The economic effect of using biological diesel oil on railway transport

The tests performed by the authors have shown that diesel locomotive engines efficiently operate using a mixture of diesel oil and about 40% of rapeseed oil methyl ester (RME) while their ecological and economical parameters do not differ much from those of the locomotives operating on pure diesel oil. When biodiesel is used, the pollutants released into the atmosphere by an engine are less harmful. Therefore, the respective laws of the Republic of Lithuania provide for some financial incentives and allowances to transport enterprises using biological diesel oil. The paper presents a mathematical model for determining the expenses associated with the use of biological diesel oil

The influence of turpentine additive on the ecological parameters of diesel engines

After Lithuania’s accession to the EU it is very important to use a larger amount of renewable fuel. Based on economic and environmental considerations in Lithuania, we are interested in studying the effects of turpentine contents in the blended turpentine-diesel fuel on the engine performance and pollutant emission of compression ignition (CI) engine. Therefore, we used engine test facilities to investigate the effects on the engine performance and pollutant emission of 5 % turpentine in the fuel blend. The tests were carried out in the laboratory on an engine dynamometer of the car Audi 1Z and tractor D21 diesel engines. The experimental results showed that turpentine used in the fuel blend for these diesel engines had a positive influence on the engine performance and exhaust emission

Investigation of vehicle stability on road curves in winter conditions

The paper reveals peculiarities of a vehicle movement/operation on road curves when the road surface is slippery and/or snowy, with asphalt ruts. The survey of scientific works related to the lateral acceleration and movement dynamics of a vehicle is presented. Field experiments with different vehicles were carried out in winter conditions. The acceleration value and stability parameters depending on the speed of a vehicle and adhesion coefficient on road curves are analysed. Dependence of the vehicle lateral acceleration on road curves with various adhesion surfaces are given in graphical charts. Recommendations how to improve road safety by limitation of the speed in winter conditions are formulated. Finally, basic conclusions are given. Handling the vehicle on the road with the compressed snow surface (on the curve of the radius of 120 m) is much more dangerous when the adhesion coefficient of the wheels and the road is low if compared to handling the vehicle along the dry ruts at the same speed. When the vehicle moves along the curve of 120 m radius at a speed of 70 km/h, and the road surface is snowy, the lateral acceleration of 3.1 m/s2 is reached. The paper indicates that lateral acceleration of 3.1 m/s2 can be reached while moving along the snowy road with dry ruts at a speed higher in 27% (90 km/h). For improving the vehicle safety, it is recommended to have road signs on sharp turns/curves (R less than 120 m) to decrease the vehicle speed in 20 km/h

The influence of coolant scale deposit inside the internal combustion engine on the piston and cylinder deformations

This paper presents the analysis of the influence of engine coolant scale deposits on the deformations in the piston – cylinder pair. The results of carried out calculations enable to make more precise evaluation of cylinder repair dimensions. The aim of calculations was to establish how the thermal gap between the piston and cylinder varies in accordance with variations of heat transfer conditions, i.e. when on the outer surface of the cylinder a layer of scale deposits is formed

Lyginamieji rapsų aliejaus etil- ir metilesterių deginių emisijos tyrimai

Bibliogr.:p. 163 (7 pavad.)Vytauto Didžiojo universitetasŽemės ūkio akademij

RESEARCH OF OPERATION OF A DIESEL ENGINE WITH SUPPLEMENTARY ETHANOL FEED

Abstract Technica

Combustion of RME – diesel and NExBTL – diesel blends with hydrogen in the compression ignition engine

The article presents the test results of the single cylinder compression ignition engine with common rail injection system operating on biofuels and conventional diesel blends with hydrogen. Two types of liquid fuels were tested: blend of the 7% Rapeseed Methyl Ester (RME) with conventional diesel fuel and Neste Pro Diesel – blend of the 15% Hydrotreated Vegetable Oil (HVO), produced by Neste Oil Corporation with conventional diesel fuel. The purpose of this investigation was to examine the influence of the hydrogen addition to biofuels and diesel blends on combustion phases, autoignition delay, engine performance efficiency and exhaust emissions. Hydrogen fraction was changed within the range from 0 to 43% by energy. Hydrogen was injected into the intake manifold, where it created homogeneous mixture with air. Tests were performed at both fixed and optimal injection timings at low, medium, and nominal engine load. After analysis of the engine bench tests and simulation with AVL BOOST software, it was observed that increasing hydrogen fraction shortened the fuel ignition delay phase and it affected the main combustion phase. Moreover, decrease of carbon monoxide (CO), carbon dioxide (CO2) and smoke opacity was observed with increase of hydrogen amounts to the engine. However, increase of the nitrogen oxide (NOx) concentration in the engine exhaust gases was observed

The mixture of biobutanol and petrol for Otto engines

The expansion of production and the use of biofuels are determined by the legal acts of the European Commission and National legal acts encouraging such production and usage. It would be meaningful to use the mixtures of butanol and petrol in Otto engines. It was determined the possibility of producing biobutanol as a biofuel of the second generation from lignocellulose hydrolyzed to C5/C6 carbohydrates. If the 20–30% potential of lignocellulose biomass in Lithuania is used, it would be possible to produce 200–300 thousand t of biobutanol per year. The amount of carbon monoxide CO decreases by more than 80% when the engine works using the mixtures of petrol and butanol if compared to the CO amount of the engine working with petrol. When the engine works using the mixture of 30% butanol and petrol, the amount of carbon dioxide CO2 decreases by 4% on average, and in case it works with the mixture of 50% butanol and petrol – by 14% if compared to the CO2 amount of the engine working using petrol. When the engine works using the mixture of 30% butanol and petrol, the amount of hydrocarbons HC decreases by 26% on average, and if it works with the mixture of 50% butanol and petrol, the amount increases by some 4% if compared to the HC amount of the engine working using petrol. To generalize the results of the performed experiment, it is possible to state that the optimal mixture would consist of 70% petrol and 30% biobutanol

Operation of a Spark-Ignition Engine on Mixtures of Petrol and N-Butanol

The Article analyses the use of n-butanol (biobutanol) in mixtures with petrol in spark-ignition (SI) internal combustion engines (ICE). Analysis of the scientific literature allowed determining that n-butanol content had a different effect on the same engine parameters in different tests, thus a decision was made to conduct additional research, where, having assembled the necessary equipment and conducted experimental planning, experimental studies of n-butanol (with its volumetric content being 0%, 20% and 40%) and petrol blends in a SI engine were carried out. Regression analysis of research results was conducted and regression dependences were formed allowing evaluating the impact of the key variables (delta and theta) on engine parameters (M-e, P-e and b(e)). The research results have shown that without changing the ignition advance angle theta, petrol blend with 10% n-butanol has essentially no adverse effect on engine power P-e, engine torque M-e and specific fuel consumption be. Increasing n-butanol concentration d, the maximum engine torque M-e and effective power P-e decrease, while the specific fuel consumption b(e) increases. Energy engine indicators decline as a result of a lower calorific capacity of n-butanol compared to that of petrol and lower combustion rate of n-butanol. Increasing n-butanol concentration d in fuel mixture, engine parameters can be improved by advancing the ignition angle thet