Working Process Of Engine Research Articles

PENGARUH PENAMBAHAN UNSUR TEMBAGA PADA PENGECORAN TEKAN BLOK SILINDER BEKAS TERHADAP NILAI IMPAK DAN KEAUSAN

The cylinder liner block is part of the cylinder block which functions as a place for the engine working process to take place. Where in this section the suction, compression, work and exhaust processes occur. Cylinder blocks have two types, some can be repaired and cannot be repaired, to utilize cylinder blocks that cannot be repaired by recycling them by casting metal with copper (Cu) with variations in the addition of 5%, 10%, 15% with a casting temperature of 1150⁰C using metal molds using the press technique method. Data collection was carried out by wear testing, impact testing, and microstructure testing. By increasing the percentage of copper (Cu) in the cylinder block casting, the highest wear was obtained with the addition of 15% Cu of 2,87×10-9 m3. The highest impact strength of 15% Cu is 0.12 Joule/mm2.

Effect of injection strategy on spray and combustion processes in 2-stroke rod-less opposed piston engine (2S-ROPE)

The 2-stroke Rod-less Opposed Piston Engine (2S-ROPE) is a novel engine design that has garnered attention owing to its high power and low fuel consumption. This study investigated the effects of different fuel injection strategies on the in-cylinder working process of a 2S-ROPE engine, which features a smaller combustion space and lateral injection than conventional diesel engines. A high-precision three-dimensional simulation model was developed to examine the fuel atomization and in-cylinder combustion processes under four distinct injection strategies (S1, S2, S3, and S4). The results demonstrated that the injection strategy significantly influenced the number of oil droplets, particularly for small particles. The number of small droplets in S4 was approximately 6 times that in S1. The double-layer injection strategies (S3 and S4) exhibited a better atomization breakup and oil-air mixing, leading to a faster combustion rate and higher lift power than the single-layer injection strategies (S1 and S2). These findings suggest that the double-layer injection strategy is more suitable for a 2S-ROPE engine, increasing the lift power by up to 23 %. The results can guide the improvement of combustion parameters in most opposed piston engines.

Numerical Investigation of the Effect of Intake Closing Timing on Flow Field and Combustion Process in an Elliptical Rotary Engine

Abstract The aim of this research is to investigate the effect of intake closing timing (ICT) on the flow field and combustion process in elliptical rotary engines. The model that can accurately describe the working process of the elliptical rotary engine was established, five kinds of ICTs were designed, and the influence of ICT on the flow field and combustion process was studied. The results show that the advance of the ICT can increase the intake mass flowrate and reduce the back flowrate, the volumetric efficiency is 86.1% at a 145-deg crank angle (°CA) before top dead center (BTDC), which is 7.6% higher than 125 °CA BTDC. The advance of the ICT improves the consumption speed, makes the combustion reaction more intense, and shortens the combustion time. When the ICT is 145 °CA BTDC, the crank angle when the burned mass fraction is 90% (CA90) is 19.4 °CA earlier than 125 °CA BTDC, the peak mass of hydroxy in a cylinder is 41.6% higher, and the peak pressure in a cylinder is 25.9% higher. With the advance of the ICT, the pressure and heat release in the cylinder are significantly increased, the peak temperature in the cylinder is increased, the rate of carbon monoxide generation is accelerated, and the mass of nitrogen oxide emission is significantly increased. However, advancing the ICT cannot improve the indicated thermal efficiency of the elliptical rotary engine. This analysis provides a comprehensive understanding of the ICT of elliptical rotary engines.

