Air Intake Manifold Research Articles

Effects of hydrogen enrichment on the performance and emission characteristics of a diesel engine with the addition of Syzygium cumini (Jamun) biodiesel

ABSTRACT Biofuel made from Syzygium cumini, often known as Jamun, has the potential to be a low-cost, sustainable, and emission-free alternative. In this work, we experimentally explore the performance of a compression ignition (CI) engine that burns a blend of hydrogen and biodiesel. Hydrogen is pumped into the air intake manifold by means of a hydrogen gaseous supplement that, when exposed to atmospheric conditions, co-combusts with a pilot flame ignited by Jamun oil. To investigate the impact of hydrogen supplementation on performance and exhaust emission, a variety of hydrogen–Jamun fuel mixture proportions are provided to the engine. The research demonstrates that adding hydrogen improves the thermal efficiency (5%) of diesel engines whereas lowering specific energy fuel consumption (4%) at fixed Jamun flow rates. The gas emission data demonstrates that when hydrogen (HC) emission (12%) supplements decreases, NOx emission (10%) increases somewhat but opacity (8%) increases significantly. The experiment demonstrates that hydrogen and Jamun duel fuel in compression ignition engines burn smoothly.

Correction: Systematic design approach for tailored air intake manifolds

Correction: Systematic design approach for tailored air intake manifolds

Assessment of hydrogen and diethyl ether enrichment on CI engine operating with binary blend of jatropha and camphor oil using response surface methodology

This paper aims to study the compression ignition dual fuel engine's characteristics operating with blends of jatropha and camphor oil along with hydrogen enrichment. The fuel blend was prepared by mixing 30 % Jatropha oil with 70 % Camphor oil on volume basics. Hydrogen gas was inducted in the air intake manifold at 4 and 8 LPM. Diethyl ether was added at 10 and 20 % to the binary blend of Jatropha oil and camphor oil at volume percentage to improve engine characteristics at 8 lpm. Matrix 1 was prepared using a central composite design for the input of load (50 %–100 %) and hydrogen induction up to 8 lpm. Matrix 2 was prepared for 8 lpm hydrogen induction by varying the diethyl ether concentration up to 20 %. The output response was analyzed using response surface methodology and a statistical model was found significant for the confidence level of 1 %. The experimental results show that the addition of 8 LPM of hydrogen in the air intake manifold has increased the brake thermal efficiency with maximum efficiency increment up to 33.7 % at 100 % load condition. Similarly, with hydrogen induction the maximum value for in-cylinder peak pressure (ICPmax), heat release rate (HRR), exergy efficiency (EE), and sustainability index (SI) are 76.5 Bar, 53.9 J/⸰CA, 43 % and 1.73 respectively. The reduction in emission of CO, smoke, HC and CO2 was noted with the penalty of NO emissions. Further, DEE addition by 20 % along with 8 LPM Hydrogen induction reduces the brake thermal efficiency significantly and a similar trend was noted with emissions such as CO, HC and NO and the smoke opacity. However, when 10 % DEE was added with 8 LPM of hydrogen there was an increase in BTE showing a maximum value of 34.2 %.

Effect on minor addition of aromatic (benzyl alcohol) and diethyl ether in Calophyllum inophyllum blended diesel fuel in a CI engine operates by hydrogen energy as a secondary fuel

