Intake Manifold Of Engine Research Articles

Investigating the effects of injection and induction modes of hydrogen addition in a CRDI pilot diesel-fuel engine with exhaust gas recirculation

This work compares the outcomes of different flow rates of hydrogen added by induction and injection methods in three different flow rates (3, 9, and 15 LPM) through the intake manifold of a constant speed CRDI diesel engine operated at 1500 rpm. The premixed air and hydrogen mixture was ignited by injecting diesel fuel at 23⁰ bTDC. Hydrogen addition reduced CO, HC, and smoke in both the techniques, but efficiency was decreased at a higher percentage of hydrogen induction, whereas it increased with the injection technique. The higher calorific value and flame velocity helped proper combustion and improved brake thermal efficiency by 7%, and the brake-specific energy consumption was reduced by 10.7%. In addition, CO, UHC, and Smoke were decreased by 15.8, 29.7, and 15% compared with neat diesel at full BMEP. Nitrogen oxides decreased by 5.6% for 15 LPM of hydrogen injection compared to the induction method with the same flow rate but higher than diesel fuel by 35.9%. Three different EGR percentages (5, 7.5, and 10%) were used to reduce the higher NOx emission. Though the injection process was complex compared to the induction method, the injection process can provide promising results even at higher hydrogen flow rates.

Detailed analysis on engine operating in dual fuel mode with different energy fractions of sustainable HHO gas

AbstractCarbon emission and problems associated with the world have been the major concerns for the past few decades. The world governments have implemented stringent emission norms to reduce the pollution created by hydrocarbon combustion in automobiles. The use of gaseous fuels in IC engines has gained interest among the research community. In the present research work, hydrogen, and oxygen (HHO gas) are produced together in an electrolyzer unit and is fed into the engine intake manifold before the carburetor. The electrolyzer consists of an anode, cathode and five neutral plates made of 316 L SS. Electrolyser production rate was tested with four different molarity conditions of NaOH electrolyte solution ranging from 0.24 to 1 N. It was noted that a maximum of 2 LPM of HHO gas was produced with the supply of 90 A‐h current at 1 N solution concentration. The performance and emission characters of the SI engine were conducted at six different load conditions and four flow rates of HHO gas. HHO gas induction has significantly increased the thermal brake efficiency by 8% and decreased the specific fuel consumption by 20%. With the supply of 2 LPM of HHO gas, CO2, HC, and NOx emissions were reduced by 67%, 59%, and 34%, respectively.

An Experimental Study on Combustion and Cycle-by-Cycle Variations of an N-Butanol Engine with Hydrogen Direct Injection under Lean Burn Conditions.

This study experimentally investigated the effects of hydrogen direct injection on combustion and the cycle-by-cycle variations in a spark ignition n-butanol engine under lean burn conditions. For this purpose, a spark ignition engine installed with a hydrogen and n-butanol dual fuel injection system was specially developed. Experiments were conducted at four excess air ratios, four hydrogen fractions(φ(𝐻2)) and pure n-butanol. Engine speed and intake manifold absolute pressure (MAP) were kept at 1500 r/min and 43 kPa, respectively. The results indicate that the θ0–10 and θ10–90 decreased gradually with the increase in hydrogen fraction. Additionally, the indicated mean effective pressure (IMEP), the peak cylinder pressure (Pmax) and the maximum rate of pressure rise ((dP/dφ)max) increased gradually, while their cycle-by-cycle variations decreased with the increase in hydrogen fraction. In addition, the correlation between the (dP/dφ)max and its corresponding crank angle became weak with the increase in the excess air coefficient (λ), which tends to be strongly correlated with the increase in hydrogen fraction. The coefficient of variation of the Pmax and the IMEP increased with the increase in λ, while they decreased obviously after blending in the hydrogen under lean burn conditions. Furthermore, when λ was 1.0, a 5% hydrogen fraction improved the cycle-by-cycle variations most significantly. While a larger hydrogen fraction is needed to achieve the excellent combustion characteristics under lean burn conditions, hydrogen direct injection can promote combustion process and is beneficial for enhancing stable combustion and reducing the cycle-by-cycle variations.

Combustion, performance, and emission characteristics of diesel engine using oxyhydrogen gas as a fuel additive.