The Influence of Pre-Chamber Parameters on the Performance of a Two-Stroke Marine Dual-Fuel Low-Speed Engine

With increasing environmental pollution from ship exhaust emissions and increasingly stringent International Maritime Organization carbon regulations, there is a growing demand for cleaner and lower-carbon fuels and near-zero-emission marine engines worldwide. Liquefied natural gas is a low-carbon fuel, and when liquefied natural gas (LNG) is used on ships, dual-fuel methods are often used. The pre-chamber plays a key role in the working process of dual-fuel engines. In this paper, an effective three-dimensional simulation model based on the actual operating conditions and structural characteristics of a marine low-pressure dual-fuel engine is established. In addition, the effects of changing the Precombustion chamber (PCC) volume ratio and the PCC orifice diameter ratio on the mixture composition, engine combustion performance, and pollutant generation were thoroughly investigated. It was found that a small PPC volume ratio resulted in a higher flame jet velocity, a shorter stagnation period, and an acceleration of the combustion process in the main combustion chamber. When the PCC volume was large, the Nitrogen oxygen (NOx) ratio emission was elevated. Moreover, the angle of the PCC orifice affected the flame propagation direction of the pilot fuel. Optimizing the angle of the PCC orifice can improve combustion efficiency and reduce the generation of NOx. Furthermore, reasonable arrangement of the PCC structure can improve the stability of ignition performance and accelerate the flame jet velocity.

Simulation and verification of cylinder head’s temperature field for marine low-speed engine

Abstract The high load capacity of marine low-speed engines poses a challenge to the thermal load of the cylinder head and temperature field simulation can guide its structural design and optimization. The 3-dimensional models of the fluid domain for the cooling water and the solid domain for the cylinder head are established and meshed, the fluid domain model is simulated to research the heat transfer pattern by Fluent software, and the surface temperature and heat transfer coefficient of the cooling water is calculated. The thermal boundary conditions of the gas in the cylinder are simulated through the analysis of the engine working process. The temperature of the cylinder head is calculated based on the fluid-structure interaction model with the thermal boundary conditions by Workbench software. The validation of the model is carried out by comparing the simulated and measured temperature data in the heated inner wall of the cylinder head. The research results show that compared with the measured value, the error of simulation results is small, which shows that the model and method are reasonable. The temperature in the inner wall of the combustion chamber is low, which can provide possibilities to appropriately improve the power density of the low-speed engine and reduce the risk of low-temperature corrosion.

Fatigue life analysis model of crankshaft under uncertain working conditions based on physical-data collaboration

The uncertainty of working conditions often affects the fatigue life of the crankshaft. In order to study the impact of uncertain working conditions on the fatigue life of the crankshaft, the fatigue life analysis model of crankshaft under uncertain working conditions was established based on the engine working process model, equivalent stress calculation model, fatigue life calculation model and surrogate model. The engine working process model was established based on the filling and empty method to simulate engine performance under different working conditions, and the accuracy of the model is verified by experimental data. The equivalent stress calculation model under uncertain working conditions was established by combining the performance data with the equivalent stress calculation model. Based on the fatigue life curve, the transformation from equivalent stress to fatigue life can be realized, and the fatigue life of crankshaft under uncertain working conditions can be obtained. Finally, the relationship model between working condition and fatigue life was established based on the Kriging surrogate model. Through comparative analysis, the calculation errors of the established equivalent stress calculation model and fatigue life calculation model are 2.6% and 1.9% respectively. This study not only establishes the relationship between fatigue life and working conditions of crankshaft based on physical-data collaboration, but also provides an effective model basis for follow-up crankshaft reliability analysis.

Research on the emissions of diesel engine and the selection of suitable diesel engine additives to reduce particulate emissions

As the most widely used engine type in daily industrial production, diesel engine plays an important role in industrial and agricultural production. In recent years, with the rapid development of industrial technology, the working mode of diesel engine has also undergone tremendous changes, gradually changing to environment-friendly. In recent years, it has attracted the attention of researchers. This paper will introduce the generation principle of emissions from two aspects: 1. The working process of diesel engine. 2. Fuel proportion. Then, the main direction is to find solutions to reduce particulate emissions. One possible method is to use metal fuel additives to promote the regeneration of DPF (diesel particulate trap), while a possible solution is to use additives to reduce the activation energy. Another method is to improve the combustion of diesel engine through metal catalyst, which helps to reduce fuel consumption and inhibit the generation of harmful soot. This paper will focus on the analysis and search for suitable additive materials. The conclusion is that the additives containing organometallic materials are the most effective additives at present.