Strict regulations on vehicle emissions are in place to lessen pollution and environmental damage. The depletion of fossil fuels also threatens energy security. Renewable, cleaner-burning and sustainable fuels could aid the researcher in solving these problems. Because of their limited supply, renewable fuels cannot resolve the issue independently. Therefore, much research is being done on enhanced combustion technologies, such as dual-fuel engines, homogenous charge compression ignition, and low-temperature combustion. The Calophyllum inophyllum oil (P20) mixed with diesel, diethyl ether, and aromatic alcohol (benzyl alcohol) was tested in this study using a dual-fuel engine. Hydrogen gas is added to the air intake manifold as a second energy source. Aromatic alcohol is an organic fuel that can be produced naturally by hydrolysis of lignin. The OH hydroxyl group is attached to the aromatic ring and promotes free radical propagation. Minor addition of oxygenates affects the performance, combustion, and emission of engines operating on various loads. Maximum brake thermal efficiency and lower brake-specific fuel consumption were observed with 20 % aromatic alcohol, 32.45 %, and 0.2 kg/kW-hr, respectively. Brake thermal efficiency improved to 6.54 % compared to neat diesel. Reduction in brake-specific fuel consumption by 28 % compared to diesel fuel. Compared to other blends, aromatic alcohol additions are linked to reduced smoke, HC, and CO emissions. However, using aromatic alcohol results in slightly increased nitrogen oxide emissions compared to diesel. Blends of biofuel and benzyl alcohol have shown favorable effects in terms of enhanced combustion, reduced emissions, and increased efficiency.

Production of waste tyre pyrolysis oil as the replacement for fossil fuel for diesel engines with constant hydrogen injection via air intake manifold

The increasing global demand for alternative fuels as a replacement for fossil fuels has sparked a surge in the use of non-fossil fuel sources. While many alternative fuels already offer improved performance characteristics, ongoing research seeks to further enhance their quality. This particular study focuses on elevating fuel quality by introducing hydrogen into waste tire pyrolysis oil. To conduct the investigation, experimental tests were performed using three different fuel combinations: standard diesel, 15% (W15) waste tire pyrolysis oil blends, and 30% (W30) biodiesel blends. Additionally, each of these blends was enriched with 5 L/min of hydrogen gas. The experiments were conducted in a naturally aspirated, direct injection, four-cylinder, inline, four-stroke diesel engine, operating at various speeds of 1000 rpm, 1500 rpm, 2000 rpm, and 2500 rpm. The study assessed the parameters such as torque, power, specific fuel consumption, carbon monoxide, carbon dioxide, and nitrogen oxide emissions. Furthermore, this research explored the viability of utilizing waste tire pyrolysis oil blends with hydrogen as fuel in compression ignition engines without any modifications, as their fuel qualities were observed to be comparable to standard diesel fuel. Encouragingly, the results indicated that the addition of hydrogen to waste tire pyrolysis biodiesel improved the combustion process and led to a reduction in harmful gas emissions. Despite waste tyre pyrolysis oil possessing a lower heating value in comparison to diesel, the findings revealed that this heating value could be effectively enhanced by introducing hydrogen through the engine's inlet manifold. Among the blends tested, W15 emerged as a particularly promising alternative fuel for diesel engines due to its favorable performance and reduced environmental impact, as evidenced by lower carbon monoxide, carbon dioxide, and nitrogen dioxide emissions.

A Study on LPG injection based speed regulator for dual fuel diesel engine

Diesel engines are popularly interested due to their great economic efficiency and the high amount of harmful emissions released. The conversion of using multi-fuel engines aims to reduce emissions, and diversifying alternative energy sources to replace diesel fuel, is a potential solution. This paper presents a method to convert the fuel system of the DI-diesel engine type Vikyno RV125 to LPG-diesel dual combustion mode and preliminarily evaluate performance characteristics operating with the LPG injection-based speed regulator. An LPG injector controller circuit was actuated to operate the engine with different load modes up to 5.0kW at corresponding engine speeds. The air intake manifold was modified to calibrate the air-mass flow to effective performance. The experimental result revealed that the changed system could operate in LPG-diesel dual combustion mode. The operating stability of the engine was recognized at speeds up to 1600rpm. A study on engine exhaust emissions will be performed in the next research stage.

