High Performance Diesel Engine Research Articles

Turning processes and mechanism of compacted graphite iron used for high performance engine

Compacted graphite iron (CGI) represents a new material for high-performance diesel engines of next generation. Compared with gray cast iron (GCI), it can enhance the cylinder pressure while reducing the weight of the engine. However, not all of the tools and parameters used to process GCI are applicable to CGI. The tool life, which is characterized by the height of flank wear in machining GCI, is 10–20 times that of GCI. In order to deeply study the machining gap between CGI and GCI, the machined surface morphology of CGI-450 and GCI-280 with different surface roughness was investigated. In addition, tool wear and cutting temperature were also monitored. Finally, the chip morphology after the first cutting was analyzed. The results show that the primary surface defects, with Ra = 2.0 μm, of CGI-450 are graphite cavities and feed marks, while those of GCI-280 are plastic flow and graphite cavities. The tool wear patterns of turning CGI-450 and GCI-280 are the same, and the maximum flank face value reaches 133 μm and 102 μm, respectively. If Ra =1.6 μm is the tool failure criterion, the tool life for machining CGI-450 is 1.73 times that for cutting CGI-450. The serration depth and chip opening angle after machining CGI-450 are larger than those of GCI-280. The cutting temperature increases with the surface roughness within a certain range, and the temperature of CGI-450 is 20% higher than that of GCI-280.

A Study on the Flow Resistance of Fluids Flowing in the Engine Oil-Cooler Chosen

Oil-coolers are necessary components in high performance diesel engines. The heat removed by the cooler is a component in the total heat rejection via the engine coolant. Oil-cooler absorbs the heat rejected during the piston cooling and engine rubbing friction power loss. During flows of both coolant and engine oil via the oil-cooler, some flow resistances occur. The aim of the study is to determine values of the flow resistance coefficient for oil going through the cooler at various temperatures. The test stand was developed to determine time needed to empty tanks from liquids flowing through oil-cooler. The flow model was elaborated to study the mentioned flow resistance coefficient with respect to changing liquid temperature. The 20 °C increase in liquid temperature resulted in a flow resistance coefficient decrease of 30% for coolant and of the much more for engine oil. It was found that better results would be achieved with flows forced by means of pumps instead of using gravitational forces on the test stand.

Analysis of hot air duct between turbocharger and intercooler

Abstract Turbocharger have become a common feature in advanced gasoline and diesel engines. A duct transfers hot compressed air from the turbocharger to the engine, increasing its power output by using higher operating pressures. The duct needs to withstand very high temperatures for long periods. Furthermore, due to the narrow space around the engine, they need to be flexible and easy to install. Conventionally, metals are used for turbo hot air ducts because of their excellent thermal conductivity and the dissipation of heat into the atmosphere. This study aims to compare the performance of different materials of turbo ducts between the turbocharger and intercooler based on heat loss capabilities and explore advanced materials that can replace conventional metal ducts. Hot air flowing inside the turbo duct of a high-performance diesel engine vehicle is simulated using Computational Fluid Dynamics in ANSYS Fluent, and the results are verified using analytical heat transfer calculations. Plastics significantly contribute in weight reduction and greater design flexibility over metal pipes, thus improving the sustainability of cars at system costs that are more competitive than ever before.

Regulating characteristics of a diesel engine working on natural gas

The article presents regulating characteristics of a diesel engine according to the fuel injection advance angle during the work of engine on a gas-diesel process. Currently, for many manufacturers the task of reducing production costs is a key priority. In agriculture the essential expenditure item is made up of costs for mobile power facilities fuel. One way to decrease these costs is to use alternative, cheaper fuels. Natural gas is one of them. Diesel is the most common type of engine in agriculture. Though a lot of research on converting diesel engines to natural gas have been carried out, the problem of transition of high performance diesel engines of low dimension to natural gas is still understudied. Diesel D-245.7 (4CHN11/12.5) was taken as the object for the research. The aim of study is converting diesel to a gas-diesel process. Carrying out bench tests with recording regulating characteristics according to the fuel injection advance angle was one of the research stages. As the result of the bench tests there have been established the parameters of the combustion process, heat release characteristics, and effective indicators at different fuel injection advance angles when working on diesel and gas-diesel process.