ENHANCED DIAGNOSTIC TECHNIQUES FOR MARINE DIESEL ENGINES: ACHIEVING IMO DECARBONIZATION COMPLIANCE

This paper discusses hardware-based methods for monitoring the operational parameters of marine diesel engines and online mathematical modeling techniques (digital twins) for calculating the emissions of CO2, NOx, soot, and other harmful pollutants. It is demonstrated that measuring and analyzing the engine's vibrational diagrams in parallel with gas pressure diagrams in the cylinders allows the evaluation of the actual fuel injection and gas distribution timings. The obtained data is used to refine the mathematical model of the engine's working process, which determines the engine's indicator parameters and power, as well as the emission of harmful substances that need to be monitored in compliance with current IMO requirements. The authors have accumulated experience in using the discussed hardware-based methods for diagnosing marine engines during operation. The hardware and software methods discussed have been implemented into a real-time system for in-service diagnostics of marine engines. The system is designed based on a modern dual-core controller with high performance and low power consumption, incorporating a high-speed ADC with sufficient capability to monitor the working process with a 0.1-degree crankshaft rotation resolution for all types of marine main and auxiliary engines. The system also utilizes wireless data transmission technology. A contemporary Android/iOS smartphone or tablet serves as the computational and graphical component of the system. This real-time system enables the utilization of all the advantages of parallel pressure and vibroacoustic analysis, including real-time determination of key operating parameters, identification of top dead center position, and evaluation of fuel delivery and gas distribution phases. Additionally, it harnesses the benefits of employing a digital twin—an online mathematical model of the engine cylinder's working process. These solutions will enhance diagnostic quality and, ultimately, improve the operational efficiency of marine engines by reducing operational costs and extending the period of reliable, trouble-free operation.

Efficiency of fuel gas supply on LNG-fueled vessels

The widespread use of LNG as a fuel for marine internal combustion engines makes to pay attention to the quality of gas fuel supply systems and its specifics. The objective of this paper is to review modern gas fuel supply systems and analyze their efficiency. The goal is to determine the most important parameters of gas fuel that affect the stability of the working process of marine dual-fuel engines and ways to maintain them within the specified limits. Evaluation of the gas fuel preparation efficiency is carried out on the basis of operational data obtained on the gas carrier vessel board. Data collection is carried out under non-standard operating conditions, which makes it possible to evaluate the quality of the resulting gas fuel with a time-varying composition of the initial natural gas. To analyze the obtained data, modern software, which is used by leading developers of marine diesel engines, is used (Wartsila Methane Number Calculator, AVL BoostTM and Python 3 statistic libraries). The analysis results are approximated for gas fuel supply systems for gas-fueled vessels, but not being gas carriers. This approximation is made taking into account the design features of gas fuel supply systems, since the specificity of the design imposes certain restrictions on the applicability of the conclusions obtained as a result of the previous analysis. Also, attention is paid to the accumulation of residual heavy hydrocarbons in bunker tanks, the excess of which can adversely affect the quality of gas fuel. Since there is no universal way to solve this problem, only general assumptions about possible ways to dispose of them have been made.

Analysis of the Thermal–Mechanical–Hydraulic Coordination Mechanism of a Constrained Piston Hydraulic Engine

By effectively integrating traditional engines with reciprocating plunger pumps, the constrained piston hydraulic engine can simultaneously output hydraulic energy and rotational mechanical energy, which effectively solves the problems of the complex structure, long power transmission chain, and low energy conversion efficiency of traditional power sources. Based on a certain single-cylinder diesel engine, a single-cylinder axial constrained piston hydraulic engine was designed, and its thermal–mechanical–liquid coordination mechanism was studied and analyzed in-depth. A mathematical model of the thermal–mechanical–liquid coupling working process of the single-cylinder axial hydraulic engine was established, and the conversion mechanism and output of the three types of energy, thermal, mechanical, and liquid, were simulated and analyzed. The results show that under the premise of improving the overall efficiency, the constrained piston hydraulic engine can effectively output mechanical–hydraulic dual-element power, and its combustion characteristics and output power performance indicators meet the expected design requirements. The maximum amplitude difference of the output hydraulic oil flow rate reaches 248 L/min, and the flow rate fluctuates greatly, so it is necessary to adopt methods to suppress the flow rate pulsation to ensure the reliability of the output flow rate.