Machine learning algorithms for a diesel engine fuelled with biodiesel blends and hydrogen using LSTM networks

The combustion of fossil fuels is one of the main reasons for the increase in global warming. Exhaust emitted from burning fossil fuels affects both environment and human health. The present study uses non-edible rubber seed oil (RSO) biodiesel with hydrogen in an unmodified diesel engine. The experiments were carried out with 10 %, 20 %, and 30 % biodiesel blends with 10 L/min of constant hydrogen supply. A series of experiments were conducted in the constant engine speed with a varying load of 0–100 % in intervals of 25 %. The hydrogen has been supplied to the combustion chamber via an air intake manifold. Using RSO biodiesel blends with hydrogen increases brake thermal efficiency at lower fraction ratio. Further, the fuel consumption was low when 10 % of biodiesel was used with hydrogen. As the concentration of the blends increased, both brake thermal efficiency and brake specific fuel consumption were massively affected due to the higher viscosity and lower heating values. Due to the effect of heating value, the exhaust gas temperature for the biodiesel blends was higher. The emission of the pollutants such as carbon dioxide, carbon monoxide, hydrocarbons, and oxides of nitrogen was reduced due to the addition of biodiesel and hydrogen blends to the diesel. Considering the findings, the blend with 10 % biodiesel with 10 L/min hydrogen can be a potential alternative for diesel.

Paradigm analysis of performance and exhaust emissions in CRDI engine powered with hydrogen and Hydrogen/CNG fuels: A green fuel approach under different injection strategies

An engine with common-rail direct injection diesel uses Hydrogen and hydrogen-enriched CNG to investigate their possible usage. The engine's air intake manifold delivers hydrogen/CNG and hydrogen mixes. Different injection pressures (three) and at higher load are used to test out the different engine output parameters. In dual and single-fuel operations with diesel, dual-fuel operations produce higher in-cylinder pressure (73.39 bar) and shown better combustion. Due to induction of dual fuel, there is large variability in ignition delay and combustion duration compared to pure diesel. Enriching hydrogen reduces specific fuel usage. Significant reduction in engine pollutants is observed in dual fuel mode compared to diesel fuel. Hydrogen substitutes reduce THC and CO2 emissions by 30–35% and 3–4% respectively. Dual-fuel operations emit less smoke (5–10%) in different injection pressure than diesel. At all injection pressure the different combustion parameters, performances (37.2% better than D100) and emissions like NOx, CO2, and smoke are better for all dual-fuel than diesel at rated load for the different fuel approach type two (DFA2).

The influence of the air filter location on the intake system temperature in the case of engines for drifting

This paper presents a comparative study regarding the influence of the air filter location on the intake system temperature in the case of engines for drifting. The heat flow dispersion map at the engine compartment was determined for four different cases. The measurements were performed with a thermographic camera in the area of the air filter and intake manifold. The results obtained after the test contribute to the efficiency of the thermal management of the engine by reducing the temperature of the intake air.

Retrospection of the Optimization Model for Designing the Power Train of a Formula Student Race Car

This article describes the power train design specifics in Formula student race vehicles used in the famed SAE India championship. To facilitate the physical validation of the design of the power train system of a formula student race car category vehicle engine of 610 cc displacement bike engine (KTM 390 model), a detailed design has been proposed with an approach of easing manufacturing and assembly along with full-scale prototype manufacturing. Many procedures must be followed while selecting a power train, such as engine displacement, fuel type, cooling type, throttle actuation, and creating the gear system to obtain the needed power and torque under various loading situations. Keeping the rules in mind, a well-suited engine was selected for the race track and transmission train was selected which gives the maximum performance. Based on the requirement, a power train was designed with all considerations we need to follow. Aside from torque and power, we designed an air intake with fuel efficiency in mind. Wireless sensors and cloud computing were used to monitor transmission characteristics such as transmission temperature management and vibration. The current study describes the design of an air intake manifold with a maximum restrictor diameter of 20 mm.

