• Journal of Advanced Marine Engineering and Technology
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• v.16 no.5
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• pp.97-110
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• 1992

Rape-seed oil has high viscosity and high rubber content like other vegetable oils. When crude rape-seed oil obtained by a general oil extraction process is used in a diesel engine, automization condition during injection is not good and a large amount of combustion product is doposited in a combustion chamber. The improvement of a diesel engine is required to use rape-seed oil as a diesel engine fuel. In this study, the physical and chemical properties and combustion characteristics of rape-seed oil were investigated. The auxiliary aid was developed to improve automization condition and the effect of the auxiliary injection aid on the performance of a diesel engine was determined. The results are as follows. 1) Oil content of rape-seed is 45%. The exraction rate is 33%. The resuls show higher values compared to those of other vegetable oils. 2) The viscosity of rape-seed oil is 50.8 cSt and nearly 14 times of diesel oil viscosity. 3) The heating value and flash point of rape-seed oil are 9720kcal/Kg and 318$^{\circ}C$, respectively. 4) In case rape-seed oil is used as fuel, brake horse power, specific fuel consumption and brake thermal efficiency are compared to those of diesel oil. The results of rape-seed oil show 3.6%, 12.7% and 3.1% higher values. 5) Particle size of injection fuel with the auxiliary injection aid on the performance of a diesel engine was determined. The results are as follows. 1) Oil content of rape-seed is 45%. The extraction rate is 33%. The results show higher values compared to those of other vegetable oils. 2) The viscosity of rape-seed oil is 50.8 cSt and nearly 14 times of diesel oil viscosity. 3) The heating value and flash point of rape-seed oil are 9720kcal/Kg and 318.deg.C, respectively. 4) In case rape-seed oil is used as fuel, brake horse power, specific fuel consumption and brake thermal efficiency are compared to theose of diesel oil. The results of rape-seed oil show 3.6%, 12.7% and 3.1% higher values. 5) Particle size of injection fuel with the auxiliary injection aids is 100.mu.m smaller than that od injection fuel without the aid. 6) Brake horse power and brake thermal efficiency with the auxiliary injection aid increase 5.07% and 6.07%, respectively. However, specific fuel consumption decreases 3.85% with the auxiliary injection aid.

• Journal of Biosystems Engineering
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• v.8 no.1
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• pp.38-46
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• 1983

This study was carried out to investigate the possibility of improving the performance of a kerosene engine with water addition. The engine used in this study was a single-cylinder, four-cycle kerosene engine with the compression ratio of 4.5. Water could be successfully added into the inlet manifold by an extra carburetor for the volumetric ratios of 5, 10, 20, and 30 percents. Variable speed tests at wide-open throttle were performed for five speed levels in the range of 1,000 to 2,200rpm for each fuel type. Volumetric efficiency and brake specific fuel consumption were determined, and brake thermal efficiency based on the lower heats of combustion of kerosene was calculated. To examine variation in fuel consumption, CO concentration, and cooling water temperature, part load tests were also performed. The results obtained are summarized as follow. (1) Brake torque increased almost in proportion to volumetric efficiency. But the ratio of increase in torque was greater than that of volumetric efficiency. Mean torque over the speed range of 1,000 to 2,200rpm increased 1, 3, 7, and 2 percents for 5, 10, 20, and 30 percents water addition, respectively. The increase in brake torque with water addition was greater at lower speeds. (2) Mean brake specific fuel consumption over the speed range of 1,000 to 2,200rpm decreased 1, 2, 3, and 3 percents for 5, 10, 20, and 30 percents water addition, respectively. (3) Mean temperature of cooling water over the speed range of 1,000 to 2,200rpm decreased 2, 4, 8, and 12 percents for 5, 10, 20, and 30 percents water addition, respectively. (4) The effects of decreasing CO concentration in the exhaust emissions with water addition were significant. At the speed range of 1,000 to 2,200rpm, CO concentration in the exhaust emissions decreased 2, 10, 23, percents for 5, 10, and 20 percents water addition, respectively. (5) Deposits were not discovered in the combustion chamber during the experiment. However, a little rust was formed in the water-supply carburetor.

• Journal of Energy Engineering
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• v.25 no.2
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• pp.29-36
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• 2016

In this study, diesel/natural gas dual-fuel engine was studied numerically using DoE method. The engine is CI engine for power generation and modelled by 1-D simulation GT-power. The combustion and emission characteristics were analyzed as a function of IVO, IVC and the ratio of natural gas to total fuel enegy. As the proportion of natural gas increases, the BSFC(Brake specific fuel consumption) is increased and BSNOx(Brake specific NOx) is decreased. If specific valve timing to improve the BSFC is applied to the engine, the BSFC is decreased by 1% and simultaneously BSNOx is decreased by 36%.