A lot of research is being carried out to reduce the environmental pollution resulting from compression ignition engines. For this, various gaseous fuels are being explored as fuel additives in compression ignition engines. The purpose of this research work is to investigate rarely explored Brown's gas (oxyhydrogen gas) in CI engines to reduce environmental pollution. Brown's gas was produced by electrolysis of distilled water with potassium hydroxide as a catalyst. A common rail direct injection CI engine was used for the present investigation. Detail combustion, performance, and emission analyses were carried out, which is scarcely reported in oxyhydrogen gas fuel investigations in compression ignition engines. Oxyhydrogen was injected at varying flow rates of 200 ml/min, 400 ml/min, 600 ml/min, and 800 ml/min in the intake manifold of the CI engine equipped with an electronically controlled common rail direct injector. The peak pressure and maximum heat release rate increased with the increasing concentration of oxyhydrogen gas. The comparison was made between conventional diesel combustion and oxyhydrogen gas addition of 800 ml/min at 75% load. The reduction in CO and HC emissions was about 37.5% and 17.94% respectively. CO2 and NOx emissions increased by 9.37% and 7.41% respectively. Very low smoke emission of 0.01 to 0.02% was recorded at 800 ml/min oxyhydrogen gas flow rate. Thus, it can be concluded that oxyhydrogen gas provides promising benefits in terms of better combustion and low emissions. However, it is recommended to carry out further research to incorporate the use of this additive in actual automobile applications.

Consequences of suplementing the HHO gas and CNG with EGR on diesel engine characteristics

Water electrolyzed hydroxyl gas (HHO or Brown gas) and compressed natural gas (CNG) are the important and promising alternatives to the pure fossil fuels. The global concern is about GHG emission in the environment and ambient air pollution steered by mass consumption of fossil fuels in automobile industries and power sectors. In this study, the combustion, performance and emission characteristics of HHO gas and CNG mixtures supplied to intake manifold of compression ignition engine using diesel as a pilot fuel are studied. The same investigations are repeated with various exhaust gas re-circulation (EGR) proportions to study the impact of EGR on multi fuel mode (diesel + HHO gas + CNG) in a Diesel engine. The multi fueled engine performance, combustion and emission parameters are presented and compared with graph and analytical discussion. The results indicated that at full load, the NOx emission decreased by 4% (without EGR), 18% (with 10% EGR) and smoke density decreased by 78% with multi fuel mode comparing to the pure diesel operation at constant speed of 1500 rpm. Also more enhanced performance by improving the brake thermal efficiency by 17%, reducing the brake specific energy consumption by 19%, resulted better fuel economy, and power due to better combustion.

Experimental test bench with diesel engine for the study of multi fuels usage

The diesel engine has entered a shadow cone because of emissions of nitrogen oxides and particles. However, the engine offers superior torque and power and low consumption, therefore research is needed to obtain an engine with diesel performance and spark ignition engine emissions. In this paper, we will present an experimental stand with D115 diesel engine with a common rail injection system equipped in parallel with a single point injection system in the intake manifold. The purpose of the dual supply is to obtain a homogeneous combustible air mixture in the combustion chamber with a coefficient of excess air below the detonation limit and which can be ignited by pilot injection of diesel.The experimental test bench is presented in detail regarding both the hardware and the software part (developed in the laboratory) together with the calibration curves of the force and temperature sensorsIn this paper, in order to highlight the performance of the stand, standard experimental results described in the literature will be presented.Although there is a wide range of experimental tests in the field of internal combustion engines from the additional injection of water, alcohol, bioethanol and so on, this paper aims to provide additional data in order to understand the phenomena of combustion and pollutant emissions. By injecting alcohol into the intake manifold of the diesel engine, the aim is to ensure a poor but homogeneous mixture of fuel in the combustion chamber, which will lead to a reduction of polluting emissions while maintaining the performance of the diesel engine. It also shows the conversion of the fuel supply system of the engine, of Romanian production D115, from a classic injection system to one with a common rail. In addition to the mechanical part, the algorithms developed for engine and stand control are presented.By the presented stand and preliminary experimental results, we show the potential of the developed experimental test bench.