Case studies for the application of least common multiple (LCM) algorithm for resolving multi-parameter contradiction by inversion of TRIZ contradiction matrix

A novel algorithm for design concept generation using TRIZ inventive principles for resolving multi-parameter contradiction is described in the paper. The LCM algorithm inverts TRIZ contradiction matrix from parameter versus contradiction versus inventive principles form to solution versus parameter versus contradiction form followed by its bifurcation into two complementary matrices. The concept generation using the complementary matrices has been demonstrated for three case studies—the recursive evolution of inventive principles of algorithm by solving its own TRIZ contradiction matrix; high-performance diesel engine; and development of shrink fit and autofrettage concept for very high-pressure vessel. The first case study validates the algorithm. The recursive evolution leads an algorithm to give non-trivial solution due to positive definiteness as stated by theorem of recursive evolution. The algorithm leads to focussed heuristics and problem-oriented prioritisation of parameters by the bifurcation of solution set into basic inventive solution set and novel solution set. Scientific effect that can potentially constrain the applicability of contradiction resolution is reported. The work includes the updated contradiction matrix (Jou et al. in Adv Mater Sci Eng, 2013. https://doi.org/10.1155/2013/830891 ; Mann and Dewulf in TRIZ J, 2003).

Integrated approach for stress analysis of high performance diesel engine cylinder head

Growing thermal and mechanical loads due to development of engines with high level of a mean effective pressure determine requirements to cylinder head durability. In this paper, computational schemes for thermal and mechanical stress analysis of a high performance diesel engine cylinder head were described. The most important aspects in this approach are the account of temperature fields of conjugated details (valves and saddles), heat transfer modeling in a cooling jacket of a cylinder head and topology optimization of the detail force scheme. Simulation results are shown and analyzed.

Assessment of the wall heat transfer in 3D-CFD in-cylinder simulations of high performance diesel engines

Heat transfer through the combustion chamber walls affects largely engine efficiency, emissions and engine component thermo-mechanical reliability. As a consequence, a correct estimation of the wall heat fluxes is mandatory. However, due to the complexity of the phenomena involved in the heat transfer mechanism, such an estimation is far from being trivial.The paper proposes a methodology aiming at evaluating wall heat transfer in 3D-CFD in cylinder combustion simulations of current production compression ignition engines. A high performance DICI engine is simulated, operated at part-load and medium revving speed. Particular care is devoted to both the evaluation of the auto-ignition delays and the selection of a heat transfer model able to predict correctly gas-to-wall heat transfer. As for the delays, they are evaluated adopting a validated mechanism for a Diesel surrogate composed by a blend of n–dodecane and m–xylene. As for the heat transfer, two different models are tested: a more “consolidated” one, widely available in commercial CFD codes, and a more recent one, based on an alternative formulation of the thermal law of the wall. Finally, in order to validate the proposed methodology, numerical heat transfer is compared to an experimental target.

Identification of Control-Relevant Diesel Engine Models Using a Local Linear Parametric Approach

Control is essential to meet future emission requirements in combustion engines. Accurate models are required to design a controller that achieves robust performance over a range of operating conditions. The aim of this paper is to develop a non-parametric and parametric identification procedure that is specifically tailored towards high performance diesel engine control, while minimizing measurement time. First, a non-parametric identification is proposed where the inputs are excited with multisines. A Local Rational Method (LRM) is employed to obtain multivariable Frequency Response Functions (FRFs) in a single experiment. Secondly, a parametric identification procedure uses the non-parametric estimates to obtain control-relevant parametric models. The identification procedure is demonstrated using a modern Heavy-Duty Diesel (HDD) engine providing highly accurate low order parametric models for a 2x2 plant using just 300s of measurement time at an engine operating point.

