Ricardo WAVE Research Articles

TURBOCHARGING UNIT OF THE FOUR-STROKE ENGINE OF THE FORMULA STUDENT RACING CAR

Justification. In any motorsport competitions, for safety reasons, any restrictions on engines are applied: in terms of power, volume, etc. One type of limiter is an air restrictor, which is a calibrated hole in the intake manifold. The most effective and permitted way to increase the power of an engine with a restrictor is to install a turbocharger unit. The purpose of the work is to conduct research on increasing the power of a single-cylinder, inline 4-stroke engine, with an air intake restrictor, by installing an air boost unit. Materials and methods. The study was performed by modeling the operation of a single-cylinder, inline 4-stroke engine, with an air intake restrictor, and a boost unit. To simplify the calculation, the restrictor was taken as a direct diffuser. The calculation was carried out in the Ricardo WAVE software package, which can perform complex calculations of various intake and exhaust systems, with for mathematical modeling of the operation of a single-cylinder four-stroke gasoline engine. With the help of the developed mathematical model, a simulation of the operation of an engine with a boost unit, with and without a restrictor in the main operating modes was carried out in order to obtain its optimal characteristics. The scientific novelty of the study lies in the selection and optimization of the length of the inlet pipe and the use of a restrictor to improve engine performance. Conclusion. The turbocharging unit system (with a restrictor) of the four-stroke engine of the Formula Student racing car has shown a significant advantage over the atmospheric version of the engine. For example, a turbocharged engine has 31 kW and a torque of 34 Nm, whereas a turbocharged engine shows characteristics of 40 kW and 54 Nm, which gives a significant increase in the dynamics of a racing car. Thus, the installation of a boost unit is able not only to solve the problems associated with the restrictor, but also to significantly improve the key performance of the engine. Keywords: engine turbocharging, restrictor, restrictive nozzle.

Biofuel Concentration in Low-Speed Pre-Ignition in Gasoline Engines

Low-Speed Pre-Ignition (LSPI) is a destructive combustion event associated primarily with new, ultra-efficient, downsized gasoline engines, which provide efficiency benefits in general operation. Biofuels, specifically bio-gasoline, are an alternative fuel that attempts to reduce the harmful emissions output by modern Internal Combustion Engines (ICEs). This study attempts to understand the effect of biofuel use on LSPI, through the use of a numerical simulation tool developed in Ricardo Wave. Development of the tool includes the integration of RFlame, an extension capable of modeling autoignition within a 1D domain. Use of the tool highlights the impact of five ethanol blends, E10, E20, E30, E50 and E85, with clear impacts on both the severity and frequency of LSPI events correlated with chemical properties, such as the enthalpy of vaporization (HoV) and octane number. E30 is highlighted as the critical blend for LSPI severity, with both increased severity and intensity seen with a 30% concentration, and a greater sensitivity to effects such as the start of ignition (SOI). Higher-concentration biofuels, such as E50 and E85 bio-gasoline, show much more favorable behaviors, such as a vast reduction in end-gas knock events, but are limited in their use due to their deployment being both cost-prohibitive and potentially damaging in current hardware. Future work on this topic will surround the further development of the simulation tool to integrate 3D solving elements, understand the role of fluid interactions in LSPI, and study optimal fuel characteristics for future use in ICEs.

Design of Variable Valve Timing and Electronic Control for Honda R18A

Abstract: This paper explores the Variable Valve Timing and Lift Electronic Control (VTEC) system developed by Honda, focusing on its mechanisms, design methodology, and impact on engine performance. VTEC optimizes engine efficiency and power by switching between cam profiles suited for low-RPM stability and high-RPM power output, controlled by the engine's computer based on operational conditions. We examine the intricate workings of the VTEC system, detailing its hydraulic actuation and the resulting enhancements in torque and horsepower. Our study centers on the Honda R18A engine, targeting increased maximum RPM and power output. Using theoretical analysis validated through Ricardo Wave software and MATLAB simulations, we determine optimal valve lift and timing to achieve the desired performance. Additionally, the research addresses the geometric parameters influencing airflow through the valves, providing a comprehensive understanding of the VTEC system's contribution to engine efficiency and driving experience. This investigation not only underscores the technological advancements in variable valve timing but also presents practical insights for automotive engineering applications.