THE COMBUSTION ENGINE INTAKE MANIFOLD CFD MODELING DEPENDING ON THE AIRBOX CONFIGURATION

The aim of the article is to present the possibilities of application of computational fluid dynamics (CFD) to modelling of air flow in combustion engine intake manifold depending on airbox configuration. The non-stationary flow occurs in internal combustion engines. This is a specific type of flow characterized by the fact that the variables depend not only on the position but also on the time. The intake manifold dimension and geometry strongly effects intake air amount. The basic target goal is to investigate how the intake trumpet position in the airbox impacts the filling of the combustion chamber. Furthermore, the effect of different distances between the trumpet neck and the airbox wall in this paper will be compared.

Two-phase mixture formation in transport diesel engine: the control algorithm and the devise for its implementation

The article reviews the issues dedicated to improving of energy and environmental indicators of automotive machinery by means of two-phase mixture formation in diesel engine. With this method, the 1st phase of mixture formation proceeds at intake stroke by the supply of the certain dose of fuel activator (gasoline, alcohol, biodiesel, etc.) into engine intake manifold, where a mixture of air and activator is formed. The 2nd phase proceeds at compression stroke by the supply of the major dose of diesel oil with the standard fuel supply system into combustion chamber. For the practical implementation of the described method, the diesel engine needs to be equipped with an automatic system for fumigation of air charge. The system contains electronic control unit (ECU), electromagnetic injectors, electric pump and sensors of engine speed and load mode. An algorithm of ECU operation for program control of injectors, supplying activator at the intake stroke, was developed. The sequence of actuation of injectors, coincident with the engine firing order, was substantiated. A formula for calculation of the duration of control pulse supplied to the injectors was derived. The proposed automatic system performs the activator injection, corresponding to the engine firing order, and the exact activator dosage, depending on engine speed and load mode, at the 1st phase of two-phase mixture formation.

Experimental investigation of spark plug gap on performance and emission of single cylinder 4S SI engine with Hydroxygen as an additive

The Hydroxygen as an additive to the gasoline is used in the present experimental investigation for reducing the fuel consumption and conserve the fast depleting fossil fuel without any engine modification. The Hydroxygen was produced from the developed electrolytic cell and the power of the alternator through the battery was used. The power to the electrolytic cell was controlled by circuit. During the experiment, the voltage and current across the electrolytic cell was measured by introducing the other circuit and data was collected. The experiment was conducted on Discover bike engine with constant Hydroxygen gas flow of 600 ml per hour to the engine intake manifold. Performance and exhaust gas emission parameters were measured by keeping 0.6 mm and 0.8 mm electrodes gap of spark plug (EGSP). Overall performance and emission was found to be optimum for 0.6 mm EGSP with Hydroxygen addition with the maximum relative decrease in brake specific fuel consumption 50.43%, increase in brake power and brake thermal efficiency (ƞ%) are 77.20% and 101.76% respectively, the maximum relative decrease in carbon monoxide, un burned hydrocarbon and nitrogen oxide are 96.96%, 90.29%, and 81.73% respectively.

Numerical investigation on combustion system optimization of stoichiometric operation natural gas engine based on knocking boundary extension

In this work, a computational fluid dynamic model is established based on a natural gas engine and experimental results, and the combustion system of stoichiometric operation natural gas engine (intake manifolds and combustion chambers) is optimized based on knocking boundary extension under high load condition. In addition, the effects of Miller cycle and EGR on the combustion and knocking boundary extension are also explored. Results reveal that the intensity and distribution of in-cylinder turbulent kinetic energy will significantly affect the flame development and combustion characteristics. The combination of spiral intake manifold + K15 chamber shows better performance in antiknock because of the enhanced in-cylinder airflow motion and flame development. In addition, the Miller cycle with the late intake valve close timing of 20 °CA can effectively extend the antiknock performance of the engine under the current operating operation. EGR has limited effect on turbulent kinetic energy, and the primary affective mechanism of EGR on knocking is mainly achieved by changing the in-cylinder temperature during the combustion process. It is found that with tangential and spiral intake manifold + K15 chamber, combined with late intake valve closing (20 °CA) and EGR (30%), the indicated mean effective pressure (IMEP) can be increased by 5.21% within the knocking boundary compared to that of the original combustion system.