Numerical and computational fluid dynamics analysis of airflow in the air intake manifold of a 1.8L engine with respect to different intake velocity

The intake air manifold is a vital part of any internal combustion engine. The main purpose of the air intake manifold is to provide sufficient air to each cylinder and also equal distribution of air flow for each runner. The air needed to be distributed evenly within the runners, to achieve the maximum efficiency and performance of the engine. The present study is performed on the air intake manifold used over a 1.8-liter Dual Overhead Cam Engine (DOHC) in-Line16-valve 4-cylinder engine (2015 Model). The main objective of this study is to perform computational fluid dynamics (CFD) analysis using Ansys – Fluent package. The analysis is performed using steady-state and transient conditions. The simulations are performed by varying the air intake velocity, also the effect of each runner with references to the time (Transient). The mathematical calculation is performed to having different boundary conditions to enhancing the analysis. The results obtained for the outlet velocity using mathematical calculation 113m/sec and that of simulation is 79m/sec. This paper mainly focuses on the flow simulation study of the air-intake manifold using Ansys CFD Fluent for the four outlet runners with regards to the different inlet velocity. Furthermore, the study is incorporated by the mesh resolution method by using three different values such as (0, 4 and 7). This method can be adopted for any air-intake system and a comparative study can be performed.

Investigation of fumigation of ethanol and exhaust gas recirculation on combustion and emission characteristics of partially premixed charge compression-ignition engine

ABSTRACT This paper presents the experimental investigation of partially-pre-mixed-charge-compression ignition (PCCI) engine. In PCCI, engine ethanol was fumigated in an air intake manifold and diesel injected into the engine cylinder. A fixed 15% of the ethanol was fumigated through an electronically operated multipoint fuel injector with exhaust gas recirculation (EGR-10% to 20%). The effect of fumigation of ethanol was analyzed with six different air-fuel-EGR mixtures, namely, pure diesel (ER0EGR0), 15% ethanol without EGR (ER15EGR0), pure diesel with 10% EGR (ER0EGR10), 15% ethanol with 10% EGR (ER15EGR10), pure diesel with 20% EGR (ER0EGR20), 15% ethanol with 20% EGR (ER15EGR20) at three different loads, i.e., 2, 3, and 4 bar BMEP. The experimental observations show that the fumigation technique can effectively be implemented in a diesel engine to minimize fossil fuel dependency. At high and moderate load, the results prove that the fumigation of ethanol and EGR decreases NOx and smoke emissions and marginal gain in brake thermal efficiency (BTE). ER15EGR0 shows a moderate reduction in unburned hydrocarbon (UHC) and carbon monoxide (CO) emission compared to pure diesel combustion. BSFC and ignition-delay (ID) increase with EGR and ethanol fumigation at all engine loads, whereas, it does not affect maximum cylinder pressure at full load. However, at the part and moderate engine load, combustion pressure decreases with fumigation of ethanol and EGR.

A perspective on the use of ammonia as a clean fuel: Challenges and solutions

A perspective on the use of ammonia as a clean fuel: Challenges and solutions

The effect of hydrogen addition to Cynara biodiesel on engine performance and emissions in diesel engine

ABSTRACT This paper aims at studying, the effects of biodiesel-diesel, biodiesel-hydrogen, and diesel-hydrogen fuel blends on engine performance, emissions, and combustion characteristics were investigated in a modified 4-cylinder, turbocharged, common rail direct injection, and compression ignition (CI) engine. Biodiesel was produced from through transesterification of Cynara cardunculus seed oil according to EN 14214 standards with a short-chain alcohol in the presence of a catalyst. The addition of hydrogen as a combustion enhancer used to counteract the increase in emissions and further improve engine performance. Hydrogen was injected in small quantities in the air intake manifold, while diesel-biodiesel blends were injected directly inside the cylinder. Diesel (D), biodiesel (B100), and biodiesel-diesel-hydrogen (B7+H2.5), biodiesel-hydrogen (B100+H2.5), and diesel-hydrogen (D+H2.5) fuel blends were used. Experimental results showed that while maximum engine power and maximum engine torque were obtained with B7+H2.5, the highest thermal efficiency was achieved with B100+H2.5. The lowest specific fuel consumption was obtained as 217 g/kWh at 2000 rpm with diesel. Maximum cylinder pressure and heat release rates were measured as 100.48 bar and 576.12 kJ/m3 deg with diesel fuel at 3000 rpm. The minimum CO emissions were obtained as 0.04% with B100 and B100+H2.5 fuels. CO2 and HC emissions reduced significantly whereas NOx increased, compared to diesel fuel.