A numerical investigation on enhancing the performance of a diesel engine fuelled with diesel‐biodiesel blend using a diethyl ether as an additive

AbstractGlobally, the encouragement of using renewable fuels like biodiesel for diesel engines is driven by concerns over the fossil fuel depletion and harmful emissions. Additionally, the utilization of renewable fuel additives like diethyl ether has the potential to enhance fuel properties and boost engine performance. The aim of this paper was to construct a computer simulation using Ricardo Wave program in order to predict the performance and nitrogen oxides (NOx) emission of a diesel engine fuelled by a diesel‐biodiesel blend and a diethyl ether (DEE) as a fuel additive. The computer model was validated by comparing the simulation engine performance and NOx emission results against the corresponding experimental data for diesel, diesel‐biodiesel blend with 30% biodiesel proportion (B30), and two blends of diesel‐biodiesel‐DEE with DEE proportions of 5% and 10% on a volume basis. Also, the effect of varying the inlet air pressure on engine performance and NOx emission was compared for all investigated fuels. It was numerically demonstrated that using the DEE with an optimum proportion of 5% enhanced engine performance as it decreased engine fuel consumption by 5.9% and increased engine thermal efficiency by 9.6% compared to diesel fuel at engine full load condition. Also, a significant reduction of 20.5% in NOx emission resulted from the addition of DEE. Increasing the inlet air pressure increased engine power and decreased engine fuel consumption for all investigated fuels. Increasing the inlet air pressure from 1 to 3 bar increased engine brake thermal efficiency by almost 20% for all tested fuels. However, NOx emission increased slightly within a range from 1.7% to 7% for the different investigated fuels.

On the influence of different alcohol-type biofuels on performance and engine emissions of an SI engine

Greenhouse gas emissions (G.H.G.) from vehicles are the main source of pollution. In this transition period from fossil fuels to the use of synthetic fuels, the diversification of alternative fuels used to fuel internal combustion engines is seen as one of the best alternatives for reducing G.H.G. In Europe, conforming to the stringent emission reduction targets for 2030, as well as trying to fulfil the regulations of the new Euro VII standard will force engine manufacturers to adopt alternative fuel solutions with a low environmental impact. However, fossil fuels will continue to be used but alternative fuels will substantially decrease our dependence on petroleum-derived fuels. Modern simulation software tools make it easy to produce a fairly accurate analysis of how an internal combustion engine works without the need for prototyping. Packages such as Ricardo WAVE or AVL Boost, are relatively cheap and represent accessible tools for developing, designing, and testing modern internal combustion engines. AVL Boost is a widely used engine simulation tool a 1D (one-dimensional) simulation software that allows engineers and researchers to model, simulate, and optimize various internal combustion engines, including spark ignition (SI) engines, diesel engines, and hybrid powertrains. The software also offers a high degree of flexibility in terms of alternative fuel blends. This paper evaluates the influences of using alcohol-based biofuels on performance metrics and pollutant emissions, such as brake power, brake thermal efficiency, and emissions, such as CO, CO2, and NOx in a spark ignition engine. The effects of varying alcohol fractions in the gasoline-alcohol blends on engine performance and emissions are analysed and explained. In this study, several types of ethanol in gasoline blends were simulated (E25, E50, E85). The one-dimensional model of the tested engine was developed based on the design dimensions of the 1.2L TCe H5FT engine produced by Renault. In the context of maintaining constant engine power output, the findings from the simulation results indicate that the utilization of alcohol-based blends with a high volumetric percentage of alcohol (ranging from 70-90%) can result in a substantial increase in fuel consumption, particularly in the case of methanol blends. Consequently, this phenomenon is associated with an elevated emission of carbon dioxide (CO2). However, it should be noted that despite this drawback, there is evidence of an inclination towards reduced emissions of other pollutants due to the enhanced combustion processes facilitated by the higher ratio of oxygenated compounds and a lower peak temperature. Methanol, one of the two alcohols investigated in this study, is not recommended for usage in fuel blends for several reasons. Firstly, the consumption rate of methanol is higher compared to ethanol, which can result in increased fuel usage. Secondly, methanol poses health risks due to its toxicity at certain levels, posing potential hazards in handling and utilization. Moreover, high concentrations of methanol are not easily miscible with gasoline without the addition of co-solvents, further limiting its feasibility as a viable fuel component.

