Volume Combustion Chamber Research Articles

Pengaruh Penambahan Surfaktan Estolida dan Digliserida pada Pelumas Minyak Goreng terhadap Temperatur Mesin dan Daya

Lubricating oil is a type of fluid needed by a machine to carry out work steps. Significant changes in the temperature of the lubricating oil viscosity until it is too low makes the engine components less lubricated, which causes the engine components to heat up quickly because the friction between the metals that occurs becomes greater. Lubricant that is of poor quality can cause deposits to appear in the engine room which results in the engine working harder. The aim can be achieved in this research by varying the lubricating oil with a mixture of Estolide and Diglyceride surfactant percentages of (2.5%, 5% and 7.5%). This test was carried out on a petrol motorbike with a combustion chamber volume of 125cc with standard conditions. The data that will be taken in this research includes engine temperature and power. The power testing method using a dynamometer and lubricant with cooking oil mixed with 7.5% estolide surfactant after heating produces an average value of 6.52 HP which has a higher average value than oil with a value of 5.37 HP

The modeling and simulation of a smoke-free firewood furnace designed for indirect heating adapted to mixing heating configuration

The use of wood furnaces for thermal energy applications in drying is common among coffee growers in Brazil. However, incomplete combustion of firewood and excessive use of damaged furnaces can lead to product contamination and negative environmental effects. To address this issue, a smoke-free wood furnace was designed, to heat the drying air utilizing a heat exchanger, and using a removable smoke-free combustion cell. The new furnace design was based on thermal energy ranging from 15 to 30 kW, drying airflow rates from 35 to 45 m³ min-1, and drying air temperatures from 50 to 80 °C. The design process considered the thermal energy required for heating air, furnace fuel consumption, combustion chamber volume, grate area, and heat exchanger dimensions. The performance of the adapted furnace data was monitored over time using a graphics statistical control (x-bar chart). Regression analysis of temperature and mass flow rate for the mixed heating configurations was carried out to develop quadratic models for the modified operation. The models were used to create a simulation model using ExtendTM simulation language to predict the performance of the furnace, in mixed heating at the desired drying air temperature. The simulation was carried out under two different conditions, normal and controlled operation of the furnace. Five scenarios of working hours without refueling (119 min) drying temperature were carried out. The simulation result indicates that the furnace operates at a maximum efficiency of approximately 40% irrespective of the desired drying temperature during normal operation. However, controlled operation with increased opening time of the mixing air inlet for admitting ambient air into the mixing chamber significantly improved the furnace's efficiency, with an optimum efficiency of 55% achieved at 90°C drying temperature. The simulation reflects that the furnace operates at a maximum efficiency of 68% at a temperature of 90°C, which can be attained at 66.31 minutes of operation in mixed heating of 30 minutes and indirect heating configuration of 89 min during working hours without refueling of 119 min.

A modified vertical-horizontal well pattern for enhancing in-situ combustion performance in extra-heavy oil reservoirs

A proper well pattern is critical for the efficient and economical exploitation of heavy oil and bitumen during the in-situ combustion (ISC). This paper brings a modified vertical-horizontal well pattern named the modified THAI process using additional injectors in staggered line drive with auxiliary gas producer wells and investigates its ISC performance using a 3D experimental simulation. The burning stability, spatial distribution of coke zone, pressure difference, and extension features of combustion chamber are studied and analyzed. Results show that a better burning state and stable propagation for the combustion front can be achieved in this modified well pattern. Spatial distribution of coke zone structure manifests a larger sweep volume of combustion chamber and a lower extent of combustion override. Combustion chamber extension characteristics are intuitively displayed by the variation of 350 °C isothermal surfaces, and its sweep volume finally enlarges to 53032.55 cm3 with a volumetric sweep coefficient of 47.95%. The production well intermittent shutdown (PWIS) method can improve unfavorable expansion behaviors of combustion chamber with little impact on the burning state and pressure difference. The oil displacement efficiency eventually reaches 85.6%. This well pattern exhibits significant potential for enhancing in-situ combustion performance, contributing to the economic and efficient exploitation of oil in commercial ISC application.