New MTU High-Performance Diesel Engines without Exhaust Gas Aftertreatment for Tier 4

New MTU High-Performance Diesel Engines without Exhaust Gas Aftertreatment for Tier 4

75 Years of Large Engine Development as Reflected in MTZ

Table 1 shows the wide variety of applications for diesel engines and their characteristic figures. No other type of heat engine offers an equivalent range of power outputs. The engines are categorised according to their speed and application and, therefore, also their size and power output. The smallest category of large engines consists of heavy-duty vehicle engines with a capacity per cylinder of 1.5 l or more. However, many people regard large engines as starting at a capacity per cylinder of 2.5 l. There are four categories of large engine: — engines for heavy-duty road vehicles and industrial and stationary engines: heavy-duty engines — engines for fast ships, locomotives, rail cars and heavy construction vehicles: high-performance diesel engines — medium-speed four-stroke diesel engines (two-stroke engines no longer play a role in this market segment) for marine applications and diesel-powered heat and power stations, some of which can be used with heavy oil — slow-speed two-stroke diesel engines for direct drive applications in maritime industries. MTZ focused on different engine sizes on the basis of the interest at the time from the fields of scientific research and industrial development. Figure 1 shows the number of articles on the individual engine segments. Initially the emphasis was on large engines for ships and locomotives. Stationary engines were a constant theme across all the different periods. However, in the last 20 to 30 years, the majority of MTZ articles have concerned diesel engines for commercial vehicles and cars. The introduction of the ATZ-Offhighway and MTZindustrial magazines have resulted in fewer pieces appearing in MTZ about engines for construction vehicles, marine applications and stationary machinery. It is not always possible to categorise the individual articles by engine size, which means that the figures only give a general overview. TABLE 1 Specific values from different diesel engines (© Helmut Tschoke) Engine \ Parameter Speed [rpm] Power [kW] Specific power [kW/dm3] Power per cylinder [kW/cyl.] Engine displacement [dm3] Number of cylinder [−] BMEP [bar] Small engine 3000 – 3600 1.5 – 12 7.5 – 14 1,5 – 12 0,2 – 0,85 1 3 – 5 Passenger cars 3000 – 4600 35 – 283 40 – 95 17 – 40 0,8 – 4.2 2 – 8 17 – 22 LD vehicle 3000 – 4000 70 – 160 40 – 66 17 – 32 2 – 3.2 4 – 5 12 – 15 HD vehicle 1400 – 2500 170 – 600 20 – 35 29 – 67 7.7 – 16.4 5 – 8 12 – 28 High speed / high performance 1100 – 2200 500 – 10,000 25 – 55 120 – 500 30 – 350 8 – 20 23 – 30 Medium speed 300 – 1200 550 – 21,600 8 – 22 100 – 2000 25 – 2300 4 – 20 22 – 28 Two-stroke low-speed 70 – 170 4300 – 87,000 1.1 – 3.2 870 – 6200 750 – 29,000 5 – 14 18 – 22 Open image in new window FIGURE 1 Number of MTZ reports per year for different diesel applications (© Helmut Tschoke) Using the example of commercial vehicle engines in Figure 2, it becomes clear that the capacity has essentially remained consistent over the years, while the power has increased six- to eightfold and the torque by a factor of seven because of the widespread use of turbocharging. Figure 3 shows the mean effective pressures for all engine sizes. The medium-speed and high-performance diesel engines have the highest mean pressures at over 25 bar. The data in Figure 3 and Figure 4 come from different sources within MTZ and do not cover every engine application. They are only intended to indicate trends. Open image in new window FIGURE 2 Displacement, power output and torque of truck engines — sources: [28] and own inquiry (© Helmut Tschoke) Open image in new window FIGURE 3 Trend curves of BMEP for different diesel engines (© Helmut Tschoke) Open image in new window FIGURE 4 History of diesel engine development (© Helmut Tschoke)