Effect of gasoline-ethanol blends on the performance of a four stroke engine using Ricardo Wave software

Purpose The purpose of this study is to assess the performance of fuel blends containing ethanol and gasoline in spark ignition engines. The aim is to explore alternative fuels that can enhance performance while minimizing or eliminating adverse environmental impacts, particularly in the context of limited fossil fuel availability and the need for sustainable alternatives. Design/methodology/approach The authors used the Ricardo Wave software to evaluate the performance of fuel blends with varying ethanol content (represented as E0, E10, E25, E40, E55, E70, E85 and E100) in comparison to gasoline. The assessment involved different composition percentages and was conducted at various engine speeds (1,500, 3,000, 4,500 and 6,000 rpm). This methodology aims to provide a comprehensive understanding of how different ethanol-gasoline blends perform under different conditions. Findings The study found that, across all fuel blends, the highest brake power (BP) and the highest brake-specific fuel consumption (BSFC) were observed at 6,000 rpm. Additionally, it was noted that the presence of ethanol in gasoline fuel blends has the potential to increase both the BP and BSFC. These findings suggest that ethanol can positively impact the performance of spark-ignition engines, highlighting its potential as an alternative fuel. Originality/value This research contributes to the ongoing efforts in the automotive industry to find sustainable alternative fuels. The use of Ricardo Wave software for performance assessment and the comprehensive exploration of various ethanol-gasoline blends at different engine speeds add to the originality of the study. The emphasis on the potential of ethanol to enhance engine performance provides valuable insights for motor vehicle manufacturers and researchers working on alternative fuel solutions.

Decision support system for ship energy efficiency management based on an optimization model

This paper introduces an innovative decision support system for improving ship energy efficiency. It combines an engine optimization model and an artificial neural network (ANN). Real-time data regarding the ship and engine performance is obtained along a specific ship navigation, and an engine optimization model is built using Ricardo Wave software. This model is validated with high accuracy. Ship-specific parameters are derived, and fuel consumption is estimated using ANN models with different structures. The study identifies the most suitable ANN model with 1 hidden layer and 5 neurons based on error metric evaluation where the 0.99697 R2, 0.00035 RMSE, and 0.06470 MAPE scores are calculated. This approach offers a cost-effective solution for shipping companies to monitor critical engine parameters in real-time without investing in sensors or data collection systems. Thus, it contributes to dealing with the problem of the scarcity of analyzable data in the maritime literature, which is one of the significant issues in the papers related to energy efficiency, machine learning, and deep learning. It is an innovative approach since the parameters that are related to real-time operations rather than considering only instruction book information are aggregated, and the produced data is analyzed by an intelligent tool.

Comparative analysis of Diesel, B50, and H50 fuels in a diesel engine employing air-fuel ratio and exhaust gas recirculation

Past research has mostly concentrated on the utilization of hydrogen or biodiesel in various proportions when blended with diesel fuel. Despite considerable research conducted on the utilization of fuel blends consisting of hydrogen and biodiesel. Currently, there is a lack of research that has conducted a comparative analysis regarding the impact of air-fuel ratio on the performance of diesel fuel blended with Hydrogen and FAME. This research article examines three fuel blends to determine four critical diesel engine parameters (BTE, Brake Torque, NOx concentration, and BMEP) at five distinct air-fuel ratios spanning from 14 to 65. The present study aims to enhance the comprehension of the intricate characteristics of air-fuel mixtures, specifically rich, stoichiometric, and lean, by conducting an extensive analysis. Additionally, the investigation focuses on the impact of the exhaust gas recirculation technique on the NOx concentration. This article presents a mono-cylinder diesel engine model developed in the Ricardo wave program, simulated in three cases: I) Diesel only, II) B50(Blend of 50 % Diesel and 50 % FAME), and III) H50(Blend of 50 % Diesel and 50 % Hydrogen) at a compression ratio 21 with an rpm ranging from 500 to 2500.Fair agreement with peak results deviating in a few percent revealed that H50 significantly enhances brake thermal efficiency (BTE) measured to Diesel and B50, with improvements of up to 5.6 % and 5 %, respectively. When Hydrogen is mixed with Diesel, the combustion process quickens and becomes more complete, and ultimately, an improved combustion quality is achieved. H50 generates 13 % and 12 % higher levels of NOx in comparison to Diesel and B50, respectively. Increased engine speed triggers the in-cylinder temperature to rise, promoting NOx generation. The heat release rate is a significant parameter for assessing combustion efficiency. Diesel releases more heat than B50 at a particular crank angle. However, from 15-64° CA, B50 keeps generating more heat than Diesel. Thereby, B50 releases more heat than the Diesel overall. The Brake torque and BMEP decrease with the increase in AFR for each case. In conclusion, H50 and B50 generate higher BTE than Diesel. Meanwhile, this comes at the cost of a rise in NOx concentration. When the exhaust gas recirculation is applied at 25 %, the NOx concentration is reduced drastically, and it is further deduced that the rate of change of EGR is inversely proportional to the NOx concentration.