• Transactions of the Korean Society of Automotive Engineers
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• v.16 no.2
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• pp.43-48
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• 2008

The exhaust emissions of diesel engine are recognized as a major cause influencing environment strongly. In this study, the possibility of biodiesel fuel and oxygenated fuel(dimethoxy methane; DMM) was investigated as an alternative fuel for a naturally aspirated direct injection diesel engine. The smoke emission of blending fuel(biodiesel fuel 90vol-%+DMM 10vol-%) was reduced approximately 70% at 2500rpm, full load, in comparison with the diesel fuel. But, power, torque and brake specific energy consumption showed no significant differences. But, NOx emission of biodiesel fuel and DMM blended fuel increased compared with commercial diesel fuel due to the oxygen component in the fuel. It was needed a NOx reduction counterplan that EGR method was used as a countermeasure for NOx reduction. It was found that simultaneous reduction of smoke and NOx emission was achieved with BDF(95 vol-%) and DMM(5 vol-%) blended fuel and cooled EGR method(15%).

• Journal of Power System Engineering
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• v.9 no.4
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• pp.5-10
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• 2005

The effect of ultrasonic energy for diesel fuel and blend oil has been revealed in this paper. The experimental setup consisted of a high speed diesel engine with 4 cylinder, dynamometer and ultrasonic fuel feeding system. Ultrasonic energy was added to diesel fuel and blend oil, which is a blend of diesel fuel and rape-seed oil. As engine speed was changed, engine torque and power, brake specific fuel consumption and thermal efficiency were measured in detail. As the results, by adding ultrasonic energy to diesel fuel and blend oil, the engine performance was improved in range of the experiment. The effect of improvement on brake specific fuel consumption and thermal efficiency for blend oil is higher than that for diesel fuel. When ultrasonic energy was added to diesel fuel or blend oil, a rise in engine torque for diesel fuel was higher than that for blend oil, but the effect of ultrasonic energy was small. From these results, it may be desirable to add ultrasonic energy to blend oil for the use of blend oil to diesel engine.

• Journal of Advanced Marine Engineering and Technology
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• v.29 no.7
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• pp.722-728
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• 2005

In this paper, the effects of ethanol blended gasoline on emissions and their catalytic conversion efficiency characteristics were investigated in a multiple-point EFI gasoline engine, The results show that with the increase of ethanol concentration in the blended fuels, THC emissions were drastically reduced by up to thirty percent, And brake specific fuel consumption was increased, but brake specific energy consumption could be improved. However, unburned ethanol and acetaldehyde emissions increased. Pt/Rh based three-way catalysts were effective to reduce acetaldehyde emissions, but had low catalytic conversion efficiency for unburned ethanol. The effect of ethanol on CO and NOx emissions and their catalytic conversion efficiency had close relation to the engine's speed, load and air/fuel ratio. Furthermore fuels blended with thirty percent ethanol by volume could dramatically reduced THC CO and NOx emissions at idle speed.

• Transactions of the Korean Society of Automotive Engineers
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• v.19 no.1
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• pp.82-88
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• 2011

Lean combustion and exhaust emission characteristics in a ethanol fueled spark-ignited engine according to ethanol-gasoline fuel blending ratio were investigated. The test engine was $1591cm^3$ and 10.5 of compression ratio SI engine with 4 cylinders. In addition, lambda sensor system was connected with universal ECU to control the lambda value which is varied from 1.0 to 1.5. The engine performance and lean combustion characteristics such as brake torque, cylinder pressure and rate of heat release were investigated according to ethanol-gasoline fuel blending ratio. Furthermore, the exhaust emissions such as carbon monoxide (CO), unburned hydrocarbon (HC), nitrogen oxides ($NO_x$) and carbon dioxide ($CO_2$) were measured by emission analyzers. The results showed that the brake torque, cylinder pressure and the stability of engine operation were increased as ethanol blending ratio is increased. Brake specific fuel consumption (BSFC) was increased in higher ethanol blending ratio while brake specific energy consumption (BSEC) was decreased in higher ethanol blending ratio. The exhaust emissions were decreased as ethanol blending ratio is increased under overall experimental conditions, however, some specific exhaust emission characteristics were mainly influenced by lambda value and ethanol-gasoline fuel blending ratio.