Emission test on four-stroke single-cylinder S.IENGINE by optimised convergent-type intake manifold

ABSTRACT Nowadays, automobile has become a part of human life, especially two wheelers. In the recent era, the production of two wheelers has increased significantly which leads to an increase in emissions. In this research work, a single-cylinder spark ignition engine is chosen to improve its performance by analysing the intake manifold through the theory of convergent principle convergent. This work focuses on the design of an intake manifold with optimised convergent to the study of the air flow through designed intake manifold has been performed by using CFD analysis software. On comparison of the analysis results, an optimised intake manifold, which increases maximum air flow velocity inside the cylinder, has been selected for efficient combustion. Experimental Studies on emission level reduction show that the flow harnessing in intake manifold of IC engine can yield improvement in engine torque up to 10% along with a nominal decrease in emission level.

Model Predictive Control of engine intake manifold pressure with an uncertain model

Abstract This paper proposes a Model Predictive Control (MPC) design method for the intake manifold pressure of an internal combustion engine. This controller uses a nominal nonlinear model of the physical system to optimize a cost function. The noise sensibility of MPC is reduced and the robustness of the state estimation is achieved by using an Extended Kalman Filter (EKF). The proposed approach is evaluated using the Matlab Simulink model of the intake manifold of a spark ignition combustion engine in which parametric uncertainties and saturation are added. Different settings for EKF and MPC are tested for comparison purposes.

Investigation of the process of intake and gas exchange of a diesel engine when operating on mixed fuel

The subject of the research is to determine the parameters of the diesel intake and gas exchange pro-cess when using a mixed fuel (MF), consisting of diesel fuel (DF) and rapeseed oil (RO). The main goal of this work is to determine the dependences of the parameters of the intake and gas exchange of a diesel engine on the composition used by the MF. To achieve this goal, theoretical and experimental studies of the D-245,5S tractor diesel engine with a characteristic of 4ChN 11,0/12,5 were carried out on the following MF compositions: DF 80 % + RO 20 %, DF 45 % + RO 55 %, DF 20 % + RO 80 %, as well as pure diesel fuel. During the carried out studies there were obtained the dependences of the hourly air flow rate, the cylinder filling factor and the charge density in the intake manifold of a diesel engine when operating on DF and MF on the crankshaft rotation speed and load at = 1800 min1 and = 1400 min1. It is theoretically determined and experimentally confirmed that the composition of the used MF has practically no effect on the characteristics Gв, v and к depending on pe of the diesel engine. As a result, it was found that with an increase of n from 1400 to 1800 min1 on all compositions of MF the Gв increased from 276 to 394 kg/h, from 1,44 to 1,70 kg/m3, and at increase of n from 1800 to 2000 min1, the Gв decreased from 394 to 322 kg/h, from 1,70 to 1,49 kg/m3 and from 0,97 to 0,77. With an increase pe from 0,2 to 1,2 MPa on all compositions the MF increased, at n = 1400 min1, from 187 to 276 kg/h, к from 1,29 to 1,44 kg/m3 and v from 0,73 to 0,97, at n = 1800 min1, Gв from 274 to 394 kg/h, к from 1,29 to 1,69 kg/m3 и v from 0,83 to 0,91, respectively.

Design and Development of Surge Tank for NOx Emission Reduction in B20 Biofueled Diesel Engine

In this research work, a surge tank is developed and utilised in the diesel engine for controlling the NOX emission. This surge tank acts as a damper for fluctuations caused by exhaust gases and also an intercooler in reducing the exhaust gas temperature into the diesel engine intake manifold. With the utilisation of the surge tank, the NOX emission level has been reduced to approximately 50%. The developed surge tank is proved to be effective in maintaining the circulation of water at appropriate temperatures. A trade-off has been established between the engine performance parameters including the brake thermal efficiency, brake specific fuel consumption, exhaust gas temperature and all emission parameters including HC and CO.

Influence of pilot-fuel mixing on the spatio-temporal progression of two-stage autoignition of diesel-sprays in low-reactivity ambient fuel-air mixture