Effects of Waste Cooking Oil Biodiesel on Performance, Combustion and Emission Characteristics of a Compression Ignition Engine

With their higher sustainability index, biofuels, environmentally-friendly and renewable nature is a viable alternative energy source in the transportation sector. This study presents the effect of waste cooking oil (WCO) biodiesel on performance, combustion, and emission from a compression ignition engine. The biodiesel was blended with diesel in varying proportions of 5% biodiesel and 95% diesel (designated as B5), 10% biodiesel in diesel (B10), 15% biodiesel in diesel (B15), 20% biodiesel in diesel (B20), 50% biodiesel in diesel (B50), and 85% biodiesel in diesel (B85). Simulation of a 2-cylinder diesel engine fueled with diesel, biodiesel blends and pure biodiesel was carried out using Ricardo Wave software and the results obtained were validated. The engine speed was varied from 1200 rpm to 3200 rpm at full load condition using a positive valve overlap of 32°. Performance results showed that WCO biodiesel blends at 1200 rpm produce brake-specific fuel consumption of, 0.240109 kg/kWhr, 0.241996 kg/kWhr, 0.244331 kg/kWhr, 0.24661 kg/kWhr, 0.26089 kg/kWhr, 0.27947 kg/kWhr and 0.28798 kg/kWhr for B5, B10, B15, B20, B50, B85 and B100 respectively, as compared to 0.239383 kg/kWhr of diesel fuel while the brake power and torque reduced at full load with varying speed. Combustion analysis showed similar trends between diesel and biodiesel blends whereas biodiesel blends produced shorter ignition delay, shorter combustion duration, and lower heat release rate. Emission levels of CO, reduced by 1%, 10%, 15%, 22%, 48%, 68% and 74% with B5, B10, B15, B20, B50, B85 and B100 respectively at 1600 rpm when compared to diesel fuel. HC emission was reduced by 9% with B100. NO<sub>x</sub> levels slightly increased when B5, B10, B15, and B20 at 1200 rpm and B10 and B15 at 1600 rpm were fueled in the engine. The exhaust gas temperature (EGT) of B5, B10 at 1600 rpm was higher than diesel fuel and B5, B10 at 2400 rpm to 3200 rpm EGT was higher than diesel fuel. Generally, biodiesel blends showed better emission levels and other combustion and performance levels are within acceptable limits.

Application of Miller Cycle and Net-Zero Fuel(s) to Diesel Engine: Effect on the Performance and NOx Emissions of a Single-Cylinder Engine

Diesel engines play a very significant role in the automotive industry, but the total emissions of diesel engines are more than 1.8 times that of petrol engines. It is therefore important for diesel engines to control emissions. Theoretically, the Miller cycle can be used to achieve NOx reductions by changing the effective compression ratio, while it has become increasingly popular in recent years with the increasing maturity of current turbocharging technology. Based on Ricardo WAVE software, this paper analyses the NOx emissions and engine performance of diesel engines by modelling and simulating their operation under different loads with two types of Miller cycles (EIVC and LIVC) at different degrees. Simulation of engines operating under different loads allows a more comprehensive study of the effects of the Miller cycle on the engine, and a specific analysis in the context of the actual engine operating environment. The result is that both versions of the Miller cycle are most effective in reducing NOx emissions at 10% load, showing a maximum reduction of 21% for EIVC and 37% for LIVC. However, as the Miller cycle decreases engine power, the paper further investigates the application of turbocharger systems in the EIVC Miller cycle, with results showing a 32% increase in brake power at 10% load and −25% EIVC Miller cycle degree. Both ethanol-fueled diesel-cycle and Miller cycle engines were also analyzed, and a reduction in NOx emissions was observed, as well as hydrogen engine performance and NOx emissions.