• Journal of Biosystems Engineering
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• v.7 no.1
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• pp.53-61
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• 1982

As an attempt to reduce the consumption of petroleum resources and to improve the performance of a kerosene engine, a series of experiments was conducted using several kinds of ethanol-kerosene blends under the various compression ratios. The engine used in this study was a single-cylinder, four-cycle kerosene engine having a compression ratio of 4.5. To investigate the feasibility of ethanol-kerosene blends in the original engine, kerosene and blends of 5-percent, 10-percent, and 20-percent-ethanol, by volume, with kerosene were used. And to investigate the feasibility of improving the performance of the kerosene engine, a portion of the cylinder head was cut off to increase the compression ratio up to 5.0 by reducing the combustion chamber volume. Kerosene and blends of 30-percent and 40-percent-ethanol, by volume, with kerosene were used for the modified engine with an increased compression ratio. Variable speed tests at wide-open throttle were also conducted at five speed levels in the range of 1000 to 2200 rpm for each compression ratio and fuel type. Volumetric efficiency, engine torque, and brake specific fuel consumption were determined, and brake thermal efficiency based on the lower heating values of kerosene and ethanol was calculated. The results obtained in the study are summarized as follows: A. Test with the original engine: (1) No abnormal conditions were found when burning ethanol-kerosene blends in the original engine. (2) Volumetric efficiency increased with ethanol concentration in blends. When burning blends of 5-percent, 10-percent, and 20-percent ethanol, by volume, with kerosene, average volumetric efficiency increased 1.6 percent, 2.6 percent, and 4.1 percent respectively, than when burning kerosene. (3) Mean engine torque increased 5.2 percent for 5-percent-ethanol blend, 9.3 percent for 10-percent-ethanol blend, and 11.5 percent for 20-percent-ethanol blend than for kerosene. Increase in engine torque when using ethanol-kerosene blends was due to the improved combustion characteristics of ethanol as well as an increase in volumetric efficiency. (4) Up to ethanol concentration of 20 percent, mean brake specific fuel consumption was nearly constant inspite of the difference in heating value between ethanol and kerosene. (5) Brake thermal efficiency increased 0.3 percent for 5-percent-ethanol blend, 3.8 percent for 10-percent-ethanol blend, and 6.8 percent for 20-percent-ethanol blend than for kerosene. B. Test with the modified engine with an increased compression ratio: (1) When burning kerosene, mean volumetric efficiency, engine torque, and brake thermal efficiency were somewhat lower than for the original engine. (2) Engine torque increased 15.1 percent for 30-percent-ethanol blend and 18.4 percent for 40-percent-ethanol blend than for kerosene. (3) There was no significant difference in brake specific fuel consumption regardless of ethanol concentration in blends. (4) Brake thermal efficiency increased 15.0 percent for 30-percent-ethanol blend and 19. 5 percent for 40-percent-ethanol blend than for kerosene.

• Journal of Mechanical Science and Technology
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• v.15 no.10
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• pp.1442-1450
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• 2001

The EGR system has been widely used to reduce nitrogen oxides (NO$\_$x/) emission, to improve fuel economy and suppress knock by using the characteristics of charge dilution. However, as the EGR rate at a given engine operating condition increases, the combustion instability increases. The combustion instability increases cyclic variations resulting in the deterioration of engine performance and emissions. Therefore, the optimum EGR rate should be carefully determined in order to obtain the better engine performance and emissions. An experimental study has been performed to investigate the effects of EGR on combustion stability, engine performance,70x and the other exhaust emissions from 1.5 liter gasoline engine. Operating conditions are selected from the test result of the high speed and high acceleration region of SFTP mode which generates more NO$\_$x/ and needs higher engine speed compared to FTP-75 (Federal Test Procedure) mode. Engine power, fuel consumption and exhaust emissions are measured with various EGR rate. Combustion stability is analyzed by examining the variation of indicated mean effective pressure (COV$\_$imep/) and the timings of maximum pressure (P$\_$max/) location using pressure sensor. Engine performance is analyzed by investigating engine power and maximum cylinder pressure and brake specific fuel consumption (BSFC)

• Journal of Advanced Marine Engineering and Technology
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• v.26 no.2
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• pp.248-255
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• 2002

Miller cycle was studied and analyzed by engine performance simulation to achieve very low fuel consumption and to meet the IMO NOx regulation on a medium speed diesel engine. Based on the performance simulation results the intake valve closing time for HYUNDAI HiMSEN 6H21/32 engine was set at 0deg.ABDC(After Bottom Dead Center). Also, the simulation results indicated that significant NOx reduction could be achieved with low reduction of fuel consumption. The performance simulation investigated the effect of compression ratio and turbocharger on fuel consumption and NOx concentration in combination with Miller cycle. The results indicated a significant reduction of fuel consumption with keeping NOx concentration. The results of performance simulation were compared with measured data to verify simulation results. The comparison showed the maximum error was 2.34% in exhaust temperature. Also, the experimental result showed that improvement in BSFC(Brake Specific Fuel Consumption) was 5.8g/kwh with keeping NOx level similar to simulation result.