Improving the performance of diesel engines fueled with water-fuel emulsion

Due to unique properties, production and operation features, water-fuel emulsion (WFE) could be considered as one of the most promising type of alternative fuels for diesel engines. Experimental research showed that comparing to traditional diesel fuel, application of water-fuel emulsion allows to reduce nitrogen oxides and soot emissions, which is due primarily to a decrease in the level of maximum temperatures in the engine cylinder, as well as a more uniform distribution of fuel over the combustion chamber volume thanks to its secondary dispersion (micro-explosion phenomena). To control the stability of water-fuel emulsion properties during engine operation it is recommended to install water content sensor in the fuel supply system.

Energy Effect of the Degree of Hydration of Ethanol and the Air Excess Coefficient (a) on the Use of Ethanol-Gasoline Mixtures in Spark Ignition Engines

The objective of this study was to evaluate energetically the effect of hydration degree and mixture type (rich mixture α = 0,85 and lean mixture α = 0,15) on the use of ethanol and gasoline mixtures in spark ignition engines. The experiments were carried out in the Propulsion Laboratory of the Faculty of Engineering Sciences of Agrarian University of Havana (AUH). The JACTO model engine used has an effective power of 1,2 kW, speed 580 rpm, combustion chamber volume 34 cm 3 . Before combustion, the degree of ethanol hydration was determined (80 %; 85 %; 90 %; 95 %). Taking into account the influence of the percentage of purity of ethanol and air excess coefficient (α), when using combustible mixtures, analyses were carried out on the following parameters: air-fuel ratio (r a/f ) and fuel-air ratio (r f/a ); internal energy of combustion products (U z ); the number of moles of raw materials in the mixture for gasoline engines (M 1 ) and the number of moles of products during combustion (M 2 ). Based on the experimental work performed and the energy analysis of the combustion process, it was shown that the mixture of gasoline E-10-EH-80 % received more air and fuel than ratio necessary to achieve combustion, reaching 11,781 kg (air)/kg (fuel) for α = 0,85 and 15,309 kg (air)/kg (fuel) for α = 1,15. This is due to the fact that this is a mixture with increased moisture, because it contains more oxygen atoms, which impoverishes the mixture, and guarantees the best quality in the combustion process. But rich mixtures (α = 0,85) were the most energy efficient, which is associated with an increase in the octane number, that is, the antiknock ability of the fuel mixture used, which improves the quality of combustion, although it reduces the energy output during an explosion (detonation).

The role of turbulence in the characteristic velocity and length of rocket combustors

High-fidelity direct numerical simulations are conducted to investigate combustion performance in high-pressure methane-oxygen diffusion flames with different inlet turbulence. The results are post-processed to investigate the influence of turbulence on characteristic velocity and length. It is found that despite the eminent fuel-rich non-premixed configuration of the flame, a substantial amount of heat release takes place in premixed lean conditions. It is found that the occurrence of this phenomenon increases with the turbulent kinetic energy due to the mixing enhancement driven by the greater strain rate. The greater prevalence of lean combustion is beneficial for combustion performance near injection but detrimental for the completion of chemical reactions at downstream positions. It is found that excessive upstream oxygen consumption is responsible for this result. With more prevalence of lean combustion, oxygen is depleted sooner, and alternative reaction paths through carbon dioxide reduction are necessary to finalize the burning process. Moreover, it is observed that lower entry turbulence is beneficial for the downstream mixing intensity since it enhances the generation of radial velocity shear and flame-generated turbulence. The opposing effects of turbulence upstream and downstream determine the existence of optimal turbulence characteristics providing minimum characteristic length while achieving complete burnout. The combustion chamber volume savings associated with this optimal configuration are in the order of 50%.

Novel Method for Determining Internal Combustion Engine Dysfunctions on Platform as a Service.

This article deals with a unique, new powertrain diagnostics platform at the level of a large number of EU25 inspection stations. Implemented method uses emission measurement data and additional data from significant sample of vehicles. An original technique using machine learning that uses 9 static testing points (defined by constant engine load and constant engine speed), volume of engine combustion chamber, EURO emission standard category, engine condition state coefficient and actual mileage is applied. An example for dysfunction detection using exhaust emission analyses is described in detail. The test setup is also described, along with the procedure for data collection using a Mindsphere cloud data processing platform. Mindsphere is a core of the new Platform as a Service (Paas) for data processing from multiple testing facilities. An evaluation on a fleet level which used quantile regression method is implemented. In this phase of the research, real data was used, as well as data defined on the basis of knowledge of the manifestation of internal combustion engine defects. As a result of the application of the platform and the evaluation method, it is possible to classify combustion engine dysfunctions. These are defects that cannot be detected by self-diagnostic procedures for cars up to the EURO 6 level.