Effects of Fuel and Diesel Particulate Filter on Exhaust Gases Emissions using Ricardo WAVE

Up to one-third of the light mobility vehicles and a considerable amount of heavy mobility vehicles such as trucks utilize engines powered by diesel fuel. Historically and presently, diesel fuel emits more pollutants on combustion than its counterpart, petrol, hence the new emission norms introduced by the governing body hopes to reduce the pollutants generated by these vehicles. The most notable addition to the newly adopted BS6 emissions norms is the addition of a Diesel Particulate Filter to the exhaust system of diesel engine vehicles which aims to cut down on harmful emissions such as NOx, CO and unburnt HC. An unconventional method to reduce emissions is to use biofuel and biodiesel as an alternative to conventional diesel to reduce harmful emissions. This present work will analyse and compare the effect of a DPF and biofuel on exhaust gas emissions. The Kirloskar TV-1 engine model was used for the analysis was produced on Ricardo WAVE and the engine model was validated with experimentally measured data for the same engine in [13]. The addition of a DPF reduced CO, HC and NOx emissions by an average of 10.2%, 14.8% and 63.4% respectively compared to emissions with the use of an unfiltered exhaust. The simulation results showed that an increase in biofuel concentration by 5% in the biodiesel (B5 to B20), reduced the CO by 4.2%, and increased NOx emissions by 3.2% while having identical brake thermal efficiency under ideal combustion conditions. The decrease in HC emissions was minuscule which change in biofuel concentration.

The Evaluation of Liquefied Petroleum Gas (LPG) Utilization as an Alternative Automobile Fuel in Nigeria

The utilization of liquefied petroleum gas (LPG) as an alternative automobile fuel in Nigeria was studied, focusing on varying different blend ratios of propane and butane as an alternative fuel in a single-cylinder, four-stroke, and spark ignition (SI) engine. Ricardo WAVE, 1-Dimensional engine simulator was used to model the internal combustion engine where the different blend ratios of propane and butane (P100, P90B10, P80B20, P70B30, P60B40 and P50B50) were tested and compared with a gasoline engine operating under same conditions. From the simulation results for the different LPG blends, there was no significant difference in the engine performance and emissions, but when compared with pure gasoline, it was observed that the LPG showed improved engine performance and lower emissions. The engine power output in using the blends was 25% higher compared to using gasoline; CO emission was 50% less, UHC was 20% less while NOx at low speed was significantly lower.

Effect of Palm Oil Biodiesel Blends on Engine Emission and Performance Characteristics in an Internal Combustion Engine

Increasing global environmental issues and depleting fossil fuel reserves has necessitated the need for alternative and sustainable fuel. In this paper, the effects of biodiesel and its blend on engine emission and performance characteristics in an internal combustion engine were analyzed. Biodiesel derived from the transesterification of raw palm oil was blended with diesel fuel at different proportions designated as PO5 (5% Biodiesel and 95% Diesel), PO10 (10% Biodiesel and 90% Diesel), PO15 (15% Biodiesel and 85% Diesel), PO20 (20% Biodiesel and 80% Diesel), PO50 (50% Biodiesel and 50% Diesel), PO85 (85% Biodiesel and 15% Diesel), and PO100 (100% Biodiesel). A Lombardini 2-cylinder, four-stroke direct injection diesel engine with a compression ratio of 22.8 was developed using Ricardo Wave software in which diesel, palm oil biodiesel blends and pure biodiesel are used in the model, and the obtained results were analysed and presented. The simulation was done under varying engine speeds of 1200 rpm to 3200 rpm at full load condition. Biodiesel and its blends are more environment-friendly and non-toxic when compared to diesel fuel; it also improves the mechanical efficiency of the engines, and above all can also lead to a reduction in poverty among rural dwellers. The obtained results showed that brake specific fuel consumption and brake thermal efficiency increased with palm oil biodiesel blends as compared to diesel fuel which might be a result of biodiesel’s lower heating value, and the increase in thermal energy may be a result of the oxygenation of the biodiesel blend as compared to pure diesel. In terms of brake torque, palm oil biodiesel blends were lesser than diesel fuel. The CO, HC, and NOx emissions of palm oil biodiesel blends decreased significantly compared to that of pure diesel. From this study, palm oil biodiesel emits lesser emissions than diesel fuel and its performance characteristics are similar to diesel fuel. Therefore, palm oil biodiesel can be used without any modifications directly in a diesel engine. In addition, it can also be used as blends as an alternative and sustainable fuel, decreasing air pollution, and increasing environmental sustainability.

