The effect of ethanol, petrol and rapeseed oil blends on direct injection diesel engine performance and exhaust emissions

The article deals with the testing results of a four stroke four cylinder, DI diesel engine operating on pure rapeseed oil (RO) and its 2.5vol%, 5vol% and 7.5vol% blends with ethanol (ERO) and petrol (PRO). The purpose of this study is to examine the effect of ethanol and petrol addition to RO on blend viscosity, percentage changes in brake mean effective pressure (bmep), brake specific fuel consumption (bsfc), the brake thermal efficiency (çe) of a diesel engine and its emission composition, including NO, NO2, NOX, CO, CO2, HC and the smoke opacity of exhausts. The addition of 2.5, 5 and 7.5vol% of ethanol and the same percentage of petrol into RO, at a temperature of 20 °C, diminish the viscosity of the blends by 9.2%, 21.3%, 28.3% and 14.1%, 24.8%, 31.7% respectively. Heating biofuels up to a temperature of 60 °C, diminishes the kinematic viscosity of RO, blends ERO2.5–7.5 and PRO2.5–7.5 4.2, 3.9–3.8 and 3.9–3.7 times accordingly. At a speed of 1400–1800 min‐1, bmep higher by 1.3% if compared with that of RO (0.772–0.770 MPa) ensures blend PRO2.5, whereas at a rated speed of 2200 min‐1 , bmep higher by 5.6–2.7% can be obtained when fuelling the loaded engine, ë = 1.6, with both PRO2.5–5 blends. The bsfc of the engine operating on blend PRO2.5 at maximum torque and rated power is respectively 3.0% and 5.5% lower. The highest brake thermal efficiency at maximum torque (0.400) and rated power (0.415) compared to that of RO (0.394) also suggests blend PRO2.5. The largest increase in NOXemissions making 1907 ppm (24.8%) and 1811 ppm (19.6%) compared to that of RO was measured from a more calorific blend PRO7.5 (9.99% oxygen) at low (1400 min‐1) and rated (2200 min‐1) speeds. The emission of carbon monoxide from blends ERO2.5–5 throughout the whole speed range runs lower from 6.1% to 32.9% and the smoke opacity of the fully loaded engine changes from 5.1% which is a higher to 46.4% which is a lower level if compared to the corresponding data obtained using pure RO. The CO2 emissions of carbon monoxide and the temperature of the exhausts generated by the engine running at a speed of 2200 min‐1 diminish from 7.8 vol% to 6.3vol% and from 500 °C to 465 °C due to the addition of 7.5vol% of ethanol to RO. First published online: 24 Jun 201

The influence of the cetane number and lubricity improving additives on the quality parameters of aviation-turbine fuel

In order to recommend jet fuel for powering diesel engines the quality parameters of the following fuels were determined: diesel fuel (NATO code F-54) according to standard LST EN 590: 2014, jet fuel (NATO code F-35 and F-34) according to standard ASTM D 1655 and U.S.MIL-DTL-83133E, and jet fuel was treated with additives at the Centre of Quality research laboratory located at “ORLEN Lietuva” Ltd. Basic quality parameters of alternative jet fuels were analysed and compared with the reference parameters of diesel fuel. It was determined that the use of additives in jet fuel improves its parameters up to a level which satisfies the corresponding characteristics of normal diesel fuel: cetane number, lubricating properties, net heating value per unit of mass, sulphur content and, therefore, can be recommended for the use in land-based transport means and power generators

The effect of fuel additive SO‐2E on diesel engine performance when operating on diesel fuel and shale oil

The purpose of this research is to perform comparative analysis of the effect of fuel additive SO‐2E on the economical and ecological parameters of a direct‐injection Diesel engine, operating on Diesel fuel and shale oil alternately. It was proved that multifunctional fuel additive SO‐2E applied in proportion 0,2 vol % is more effective for improving combustion of shale oil than Diesel fuel. At light operation range the treated shale oil savings based upon fuel energy content throughout wide speed range 1400–2000 min−1 reduce from 14,6–12,3MJ/kWh to 11,6–11,8 MJ/kWh or by 20,5–4,1 %. Maximum NO emission for treated Diesel fuel was reduced by 7,8–11,8 %, whereas NO2 simultaneously increased by 3,8–7,4 %. In the case of treated shale oil both harmful pollutants were reduced by 22,9–28,6 % and by 41,6–13,4 %, respectively. The exhaust gas opacity and CO emissions at the rated performance regime for both fuels were obtained a bit higher, whereas HC emission for treated shale oil increases 1,9 times and for Diesel fuel remains on the same level. First Published Online: 27 Oct 201

Traktoriai "John Deere" [G. Labeckas]

Vytauto Didžiojo universitetasŽemės ūkio akademij

Inžinerijos studijų tikslas - tapti darbdaviais, o ne samdomais darbininkais

Vytauto Didžiojo universitetasŽemės ūkio akademij

Šiandieninis žemės ūkis svetur

Vytauto Didžiojo universitetasŽemės ūkio akademij

Mechaniko vadovėlis: serijos T: advance

Versta iš: Operator's Manual T: advanceVytauto Didžiojo universitetasŽemės ūkio akademij

Методика и результаты регрессионного анализа взаимосвязей между характерными параметрами тепловыделения и влияющими на них факторами

Vytauto Didžiojo universitetasŽemės ūkio akademij

Некоторые взаимосвязи между основными параметрами топливоподающей аппаратуры и характеристиками впрыскивания и распыливания топлива

Vytauto Didžiojo universitetasŽemės ūkio akademij

Avys pačios gali "nusirengti"

Vytauto Didžiojo universitetasŽemės ūkio akademij