The Influence of Design Geometry on the Operational Performance of Helmholtz Pulse Combustor

The objective of this study is to build a pulse combustion simulation model in order to determine the design parameters that influence the pulse combustor’s optimized performance. The Helmholtz valveless pulse combustor type is the simple design of pulse combustors. It has many advantages over conventional combustion, so it has been used in a variety of applications. There are many parameters that need to be studied in order to design this combustor type to achieve optimal performance. This research presents numerical and experimental investigations of pulse combustion. FLUENT software is used to conduct numerical simulations of the design parameters and pulse combustor performance. These simulations are then experimentally validated and confirmed to be accurately optimized in order to be applicable. The performance of the pulse combustor is studied for different inlet and tailpipe length and combustion chamber volume. This research accurately predicts how the frequency and pressure amplitude vary as the lengths of the inlet and tailpipe increase, as well as the combustion chamber volume.

Investigation of pressure gain characteristics for kerosene-hot air RDE

Total pressure gain is one of the most significant performance metrics for rotating detonation engines. In this study, total pressure gains of kerosene-hot air(523K∼553 K) RDE for different combinations of A8/A3.2 and A3.1/A3.2 are measured by EAP(Equivalent Available Pressure).It is found that total pressure gain tends to increase with the decrease of A8/A3.1.The highest total pressure gain of -15% occurs at A8/A3.1 = 0.87.And the highest total pressure gain of each configuration approximately increases linearly with the decrease of A8/A3.1 with the maximum deviation of 3.3% for the same A8/A3.1 under different combustor widths. The total pressure gain climbs with the decrease of Pt2/P3.2. And there appears a clear demarcation point at Pt2/P3.2 of 1.89 for the effects of Pt2/P3.2 on total pressure gain because of different total pressure loss mechanisms. The equation of total pressure gain is rewritten to separate inlet losses from other losses. Positive total pressure gain is obtained when inlet losses are excluded for some cases. In order to take the effects of equivalence ratios, types of fuel, combustion efficiency and widths of combustion chamber on total pressure gains into account, Qv is introduced which is defined as the actual heat released by the combustion of fuel entering the combustion chamber for 1 hour in unit pressure and unit combustion chamber volume. There appears to be an approximately linear trend in pressure gain as a function of Qv for each A8/A3.1 A simple pressure gain model is developed to describe the variation of total pressure gain with A8/A3.1 and Qv. Higher Qv and lower A8/A3.1 are required to achieve positive total pressure gain which is not easy to be realized at the same time. As an important parameter for calculation of Qv, the average pressure of combustion chamber is approximately equal to the product of velocity of detonation waves and mass flux of nozzle outlet. A comparison is made among total pressure gain measured by EAP, (Mach-Corrected Static Pressure)and MFF(Mass Flow Function). They are basically linear with relative errors falling within +/-10%.

Rancang Bangun Prototipe Insenerator Untuk Sampah Rumah Sakit Dengan Teknologi Pengendalian Polusi Udara

Medical waste has become a major problem today in Indonesia because of the COVID-19 pandemic which has resulted in many hospitals being full of patients, resulting in an increase in medical waste. Handling of waste that is carried out is still not appropriate so that waste accumulates in garbage collection sites and in final disposal sites. As a result, the waste becomes a means of germs, bacteria, and animals that can spread disease to the surrounding environment. One way that is often used is to burn waste to reduce its volume. The incinerator is a modern means of burning waste by using a combustion system up to a temperature of 1000°C and can reduce the volume of waste by up to 90%. The research method used in making the design of the incinerator is starting from the design of the combustion chamber, the manufacturing and assembly stages, until testing is carried out on the tool. The test results from the incinerator can accommodate as much as 5kg to 10kg of waste with a combustion chamber volume of 0.165 m3. The highest temperature of the incinerator is at minute 15 with a temperature reaching 270.6°C, while the lowest temperature is at minute 150 with a temperature of 42.5°C.

