caused by carbon deposits on the valve seats and stems. This resulted in leakage during the compression and power strokes and a reduced effective compression ratio and subsequently affected the power and fuel economy. Valve sticking alone contributed about 18 and 23 per cent to the deterioration in maximum power and minimum b.s.f.c. respectively.
Publisher: American Society of Mechanical Engineers
Date: 15-11-2013
Abstract: The heat from exhaust gas of diesel engines can be an important heat source to provide additional power and improve overall engine efficiency. Bottoming Rankine Cycle (RC) is one of the promising techniques to recover heat from the exhaust. One derivative of RC known as Organic Rankine Cycle (ORC) is also suitable for heat recovery for moderate and small size engines as the exhaust heat content and temperature of these engines are low. To recover heat from the exhaust of the engine, an efficient heat exchanger is necessary. In this current research, a shell and tube heat exchanger is optimized by computer simulation for two working fluids, water and HFC-134a. Two shell and tube heat exchangers were purchased and installed into a 40 kW diesel generator. The performance of the heat exchangers using water as the working fluid was then conducted. With the available data, computer simulation was carried out using CFD software ANSYS CFX14.0 to improve the design of the heat exchanger for both fluids. Geometric variables including length, number of tubes, and baffle design are all tested separately. Using the optimized heat exchangers simulation was conducted to estimate the possible additional power generation considering 80% isentropic turbine efficiency. The proposed heat exchanger was able to produce 11% and 9.4 % additional power using water and HFC-134a as the working fluid at maximum working pressure of 15 and 40 bar respectively. This additional power results into 12% and 11% improvement in brake-specific fuel consumption (bsfc) by using water and HFC-134a respectively. This indicates that besides water, organic fluids can also be a suitable option to recover heat from the exhaust of diesel engine.
Publisher: Elsevier BV
Date: 2015
Publisher: SAE International
Date: 03-04-2018
DOI: 10.4271/2018-01-1377
No related grants have been discovered for Saiful Bari.