ORCID Profile
0000-0002-5163-4762
Current Organisation
Deakin University
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Publisher: Elsevier BV
Date: 09-2017
Publisher: MDPI AG
Date: 31-05-2020
DOI: 10.3390/APP10113839
Abstract: Presented in this paper is an in-depth analysis of the impact of engine start during various stages of engine warm up (cold, intermediate, and hot start stages) on the performance and emissions of a heavy-duty diesel engine. The experiments were performed at constant engine speeds of 1500 and 2000 rpm on a custom designed drive cycle. The intermediate start stage was found to be longer than the cold start stage. The oil warm up lagged the coolant warm up by approximately 10 °C. During the cold start stage, as the coolant temperature increased from ~25 to 60 °C, the brake specific fuel consumption (BSFC) decreased by approximately 2% to 10%. In the intermediate start stage, as the coolant temperature reached 70 °C and the injection retarded, the indicated mean effective pressure (IMEP) and the brake mean effective pressure (BMEP) decreased by approximately 2% to 3%, while the friction mean effective pressure (FMEP) decreased by approximately 60%. In this stage, the NOx emissions decreased by approximately 25% to 45%, while the HC emissions increased by approximately 12% to 18%. The normalised FMEP showed that higher energy losses at lower loads were most likely contributing to the heating of the lubricating oil.
Publisher: Elsevier BV
Date: 08-2015
Publisher: Elsevier BV
Date: 06-2021
Publisher: Elsevier BV
Date: 2012
Publisher: American Chemical Society (ACS)
Date: 08-02-2013
DOI: 10.1021/ES3035208
Abstract: Compression ignition (CI) engine design is subject to many constraints, which present a multicriteria optimization problem that the engine researcher must solve. In particular, the modern CI engine must not only be efficient but must also deliver low gaseous, particulate, and life cycle greenhouse gas emissions so that its impact on urban air quality, human health, and global warming is minimized. Consequently, this study undertakes a multicriteria analysis, which seeks to identify alternative fuels, injection technologies, and combustion strategies that could potentially satisfy these CI engine design constraints. Three data sets are analyzed with the Preference Ranking Organization Method for Enrichment Evaluations and Geometrical Analysis for Interactive Aid (PROMETHEE-GAIA) algorithm to explore the impact of (1) an ethanol fumigation system, (2) alternative fuels (20% biodiesel and synthetic diesel) and alternative injection technologies (mechanical direct injection and common rail injection), and (3) various biodiesel fuels made from 3 feedstocks (i.e., soy, tallow, and canola) tested at several blend percentages (20-100%) on the resulting emissions and efficiency profile of the various test engines. The results show that moderate ethanol substitutions (~20% by energy) at moderate load, high percentage soy blends (60-100%), and alternative fuels (biodiesel and synthetic diesel) provide an efficiency and emissions profile that yields the most "preferred" solutions to this multicriteria engine design problem. Further research is, however, required to reduce reactive oxygen species (ROS) emissions with alternative fuels and to deliver technologies that do not significantly reduce the median diameter of particle emissions.
Publisher: MDPI AG
Date: 17-07-2020
DOI: 10.3390/SU12145749
Abstract: Engineering education has a key role to play in equipping engineers with the design skills that they need to contribute to national competitiveness. Product design has been described as “the convergence point for engineering and design thinking and practices”, and courses in which students design, build, and test a product are becoming increasingly popular. A sound understanding of product development and the implications associated with developing a product have been strongly linked to sustainability outcomes. This paper presents an evaluation of a new Master level engineering unit offered at Deakin University in product development technology. The unit allowed the students an opportunity to engage with the entire product development cycle from the initial idea to prototyping and testing through strategic assessment, which drove the unit content and student learning. Within this, students were also afforded an opportunity to explore resource usage and subsequent minimisation. Student evaluation surveys over two successive years found that students were responsive to this type of learning and appreciated the opportunity to do hands-on work. Improved student effort and engagement indicate that the students likely had better learning outcomes, as compared to traditionally taught units.
Publisher: Elsevier BV
Date: 05-2015
Publisher: American Chemical Society (ACS)
Date: 20-06-2017
Publisher: Elsevier BV
Date: 02-2017
Publisher: Elsevier BV
Date: 11-2016
Publisher: Elsevier BV
Date: 03-2020
Publisher: Elsevier BV
Date: 11-2017
Publisher: MDPI AG
Date: 05-02-2021
DOI: 10.3390/APP11041441
Abstract: This study aims to investigate the effect of the port injection of ammonia on performance, knock and NOx emission across a range of engine speeds in a gasoline/ethanol dual-fuel engine. An experimentally validated numerical model of a naturally aspirated spark-ignition (SI) engine was developed in AVL BOOST for the purpose of this investigation. The vibe two zone combustion model, which is widely used for the mathematical modeling of spark-ignition engines is employed for the numerical analysis of the combustion process. A significant reduction of ~50% in NOx emissions was observed across the engine speed range. However, the port injection of ammonia imposed some negative impacts on engine equivalent BSFC, CO and HC emissions, increasing these parameters by 3%, 30% and 21%, respectively, at the 10% ammonia injection ratio. Additionally, the minimum octane number of primary fuel required to prevent knock was reduced by up to 3.6% by adding ammonia between 5 and 10%. All in all, the injection of ammonia inside a bio-fueled engine could make it robust and produce less NOx, while having some undesirable effects on BSFC, CO and HC emissions.