Influence of intake air temperature on the performance of gasoline engines using a different type of fuel

The aim of the present study is to investigate the effect of Intake air temperature on the performance of gasoline engines. Various factors are taken that affect the performance of four-stroke gasoline engines. Changes in air intake temperature have a significant impact on the performance of a petrol engine. Consequently, an increase or decrease in the global ambient temperature will impact the performance and air quality of gasoline engines in particular. therefore, this investigation will discover the hot value of intake air temperatures that effects engine performance. This study tested two Kurdistan-Iraq gasoline kinds at different intake temperatures (25Co, 35Co, 45Co, and 50Co). Experiments utilized a four-stroke spark ignition _engine that operated at various rates of speeds (1300, 1500, 1800, 2000, 2300 and 2500 revolutions per minute) under a half load with a 50% throttle opening. The experimental outcomes were compared with Ricardo Wave software simulations. The Ricardo Wave's theoretical outcomes were in good agreement with the experiment data it showed a near 5% to 10% variance between simulation and practical data. Additionally, utilizing fuels having higher RON increases brake power owing to gasoline's greater hydrogen content and the engine's high octane fuel requirement. Also, lower inlet air temperatures would be denser (more oxygen) and offer a larger mass flow during each piston cycle. Hence, due to those factors, brake power was enhanced by reducing intake temp and raising RON. Generally, the experiment results demonstrated that utilizing higher octane number gasoline under lower intake temperature improved engine performance which demonstrates higher power, torque, and efficiency with lower bsfc compared to utilizing higher intake temperature and lower octane gasoline.

Modeling Transient Control of a Turbogenerator on a Drive Cycle

<div class="section abstract"><div class="htmlview paragraph">GTDI engines are becoming more efficient, whether individually or part of a HEV (Hybrid Electric Vehicle) powertrain. For the latter, this efficiency manifests itself as increase in zero emissions vehicle mileage. An ideal device for energy recovery is a turbogenerator (TG), and, when placed downstream the conventional turbine, it has minimal impact on catalyst light-off and can be used as a bolt-on aftermarket device. A Ricardo WAVE model of a representative GTDI engine was adapted to include a TG (Turbogenerator) and TBV (Turbine Bypass Valve) with the TG in a mechanical turbocompounding configuration, calibrated using steady state mapping data. This was integrated into a co-simulation environment with a SISO (Single-Input, Single-Output) dynamic controller developed in SIMULINK for the actuator control (with BMEP, manifold air pressure and TG pressure ratio as the controlled variables). Transient verification with WAVE-RT was conducted on WLTP and NEDC drive cycles, estimating dynamic energy recovery and fuel consumption improvement. Hints are given for a more advanced MIMO (Multiple-Input, Multiple-Output) control system architecture and calibration.</div></div>

Numerical Investigation of the Application of Miller Cycle and Low-Carbon Fuels to Increase Diesel Engine Efficiency and Reduce Emissions

In this paper, validated simulations using Ricardo WAVE have been performed to investigate the effect of the Miller cycle and low-carbon fuels on the performance (power, torque, BTE and BSFC) and emissions of a diesel engine. The results show that the increased Miller cycle effect (larger deviation of the advanced or retarded intake valve closing from the standard intake valve closing time) will decrease NOx, CO and HC emissions, and slightly improve brake thermal efficiency (BTE) and brake specific fuel consumption (BSFC) with slight loss in engine performance and increase in soot emissions. An engine running B0 (diesel with 0% Biodiesel in the blend) with a −18% Miller cycle effect has a reduction in NOx of 9% and CO of 4.3% with a decrease of 1.6% in power at the rated engine speed. Using low carbon fuels drastically reduces emissions with reduced BTE and increased BSFC. When used in conjunction, the Miller cycle and low-carbon fuels have an improved effect on both performance and emissions. The optimal results demonstrate that using B60 (60% Biodiesel in the blend) and a −8% Miller effect contributes to a 1.5% improvement in power, 1.2% in BTE, 13.3% in NOx, 38.5% in CO, 8.9% in HC, and 33.0% in soot at a cost of 6.0% increase in BSFC. The results show that it is an easy way to reduce NOx, CO, HC and soot emissions and increase the BTE of the engine by combining Miller cycle and low-carbon fuels.