Web Optimization of Compression Ignition Aviation Engine Crankshaft

The focus of this study was the weight reduction of crankshaft web regions of an inline 4 cylinder, 250 HP compression ignition engine with a combustion chamber volume of 2499 cm3 intended for use in aircraft. Iteration #0 model was generated by manual reduction of a reference model. According to the results of the analyses, the stresses were compared. Since the increase in stress values of weight reduced model over the reference model exceeded the targeted upper limit of 15.0%, three geometric parameters have been defined, and seven candidate design models have been created by using one, two, or all of the three parameters. In order to maximize the weight reduction by achieving the target stress limit, the lightest design model was obtained in the 10th iteration. For the last three iterations, new parametric values were determined by utilizing the calculated effects of the geometric parameters on stress and weight.

Influence of fuel system variations on performance and emission characteristics of combined air-wall-guided mode modified GDI engine with alcoholic fuels and exhaust gas recirculation.

GDI engines commercially existed with spray-guided mode where the fuel injector placed almost vertically and sprayed fuel is occupied throughout the volume of combustion chamber. With the advanced emission norms, NOx and soot emissions control is the major task along with lower fuel consumption. To achieve the advanced emission norms, further modifications are required before or during combustion. Combined air-wall guided mode combustion chamber modification is the advanced stage required for further improvement in mixing and superior combustion. Combined air-wall guided mode involved piston crown shape modification so that the modified shape must impart turbulence effects and divert the fuel/mixture flow towards the spark plug tip to initiate the combustion process. In this study, the combined air-wall-guided mode gasoline direct injection engine was tested with gasoline blends using ethanol, methanol and N-butanol at 20, 35 and 50% proportions under specific fixed conditions: 1500rpm speed, 10% EGR and FIP of 150 bars with three split injections at 320°, 220° and 100° before TDC at different injection durations. Tests were conducted over these gasoline blend proportions for engine performance and emission characteristics and achieved the beneficial results with E20 gasoline blend over the entire applied torque values. E20 blend develops maximum IMEP of 8.3% at 50% blend proportion and as significant increment of 7.4% at 20% of blend proportion. E20 blended fuel shown a maximum decrement of SFC up to 7.2%. Significant reduction of CO emission up to 11.3% for E20 blend and maximum reduction of 12% for E50 blend. HC emissions were decreased significantly up to 14% for E20 blend and it reached maximum reduction of 20.3% for E50 blend. NOx emissions showed lower concentrations for E20 blend with a decrement of 13.3% and higher for B35 blend. Soot particle emissions were decreased significantly up to 27% for E20 blend and it reached maximum reduction of 33.34% for E50 blend.

Effects of pre-mixed gas composition on combustion characteristics of micro pilot dual fuel (MPDF) in a heavy-duty dual fuel engine

The effects of premixed gas compositions on the combustion characteristics in micro pilot duel fuel (MPDF) conditions were investigated. Propane, hydrogen, and carbon dioxide gases were added to methane gas, and engine experiments were conducted under various premixed gas compositions. A single-cylinder heavy-duty engine with a combustion chamber volume of 1100 mm3 and compression ratio of 17.0 was used. A 55 kW DC dynamometer was used to operate the single-cylinder dual-fuel engine at a constant engine speed. At high propane mixture ratios, knocking combustion occurred, accompanied by intense engine vibrations, owing to the low octane number of propane. Knocking combustion led to an increase in the combustion variation and ringing intensity (which represents the knocking combustion intensity). In contrast, at high ratios of hydrogen, which has a high octane number, knocking combustion was suppressed, and the speed of combustion was lower than that in the case of high propane mixture ratios. The optimum conditions corresponded to a ringing intensity of 3–5 MW/m2. The addition of even a small amount of propane gas enhanced the engine performances in misfiring conditions. In contrast, a considerable amount of hydrogen gas was required to prevent abnormal combustion because of the low density of hydrogen gas. The presence of carbon dioxide effectively stabilized MPDF combustion by suppressing knocking combustion.