Publisher: Elsevier BV
Date: 10-2019
Publisher: Elsevier BV
Date: 04-2020
Publisher: Elsevier BV
Date: 2014
Publisher: Springer Science and Business Media LLC
Date: 06-02-2018
DOI: 10.1038/S41598-018-19330-0
Abstract: The disposal of waste rubber and scrap tyres is a significant issue globally disposal into stockpiles and landfill poses a serious threat to the environment, in addition to creating ecological problems. Fuel production from tyre waste could form part of the solution to this global issue. Therefore, this paper studies the potential of fuels derived from waste tyres as alternatives to diesel. Production methods and the influence of reactor operating parameters (such as reactor temperature and catalyst type) on oil yield are outlined. These have a major effect on the performance and emission characteristics of diesel engines when using tyre derived fuels. In general, tyre derived fuels increase the brake specific fuel consumption and decrease the brake thermal efficiency. The majority of studies indicate that NOx emissions increase with waste tyre derived fuels however, a few studies have reported the opposite trend. A similar increasing trend has been observed for CO and CO 2 emissions. Although most studies reported an increase in HC emission owing to lower cetane number and higher density, some studies have reported reduced HC emissions. It has been found that the higher aromatic content in such fuels can lead to increased particulate matter emissions.
Publisher: Springer Singapore
Date: 2021
Publisher: MDPI AG
Date: 08-2020
DOI: 10.3390/EN13153931
Abstract: A comprehensive analysis of combustion behaviour during cold, intermediately cold, warm and hot start stages of a diesel engine are presented. Experiments were conducted at 1500 rpm and 2000 rpm, and the discretisation of engine warm up into stages was facilitated by designing a custom drive cycle. Advanced injection timing, observed during the cold start period, led to longer ignition delay, shorter combustion duration, higher peak pressure and a higher peak apparent heat release rate (AHRR). The peak pressure was ~30% and 20% and the AHRR was ~2 to 5% and ±1% higher at 1500 rpm and 2000 rpm, respectively, during cold start, compared to the intermediate cold start. A retarded injection strategy during the intermediate cold start phase led to shorter ignition delay, longer combustion duration, lower peak pressure and lower peak AHRR. At 2000 rpm, an exceptional combustion behaviour led to a ~27% reduction in the AHRR at 25% load. Longer ignition delays and shorter combustion durations at 25% load were observed during the intermediately cold, warm and hot start segments. The mass fraction burned (MFB) was calculated using a single zone combustion model to analyse combustion parameters such as crank angle (CA) at 50% MFB, AHRR@CA50 and CA duration for 10–90% MFB.
Publisher: Elsevier BV
Date: 10-2014
Publisher: Elsevier BV
Date: 12-2017
Publisher: Elsevier BV
Date: 09-2017
Publisher: Elsevier BV
Date: 12-2019
Publisher: Elsevier BV
Date: 09-2018
Publisher: Elsevier BV
Date: 04-2013
Publisher: Elsevier BV
Date: 10-2013
Publisher: Elsevier BV
Date: 10-2016
Publisher: Elsevier BV
Date: 11-2019
Publisher: Elsevier BV
Date: 12-2018
DOI: 10.1016/J.ENVPOL.2018.08.055
Abstract: Particle emission characteristics and engine performance were investigated from an auxiliary, heavy duty, six-cylinder, turbocharged and after-cooled diesel engine with a common rail injection system using spiked fuels with different combinations of sulphur (S) and vanadium (V) spiking. The effect of fuel S content on both particle number (PN) and mass (PM) was clearly observed in this study. Higher PN and PM were observed for fuels with higher S contents at all engine load conditions. This study also found a correlation between fuel S content and nucleation mode particle number concentration which have more harmful impact on human health than larger particles. The highest PN and PM were observed at partial load conditions. In addition, S in fuel resulted in higher viscosity of spiked fuels, which led to lower engine blow-by. Fuel V content was observed in this study, evidencing that it had no clear effect on engine performance and emissions. Increased engine load also resulted in higher engine blow-by. The lower peak of in-cylinder pressure observed at both pre-mixed and diffusion combustion phases with the spiked fuels may be associated with the lower energy content in the fuel blends compared to diesel fuel.
Publisher: MDPI AG
Date: 17-06-2019
DOI: 10.3390/EN12122306
Abstract: One of the most important sources of air pollution, especially in urban areas, is the exhaust emissions from passenger cars. New European emissions regulations, to minimize the gap between manufacturer-reported emissions and those emitted on the road, require new vehicles to undergo emission testing on public roads during the certification process. Outlined in the new regulation are specific boundary conditions to which the route on which the vehicle is driven must comply during a legal test. These boundary conditions, as they relate to the design and subsequent driving of a compliant route, are discussed in detail. The practicality of designing a compliant route is discussed in the context of developing a route on the Gold Coast in Queensland, Australia, in a prescriptive manner. The route itself was driven 5 times and the results compared against regulation boundary conditions.
Publisher: SAE International
Date: 08-04-2013
DOI: 10.4271/2013-01-1680
Location: United Kingdom of Great Britain and Northern Ireland
Location: Australia
Location: United Kingdom of Great Britain and Northern Ireland
No related grants have been discovered for Timothy Bodisco.