Validation of an Emission Model for a Marine Diesel Engine with Data from Sea Operations

In this study, a model is developed to simulate the dynamics of an internal combustion engine, and it is calibrated and validated against reliable experimental data, making it a tool that can effectively be adopted to conduct emission predictions. In this work, the Ricardo WAVE software is applied to the simulation of a particular marine diesel engine, a four-stroke engine used in the maritime field. Results from the bench tests are used for the calibration of the model. Finally, the calibration of the model and its validation with full-scale data measured at sea are presented. The prediction includes not only the classic engine operating parameters for a comparison with surveys but also an estimate of nitrogen oxide emissions, which are compared with similar results obtained with emission factors. The calibration of the model made it possible to obtain an overlap between the simulation results and real data with an average error of approximately 7% on power, torque, and consumption. The model provides encouraging results, suggesting further applications, such as in the study on transient conditions, coupling of the engine model with the ship model for a complete simulation of the operating conditions, and optimization studies on consumption and emissions. The availability of the emission data during the sea trial and validated simulation results are the strengths and novelties of this work.

Investigation of the combustion and emissions of lignin‐derived aromatic oxygenates in a marine diesel engine

AbstractAs a hard‐to‐decarbonize sector, the shipping industry is experiencing demands to accelerate the transition from fossil fuels to alternative low‐carbon fuels, to significantly reduce the negative impacts on the environment. Biofuels are regarded as one of the solutions for decarbonization in the marine sector. This paper introduces a lignin‐derived drop‐in biofuel, 2‐methoxy‐4‐propylphenol (2M4PP), from non‐edible feedstocks and investigates engine performance using its 10% (by volume) blend with standard diesel fuel (DF) at variable engine speeds and loads. Results show insignificant difference between the in‐cylinder pressures of the proposed blend and DF. The diesel‐2M4PP blend emits less carbon monoxide (CO) and nitric oxide (NOx) than DF at all speeds by up to 39.6% and 10.7% respectively, although its brake‐specific fuel consumption (BSFC) is higher. A Ricardo wave model, which is validated with engine experimental data at 2400 rpm speed and full load, is investigated by adjusting injection pressure, injection timing, injection duration and nozzle diameter. The optimal parameters, i.e., 214 bar injection pressure, 6° injection timing, 41.4° injection duration, and 0.37 mm injector orifice, lead to the best engine performance with improved brake power, reduced NOx emissions, and limited influence on BSFC and hydrocarbon emissions compared to DF. © 2021 The Authors. Biofuels, Bioproducts and Biorefining published by Society of Industrial Chemistry and John Wiley & Sons Ltd.

Optimization of Power and Torque with lower Exhaust Noise for FSAE Vehicle

The exhaust noise is considered to contribute disturbance to large extent in any vehicle. The sound wave cancellation device is used for better noise attenuation without much compromise on engine efficiency. This paper aims to design an advanced muffler which gives considerably lower back pressure in exhaust system line, thereby optimizing the power and torque of an engine. Study includes close monitoring of parameters such as power, torque, and transmission loss within the given boundary conditions. The limiting condition laid by Formula Society of Automotive Engineer (FSAE) is satisfied using Ricardo Wave Build software.

Measurement and modelling of a linear electromagnetic actuator driven camless valve train for spark ignition IC engines under full load condition

Camless engine valve train for gasoline engines particularly port injection engines offer major improvements over traditional system with fixed valve timing and lift, in terms of efficiency, maximum torque and power, and emissions. Electromagnetic driven valve actuators are very promising in this context, but there are significant control problems. The use of displacement sensor could add extra cost to the camless engine. In this work, a moving coil actuator driven valve train was designed and prototyped and a 1D single-cylinder internal combustion engine model was built to investigate the benefit of without throttle by adopting such camless valve train using Ricardo WAVE under full load operating conditions. A novel low-cost sensor named linear actuator position sensor (LAPS) based on flux linkage change on search coil was constructed in LabVIEW by using current, voltage and proximity sensors to detect the valve lift. The measurement of valve lift and current was reported to prove the feasibility of the camless valve train. The valve lift was used for the single-cylinder engine model and the simulation shows that the peak overall engine efficiency using camless valve train reaches 38.2% and the peak torque increases by 5 Nm compared conventional throttled engine under full load operating conditions. The LAPS model was validated by the experimental valve lift and the high accuracy indicates that the LAPS can be adopted for future development of camless valve train for spark ignition IC engines.