Исследование напряженно-деформированного состояния крышки цилиндра высокофорсированного дизеля

Исследование напряженно-деформированного состояния крышки цилиндра высокофорсированного дизеля

Countermeasures against vibration and noise in a passenger car with a three–cylinder diesel engine

Amid the growing market demand for fuel efficient motor vehicles, the demand for diesel engines has been expanding even in the field of small–sized popular motor vehicles as the power plant for passenger cars, not to speak of trucks, thanks to the vibration and noise prevention technology which has made great strides in recent years, in addition to the diesel engine's inherent fuel economy. Under these circumstances, recently we at Daihatsu have developed the Type CL diesel engine, the smallest three–cylinder, one–litre, diesel engine ever produced in the world (hereinafter referred to as Type CL engine). This newly developed engine has been mounted on our 'New Charade' which is classified as a mini car. The Type CL engine is a swirl chamber type diesel engine with a displacement of 993 cc. It is not only a high–performance diesel engine capable of delivering a maximum output of 27 kW and a maximum torque of 60 Nm, but also one in which the greatest efforts have been extended to reduce vibration and noise levels. This paper describes some of the problems we encountered and the improvements we have made in our pursuit of effective control methods of vibration and noise in a three–cylinder diesel–powered passenger car, in connection with vibration and noise characteristics of the three–cylinder diesel engine as the source thereof as well as their control measures taken at the engine side and the anti–vibration and noise–insulation measures taken at the vehicle body side.

Failure Analysis of a Modern High Performance Diesel Engine Cylinder Head

This paper presents a failure analysis on a modern high performance diesel engine cylinder head made of gray cast iron. Cracks appeared intensively at the intersection of two exhaust passages in the cylinder head. The metallurgical examination was conducted in the crack origin zone and other zones. Meanwhile, the load state of the failure part of the cylinder head was determined through the Finite Element Analysis. The results showed that both the point of the maximum temperature and the point of the maximum thermal-mechanical coupling stress were not in the crack position. The excessive load was not the main cause of the failure. The large cooling rate in the casting process created an abnormal graphite zone that existed below the surface of the exhaust passage (about 1.1 mm depth), which led to the fracture of the cylinder head. In the fractured area, there were a large number of casting defects (dip sand, voids, etc.) and inferior graphite structure (type D, type E) which caused stress concentration. Moreover, high temperature gas entered the cracks, which caused material corrosion, material oxidization, and crack propagation. Finally, premature fracture of the cylinder head took place.

Current Situation of and Development Strategy for Non-Road Multi-Cylinder Diesel Engine with a Small Power

This article introduces the development of domestic and foreign small power multi-cylinder diesel engines which are below 37kW. It analyzes the structural characteristics of foreign products and clarifies the status of domestic small power multi-cylinder diesel engines as well as the causes which limit their development. It also points out that with the tightening of the emission regulations of non-road diesel engines, We need to develop high-performance small power multi-cylinder diesel engines which are compact, energy saving and environmental friendly to meet market demands at home and abroad. Based on the status quo of the domestic industry, it illustrates the development problems of small power multi-cylinder diesel engines that deserve our attention and the corresponding technical countermeasures, and provides recommendations on the development of the domestic industry.