Assessment of combustion and exhaust emissions in a common-rail diesel engine fueled with methane and hydrogen/methane mixtures under different compression ratio

This study investigates the potential usage of the methane and hydrogen enriched methane in a turbocharged common-rail direct injection diesel engine. Methane and hydrogen/methane mixtures are sent through the air intake manifold of the engine. The engine is operated at four different loads and three different compression ratios. Results are compared amongst single diesel and dual-fuel operations at different compression ratios and load conditions. Compared to diesel, dual-fuel operations mostly generate higher and advanced peak in-cylinder gas pressure, more combustion noise, late pilot injection and start of combustion, advanced combustion center, substantial variations at ignition delay and combustion duration, a significant increase in cyclic variations at low and medium loads, and earlier heat release. Hydrogen enrichment decreases evidently specific fuel consumption. Concerning emissions, compared to diesel operation, dual-fuel operations produce higher total hydrocarbon (THC) and nitrogen oxides (NOx) but lower carbon dioxide (CO2). Hydrogen substitutions decrease THC and CO2 emissions of methane dual-fuel operations approximately between 9-29% and 1–32%, respectively. Smoke emission of dual-fuel operations is less than that of diesel at low and medium loads, whereas it sharply increases at high load. Knocking occurs at high compression ratio and load conditions with dual-fuel operations and dramatically increases with increasing hydrogen ratio. Decreasing the compression ratio notably reduces the combustion noise as well as some emissions, such as NOx, CO2 and smoke, for entire load ranges of dual-fuel and diesel operations.

흡기다기관의 플레넘 챔버에 따른 흡입 공기량 및 균일 분배율 특성 연구

In this experiment, the engine (i30 FD) was fabricated and installed in front of the intake manifold of the gasoline engine of the 2010 1,600cc MPI(Multi Point Injection) 4-cylinder 16-valve DOHC(Double Over Head Camshaft) electronic control fuel injection system, and the plenum chamber was 150cc, 300cc, 4. The engine rotation speed was increased from 1000rpm to 3000rpm by 500rpm, and the pressure change and engine volume efficiency change of the air intake manifold runner were analyzed. In this study, the volume of air flowing into the cylinder was maximized through the stabilization of pressure vibration in the intake manifold runner part due to the engine operation condition and the volume change of the intake manifold plenum chamber, and the uniform distribution rate of the intake air was confirmed by minimizing the interference between the cylinders. It has in the purpose to analyze the flow characteristic at the intake manifold inside. It can apply to obtain the optimal design factor.

Design and Performance of LPG Fuel Mixer for Dual Fuel Diesel Engine

Small horizontal diesel engines are commonly used for agricultural machinery, however, availability of diesel fuel become one of big problems especially in remote area. Conversely, in line with government policy for conversion of kerosene into LPG for cooking, then LPG become more popular and available even in remote area. Therefore, LPG is potential fuel to replace the shortage of diesel fuel for operating diesel engine in remote area. The purpose of this study was to design mixing device for using dual fuel i.e. LPG and diesel fuel and evaluate its performance accordingly. Simulation by using CFD was done in order to analyze mixture characteristics of LPG in air intake manifold. The performance test was done by varying the amount of LPG injected in intake air at 20%, 25%, 30%, 35%, until 40%, respectively. Result of CFD contour simulation showed the best combination when mixing 30% LPG into the intake air. Performance test of this research revealed that mixing LPG in air intake can reduce the diesel fuel consumption about 0.7 l/hour (without load) and 1.14 l/hour (with load). Diesel engine revolution increases almost 300 rpm faster than when using diesel fuel only. Based on economic analysis, using the fuel combination (diesel fuel – LPG) is not recommended in the area near SPBU where the price of diesel fuel is standard. However, using the fuel combination LPG-diesel fuel is highly recommended in the remote areas in Indonesia where price of diesel fuel is comparatively expensive which will provide cheaper total fuel cost for diesel engine operation.