Effect of the novel continuous variable compression ratio (CVCR) configuration coupled with spark assisted induced ignition (SAII) combustion mode on the performance behavior of the spark ignition engine

The paradox of low efficiency and high fuel consumption at low-load and high efficiency and knocking combustion at high-load are pushing the engine community to optimize compression ratio (CR) in the spark ignition (SI) engine. However, it is difficult to balance the performance under a wide load range with using a fixed CR. In this paper, a novel continuous variable compression ratio (CVCR) system was proposed and successfully used in a SI engine, which could continuously change the auxiliary combustion chamber volume, thereby achieving different compression ratios from 10.0:1 to 17.8:1. The results indicated that the total mass of residual exhaust gas in the cylinder of the engine equipped with CVCR system was increased, and the residual gas fraction (RGF) in the auxiliary cylinder was increased, while the RGF in the main cylinder wasn’t changed dramatically with increasing CR. In addition, combustion rate was increased and combustion duration was decreased with increasing CR. The heat transfer rate and its percentage in the total fuel energy was decreased with the increase of the CR. The BSFC and effective thermal efficiency of the engine equipped with CVCR system could be improved by 15.85% and 15.57% by adopting CR 17.8:1 and 10% external EGR under the operating condition of 2000 r/min and BMEP 9.59 bar, respectively. However, the intensity of knocking combustion was increased with CR and limited the utilization of the high CR in the SI engine. Using external exhaust gas recirculation strategy could greatly alleviate the knocking combustion and reduced the heat transfer rate through the combustion chamber wall, which was beneficial to increase the indicated thermal efficiency and adiabatic efficiency.

Development and Performance Evaluation of a Small Scale Municipal Solid Waste Incineration Plant

This study presents the design and testing of a waste-to-energy plant by incineration of small scale municipal solid waste to produce steam for electricity production. The average total waste generated within the study area was found to be 55,800kg/day, with an estimated calorific value of 13,958kJ/kg. The waste samples were collected, dried, shredded and weighed in order to reduce the moisture content to the acceptable minimum and decreases the surface area of the sample that will allow easier penetration of heat. The incinerator was designed using CATIA-5 software. The key performance indices of the developed plant are maximum furnace temperature, residence time, mass flow rate, steam pressures and amount of steam generated keeping the mass of waste constant per test but varying the air flow. The moving grate is inclined at an angle of 12° while the volume of the incineration combustion chamber was calculated to be 0.267m3. 150kg of small scale waste was fed into the combustion chamber of the incinerator to produce heat in order to fire the boiler filled to 70 litre capacity level. Tests were carried out with natural air flow and forced air supplied through the primary air nozzles at an air velocity of 6.2m/s. The obtained temperature/pressure results were: 464°C/5 bar and 528°C/7 bar and 542°C/7 bar for tests 1, 2 and 3 respectively. The steam produced in the boiler was able to run a steam turbine used to generate electricity. Preliminary results showed that such a plant could be used to complement the power supplied to the University as a set of 36 - 12V DC bulbs were powered for 15 minutes.

Combined effects of combustion chamber geometry and injection strategy on combustion and emissions of a diesel engine

For a certain type of direct injection diesel engine, a three-dimensional model of a single-cylinder complete combustion chamber and in-take/exhaust port was established. Three-dimensional Computational Fluid Dynamics (CFD) analysis software CONVERGE was used for simulation. The effects of fuel injection strategy and combustion chamber geometry on combustion emissions of diesel engine were studied while the combustion chamber volume, engine compression ratio, total fuel injection quantity and total injection duration were kept unchanged. The results show that the strategy of multiple injection and reasonable shape of combustion chamber can effectively increase the turbulent kinetic energy in cylinder, improve the uniformity of oil-gas mixing, reduce the emission of pollutants, and increase the quality of after injection can further reduce the emissions of NOx and soot.

Numerical simulation of combined combustion of coal-water and pulverized coal fuel

A numerical method for calculating the processes of co-combustion of coal-water and pulverized coal fuel has been developed. The effect of operating parameters on the processes occurring in the combustion chamber at co-combustion of coal-water and pulverized coal fuel has been studied. It is shown that redistribution of air between two stages of the burner affects significantly the temperature distribution in the volume of combustion chamber. Based on the study, it is shown that the addition of microground coal ensures stable combustion of coal-water fuel at combined burning of these two fuels in a flow reactor.