Cleaning the Air We Breathe – Controlling Diesel Particulate Emissions from Passenger Cars

The mechanism of formation of particulate matter (PM) in the diesel engine combustion process is outlined, and the increasingly stringent PM emissions limits in current and projected environmental legislation are noted in the context of the increasing use of fuel-efficient high-performance diesel engines in passenger cars. The types of filter systems for abating diesel particulates are described, as are the principles of filter regeneration – the controlled oxidation of PM retained in the filter, to prevent an accumulation which would ultimately block the filter and degrade engine performance. PM is characterised in terms of both particle size (coarse, accumulation mode, and nucleation mode nanoparticles) and chemical composition, and the filtration issues specific to the various PM types are outlined. Likely future trends in filter design are projected, including multifunctional systems combining PM filtration with NOx control catalysts to meet yet more stringent legislative requirements, including European Stage 5 and 6, and the so called ‘Bin 5’ levels in the U.S.A.

Effect of diesel soot contaminated oil on engine wear

Contamination of lubricating oil by diesel soot is one of the major causes of increased engine wear, especially with most engine manufacturers opting for Exhaust Gas Recirculation (EGR) technology to curb oxides of nitrogen (NO x ) emissions. The diesel soot interacts with engine oil and ultimately leads to wear of engine parts. Factors which can change or modify the characteristics of the soot surface are expected to play an important role in controlling the interactions with soot. Hence, it is important to study the interactions between soot and oil additives in order to develop high performance diesel engine oils for engines equipped with EGR. A statistically designed experiment was developed to study the effects of soot contaminated engine oil on wear. The variables that were considered were the base stock (groups I and II), dispersant level, and zinc dithiophosphate (ZDP) level. The above three variables were formulated at two levels: low (−1) and high (1), which resulted in 2 3 matrix (8 oil blends). In order to study the non-linear effect of soot, it was considered as a variable and was tested at three levels: low (−1), medium (0), and high (1). This resulted in testing of 24 oil samples. A three-body wear machine was used to simulate and estimate the extent of wear quantitatively. The extent of wear was measured as the actual loss of material, in grams. A second set of experiments were performed on a milling machine (ball-on-flat disk setup). The wear scars formed on the steel balls were examined using a scanning electron microscope (SEM) and were analyzed qualitatively to determine the effect of soot contaminated oils on wear. The results obtained were analyzed using the general linear model (GLM) procedure of the statistical analysis system (SAS) package to determine the significance of variables on wear. The analysis indicated that wear increased nonlinearly as the amount of soot increased. Cumulative wear was more for samples with soot contamination than without soot contamination. This showed a detrimental effect of soot on the oil blends wear performance. The SAS analysis showed that the base stock and soot content were the most significant variables affecting wear. Dispersant and ZDP levels were also found to be significant. The highest wear resulted from a sample that had 4% soot.

The new diesel engines series 890 by MTU

MTU Friedrichshafen is currently working on the development of a family of extremely high-performance diesel engines: the 890 model series. At less than 1 kg/kW, these engines have the best power/weight ratio of any series-produced diesel engine in the world today. The 6-cylinder engine is 590 mm high, 700 mm wide, and 760 mm long. It weighs just 520 kg, but delivers 550 kW (750 HP). Such low power/weight ratios are ideal for engines that drive airportable military wheeled and tracked vehicles.

New high-strength materials for sinter-forged connecting rods

Modern high-performance Diesel and gasoline engines require components, which are optimized regarding function, weight and cost. Material research and development plays a key role to meet these requirements. A core component of combustion engines is the connecting rod. Metaldyne, as a global leader in manufacturing of sinter-forged connecting rods, has developed a new class of high-strength materials for sinter-forgings.

High-speed and high performance diesel engine for small aeroplanes

Diesel engines are not only used in automobiles. In this way, the engine manufacturer Dr. Schrick GmbH was contracted to design a small, high-speed diesel engine for the use in small aeroplanes. Because of the targets for the propeller drive, it was not possible to use a conventional design or a public light-weight construction of a diesel engine. This article contains some of the detailed developments that lead to the successful achievement with a two-cylinder diesel engine with direct injection and 600 cm3 displacement.

Lightweight engine structures — Crankcase concepts for high-performance diesel engines

Weight reduction is one of the major targets for passenger cars with special attention to powertrain systems.