Green transportation: increasing fuel consumption efficiency through HHO gas injection in diesel vehicles

Oxy-hydrogen (HHO) is a non-toxic gas that is used as a supplement to any engine working on petrol, diesel, heavy oil, acetylene, propane, kerosene, or LPG. Through adding HHO to the air intake manifold engine and injection into the cylinders, where HHO mixes with fuel, an increase in mileage of engine performance; enhancement of hydrocarbon fuel combustion; lower emission rates and an increase in fuel efficiency are observed. HHO gas is produced through the electrolysis process of different electrolytes (hydrogen generator). This study examines the effect of HHO gas that was directly injected into a single cylinder diesel engine, on the manifold intake air at varying operating speeds of 1,500–3,000 rpm in diesel engine. The experiments demonstrated positive results including (13.87–15.48%) fuel consumption reduction, lower exhaust temperature, and consequently a reduction in pollution. Furthermore, results indicated that the injection of HHO improved the combustion efficiency and increased the brake thermal efficiency by an average of approximately 17.1%.

Green transportation: increasing fuel consumption efficiency through HHO gas injection in diesel vehicles

Oxy-hydrogen (HHO) is a non-toxic gas that is used as a supplement to any engine working on petrol, diesel, heavy oil, acetylene, propane, kerosene, or LPG. Through adding HHO to the air intake manifold engine and injection into the cylinders, where HHO mixes with fuel, an increase in mileage of engine performance; enhancement of hydrocarbon fuel combustion; lower emission rates and an increase in fuel efficiency are observed. HHO gas is produced through the electrolysis process of different electrolytes (hydrogen generator). This study examines the effect of HHO gas that was directly injected into a single cylinder diesel engine, on the manifold intake air at varying operating speeds of 1,500–3,000 rpm in diesel engine. The experiments demonstrated positive results including (13.87–15.48%) fuel consumption reduction, lower exhaust temperature, and consequently a reduction in pollution. Furthermore, results indicated that the injection of HHO improved the combustion efficiency and increased the brake thermal efficiency by an average of approximately 17.1%.

Combined effect of compression ratio and diethyl ether (DEE) port injection on performance and emission characteristics of a DI diesel engine fueled with upgraded biogas (UBG)-biodiesel dual fuel

In this present investigation, a single cylinder, four stroke, direct injection (DI) diesel engine was modified to operate on dual fuel mode with upgraded biogas (UBG)-Karanja methyl ester (KME). In dual fuel mode, diethyl ether (DEE) was injected as an ignition improver through the air intake manifold of the engine to initiate early combustion of biogas in the combustion chamber. During UBG-KME-DEE operation the compression ratio (CR) of the engine was varied from 16.5 to 18.5 in steps of 1. During investigation, the engine load was varied from 0% to 100% in steps of 25. The DEE injection quantity and the KME injection timing was kept constant at 6% (vol%) and 24.5 °CA bTDC (found to be optimum from previous study by the authors) respectively. The results indicated that UBG-KME-DEE operation with CR 18.5 gave optimum result than those of other CRs. For UBG-KME-DEE-CR18.5 the BTE increased and BSFC decreased by about 7% and 2.2% respectively, than that of KME. A reduction in the specific CO, specific HC, and smoke emissions of 42.2%, 39.5%, and 42.8% was observed for UBG-KME-DEE-CR18.5 in comparison to diesel at full load respectively. However, the specific NO emission for UBG-KME-DEE-CR18.5 was 7.6% higher than that of diesel, but it was 1.2% lower than that of KME, at full load.