Performance Evaluation of Diesel Engine Using Novel Variable Compression Ratio Mechanism

Increasingly stringent emission and fuel economy standards brings opportunities and research in automobile engine technology development to make it more efficient and less polluting. There are various performance improvement strategies adopted by different researchers in order to get maximum power from the minimum quantity of fuel alongside substantial reduction in exhaust gas emission. The techniques such as CRDI (Common Rail Direct Injection), VVT (Variable valve timing) and such more are commercially viable and successfully incorporated in vehicles. Along the similar track, this paper highlights the importance of variable compression ratio diesel engine, method of achieving the variable compression ratio (VCR) as per load and speed conditions. Variable compression ratio (VCR) technology is one of the method for improving the automobile engine performance, efficiency, fuel economy with reduced emission for range of fuels. The basis of the VCR engine is to operate at different compression ratio, by altering the combustion chamber volume, as per need of most suitable operating conditions. Apart from this, the fuel injection location needs to be varied as per load and speed conditions. The synchronization of both VCR and variable fuel injector location (VFIL) becomes important. Knowing this fact, the study for the diesel Comet engine (3.7 kW@2100 RPM) is undertaken for variable clearance volume accompanied with VIPL. The work consists of design and development of mechanism consisting of auxiliary cylinder and auxiliary piston which will operate in and out of combustion chamber as per load and speed conditions. The detailed drawings and complete experimentation will be carried out to judge the improvement of performance of diesel engine with modification of variable clearance volume concept. The performance parameters consist of brake power, brake thermal efficiency and brake specific fuel consumption under various load conditions.

Performance of cylindrical and planar meso­scale combustor with double narrow slit flame holder for micropower generator

This research compared the performance of a cylindrical mesoscale combustor against two planar mesoscale combustors, which include the shape of the flame front, temperature of the combustor axis and the combustor wall, and the resulting flammability limit. The combustor used has a circular, square and rectangular cross-section. All three combustors have the same cross-section area and combustion chamber volume. The flame holder used is a double narrow slit. The fuel used is liquefied petroleum gas with a pure oxygen oxidizer. The experiment results showed that the cylindrical combustor produces a more even flame shape that fills the combustion chamber and there is no clear separation between the sides of the flame on each side of the narrow slit. A high ratio of the entrance to average velocity results in a large adverse pressure gradient which generates vortex and recirculation behind the flame holder which gives the mixture a longer chance in the combustion chamber (prolonged residence time). The flame front shape affects the temperature of the combustor axis. The flame front shape that fills the entire combustion chamber has a higher flame temperature than the separate flame front shape. The circular combustor has the highest average axis temperature, but it has the lowest combustor wall temperature. This fact shows that the circular combustor has the smallest heat loss from the flame to the combustor wall. Furthermore, a circular mesoscale combustor has the most extensive stability map. For the same volume, the circular combustor has a lower surface area to volume ratio, thus the heat loss is also low. The dead zone area also becomes narrower, only at a low reactant rate. Rectangular combustors have the largest surface area to volume ratio, thus the losses are also the biggest. Despite the narrowest flammability limits, rectangular combustors have the highest average wall temperatures

Designing the shape of the combustion chambers for gas engines converted on the basis of the diesel engines

This paper describes the advantages of using gas motor fuels by vehicles, in particular liquefied petroleum gas, co MPared to conventional diesel fuel. The expediency of converting the diesel-based vehicles to gas internal combustion engines with spark ignition has been substantiated. The ways to reduce the degree of compression of the diesel engines when they are converted into gas internal combustion engines with spark ignition have been analyzed. It has been shown it is expedient, in order to convert the diesel engines into gas internal combustion engines with spark ignition, to use the Otto thermodynamic cycle with a decrease in the geometric degree of compression. Techniques to increase the combustion chamber volume have been analyzed, as well as the expediency of applying each of them to reduce the compression degree of the diesel engines with different types of non-separated combustion chambers. An open combustion chamber has been substantiated and designed in the form of an inverted axisymmetric «truncated cone», which made it possible to reduce the geometric compression degree only by increasing the volume of the combustion chamber in the piston. The designed shape of the combustion chamber allows the use and refinement of standard diesel pistons instead of producing special new gas pistons. The gas internal combustion engine of model D-240-LPG has been designed and fabricated, in which the liquefied petroleum gas is fed to the inlet pipeline. The engine is equipped with a contactless electronic ignition system with a movable voltage distributor, as well as pistons with the newly designed shape of the combustion chamber. The engine has been converted based on the D-240 diesel engine. The bench testing of the model D-240-LPG diesel engine has confirmed the expediency of converting the diesel engines to gas internal combustion engines using the Otto cycle. The tests have shown that the energy and economic parameters of the gas engine with the proposed shape of a combustion chamber correspond to the parameters of modern internal combustion engines with spark ignition. The results obtained make it possible to optimize the technology of re-equipping the diesel engines with gas ICEs and thus reduce its cost