The spatial and temporal locations of autoignition for direct-injection compression-ignition engines depend on fuel chemistry, temperature, pressure, and mixing trajectories in the fuel jets. Dual-fuel systems can provide insight into both fuel-chemistry and physical effects by varying fuel reactivities and engine operating conditions. In this context, the spatial and temporal progression of two-stage autoignition of a diesel-fuel surrogate, n-heptane, in a lean-premixed charge of synthetic natural-gas (NG) and air is imaged in an optically accessible heavy-duty diesel engine. The lean-premixed charge of NG is prepared by fumigation upstream of the engine intake manifold. Optical diagnostics include high-speed (15kfps) cool-flame chemiluminescence-imaging as an indicator of low-temperature heat-release (LTHR) and OH* chemiluminescence-imaging as an indicator high-temperature heat-release (HTHR). NG prolongs the ignition delay of the pilot fuel and increases the combustion duration. Zero-dimensional chemical-kinetics simulations provide further understanding by replicating a Lagrangian perspective for mixtures evolving along streamlines originating either at the fuel nozzle or in the ambient gas, for which the pilot-fuel concentration is either decreasing or increasing, respectively. The zero-dimensional simulations predict that LTHR initiates most likely on the air streamlines before transitioning to HTHR, either on fuel-streamlines or on air-streamlines in regions of near-constant ϕ. Due to the relatively short pilot-fuel injection-durations, the transient increase in entrainment near the end of injection (entrainment wave) is important for quickly creating auto-ignitable mixtures. To achieve desired combustion characteristics, e.g., multiple ignition-kernels and favorable combustion phasing and location (e.g., for reducing wall heat-transfer or optimizing charge stratification), adjusting injection parameters could tailor mixing trajectories to offset changes in fuel ignition chemistry.

Experimental investigation on performance, combustion and emission characteristics of CI engine with on-site hydrogen generation

Improving the fuel economy and reducing emissions of greenhouse gas from vehicle sources have been a majority focus of research have been recently studied. Another way to achieve this, alternative fuels which can be used in full or in-part, substitute petroleum-derived fuels with current internal combustion engine technology, so that the benefits of Clean energies may be quickly understood. The current research attempted to investigate the efficiency and emissions of a diesel engine using traditional diesel fuel with hydrogen mixtures and water-built in oxygen. Upon the induction time, it has added small quantities of hydrogen and oxygen into the air flow, Current Method of Injections or Changes were made to existing engines. The operation found that the fuel consumption, exhaust engine CO2 increases with decreasing CO by injecting small amounts of on-site generated hydrogen and oxygen into the intake manifold of CI engine through induction. The specific fuel consumption has been reduced by 11.53% because of its higher calorific value. The brake power has been increased by 11.8% because of its complete combustion, brake thermal efficiency increased by 4.85% from the conventional mode. Mechanical efficiency increases by 6.83% along with indicated thermal efficiency. The emissions like CO, HC, SMOKE has been reduced by 25%, 22.22% and 11.38% respectively with increase in 3.410% and 22.43% of CO2 and NOX respectively. The combustion in the in-cylinder analysis did not show any significant improvement in the properties of the cylinder pressure. This study also established an optimum level of hydrogen to the engine's NOX rates.

Effect of Brown’s gas addition on combustion and emissions of homogeneous charge compression ignition engine

ABSTRACT The oxides of nitrogen (NO x ) and smoke emitted by widely used compression ignition (CI) engines of automobiles are among the major contributor to the environmental pollution. Several attempts are being made to reduce these exhaust emissions from automobiles. Low-temperature combustion (LTC) with homogeneous charge compression ignition (HCCI) is one of the strategies to reduce these engine exhaust emissions. The present work investigates the addition of Brown’s gas (HHO) in the intake manifold of a stationary common rail direct injection CI engine in HCCI mode. In the experiments, electronically assisted fuel injection system was used to maintain the injection pressure to 250 bars. The effect of HHO addition on the combustion and emissions was studied for different loads and injection advance. It was observed that the brake power, brake thermal efficiency, and brake-specific fuel consumption were improved by around 5% due to HHO addition. However, they were found to be decreased with increased injection advance. Moreover, a considerable reduction in NO x emission, i.e., 1–12 ppm was recorded for early injection mode. Thus, Brown’s gas addition with LTC strategy may result in reduced environmental pollution.

Implementation of fuel additive MAZ 100 for performance enhancement of compressed natural gas engine converted from in-used gasoline engine

ABSTRACT Compressed Natural Gas (CNG) has been applied worldwide for in-used engines, especially CNG engines that are converted from the conventional engines. However, it encounters the problem related to the low power and high fuel consumption of the conventional engine fueled by CNG. This paper presents an experimental study on performance enhancement of a CNG engine converted from the spark-ignition engine by the implementation of fuel additive Maz 100. In experimental work, a fuel additive supplying system was developed to impose a certain amount of fuel additive to the intake manifold of the test engine. The study results show that when using Maz 100, the brake power of the test engine improves approximately 6.75% on average at full load conditions. The brake specific fuel consumption (BSFC) reduces 6.49% on average at full load and 3.53% on average at partial load condition. In addition, besides the benefit of performance enhancement, exhaust emissions of the test engine in the case of operating with fuel additive have changed considerably. Particularly, the CO emission reduces 36.1% at full load and 18.4% on average at partial load conditions. The HC emission reduces 37.1% at full load and 35.0% on average at partial load conditions. The NOx emission increases slightly in low-speed regimes and reduces in high-speed regimes when the engine operates at the full opened throttle condition. At partial load condition and speed of 3000 rpm, the NOx emission reduces 22.6% on average. Implications: This paper presents a solution for performance enhancement and emission reduction of natural gas engine by using fuel additive. Performance and emission characteristics of the natural gas engine fueled with fuel additive have been assessed in the laboratory. The performance of the test engine improves remarkably. The brake power of the test engine improves approximately 6.75% on average at full load conditions when the engine operates with fuel additive. The brake specific fuel consumption reduces 3.53% on average at partial load condition. The emission of pollution has different trends. The CO and HC emission reduces at testing conditions. The NOx emission increases slightly in low-speed regimes and reduces in high-speed regimes when the engine operates at the full opened throttle condition. The implementation of fuel additive is a potential solution for power improvement and emission reduction of natural gas engine.

Impact of secondary fuel injector in various distance on direct injection diesel engine using acetylene-bio diesel in reactivity controlled compression ignition mode

ABSTRACT Many researchers utilized acetylene fuel in conventional diesel engine in dual fuel mode. Dual fuel Reactivity Controlled Compression Ignition (RCCI) engine is established by modifying the Conventional Diesel Engine (CDE) intake manifold that supplies secondary fuel through the injector. The aim of the study is to analyze the acetylene-bio diesel fueled RCCI engine by varying the secondary fuel injector position in the intake manifold. The experiment was carried out by acetylene gas as a Low Reactivity Fuel (LRF) which is supplied by an injector at a distance of 243.5 mm, 288.5 mm, and 333.5 mm from the intake valve with a constant flow rate of 4 l/min during the suction stroke. The High Reactivity Fuel (HRF) B20 MOME (Mahua Oil Methyl Ester) is supplied through the injector at end of the compression stroke. The modified engine was tested for its performance, combustion, and emission characteristics. The result shows that the Brake Thermal Efficiency (BTE) at a distance of 243.5 mm from the intake valve increases all loads and achieves a brake thermal efficiency improvement of 2.27% from the B20 MOME fueled engine. The Exhaust Gas Temperature (EGT) and NOx, which are predominantly higher in biodiesel fueled engine, are reduced about 13.5% and 13.6% respectively at a distance of 243.5 mm from the intake valve in the RCCI mode combustion.

Mathematical Model of Thermodynamic Processes in the Intake Manifold of a Diesel Engine with Fuel and Water Injection

The article presents the results of a study aimed at creating a mathematical model of thermodynamic processes in the intake manifold of a forced diesel engine, taking into account the features of simultaneous injection of fuel and water into the collector. In the course of the study, the tasks of developing a mathematical model were solved, it was implemented in the existing software for component simulation “Internal combustion engine research and development” (ICE RnD), created using the Modelica language, and verification was undertaken using the results of bench tests of diesel engines with injection fuel and water into the intake manifold. The mathematical model is based on a system of equations for the energy and mass balances of gases and includes detailed mathematical submodels of the processes of simultaneous evaporation of fuel and water in the intake manifold; it takes into account the effect of the evaporation of fuel and water on the parameters of the gas state in the intake manifold; it takes into account the influence of the state parameters of the working fluid in the intake manifold on the physical characteristics of fuel and water; it meets the principles of component modeling, since it does not contain parameters that are not related to the simulated component; it describes the process of simultaneous transfer of vapors and non-evaporated liquids between components; and it does not include empirical relationships requiring data on the dynamics of fuel evaporation under reference conditions. According to the results of a full-scale experiment, the adequacy of the mathematical model developed was confirmed. This model can be used to determine the rational design parameters of the fuel and water injection system, the adjusting parameters of the forced diesel engine that provide the required power, and economic indicators, taking into account the limitations on the magnitude of the mechanical and thermal loads of its parts.