To the substantiation of charge air parameters on different operating modes of diesel engines of diesel locomotives

A numerical method is proposed for quantitative assessment of the specific effective air consumption and the influence of atmospheric air temperature on the working process of a diesel engine, taking into account various modes of its operation. The dynamics of changes in the values of the coefficients of excess air and filling the cylinder with a fresh air charge over the period of the diesel operating process is substantiated depending on the temperature of the outside and charge air, as well as the position of the locomotive driver’s controller, obtained in the form of tabular data and graphical dependencies. The possibilities of increasing the fuel efficiency of operating diesel engines up to 5 - 10 percent through quantitative and qualitative regulation of coolant temperatures or through throttling, heating and cooling of charge air are formulated. It is recommended to continue research to improve the quality of the operating process of supercharged transport diesel engines by substantiating the air characteristics of such diesel engines and their subsequent combination with diesel locomotive and fuel characteristics under partial load conditions and, especially, at low ambient temperatures.

Study of the working process of a dual-fuel hydrogen engine

The relevance of the article is due to the need to replace petroleum fuels with motor fuels obtained from alternative raw materials. Hydrogen is considered as a promising alternative fuel. The use of hydrogen as a motor fuel makes it possible to solve the problem of a cardinal reduction in carbon dioxide emissions into the atmosphere. Using the DIESEL-RK software package, computational studies of the effect of hydrogen supply on the working process of the gas-diesel engine D-245 were carried out. The diesel cycle of the engine and its gas-diesel cycle were calculated with hydrogen supplies equal to 5, 10, 20, 40, 60 and 80% (taking into account the difference in the heat of combustion of the studied fuels). The maximum effective efficiency of a diesel engine is achieved when 40% hydrogen is supplied to the combustion chamber. In this case, compared to operation only on petroleum diesel fuel, the effective efficiency of the diesel engine increased by 7%.

Principles for optimizing the working process of a high-speed heat engine when converting it to a gas-liquid modification

Converting a compression-ignition thermal plant to gas-liquid operation is one way to neutralize the danger of waste while maintaining the high efficiency of the engine corresponding to the original modification. Although debugging the functioning of a gas-liquid installation is a significantly problematic task, since we are dealing with a large number of interrelated properties. Therefore, optimizing the injection of diesel fuel (DF)/methane by solving a problem with several unknowns was one of the goals of our research. More than 10 parameters must be taken into account for the modeling to be adequate, including the initial (flammable) DF injection. In our experiments, the volume of the ignition DF was determined to be optimal in the amount of 0.15...0.20 relative to the single-fuel modification, respectively, the duration of fuel injection changed proportionally.

INTERNAL COMBUSTION GAS ENGINES IN SYSTEMS FOR INCREASING THE EFFICIENCY OF FUEL ELEMENTS OF LARGE ENERGY FACILITIES

The proposed article analyzes the potential possibility of increasing the efficiency of an energy complex with a gas turbine and solid oxide high-temperature fuel cells, into the structure of which an auxiliary piston gas engine of internal combustion is integrated. Natural gas, methane was used as an energy carrier. The subject of the research is indicators of the working process of the auxiliary engine when it is working on mixed gas fuel (carbon monoxide - methane) of variable composition. The research was carried out by the computational and analytical method using a simplified method of calculating the working cycle of a piston engine. Solutions to several problems are considered: disposal of carbon monoxide emissions at the exit from fuel cells during their heating; provision of an additional source of electrical energy for powering methane conversion devices and an additional source of heat for its steam-plasma conversion; utilization of carbon monoxide and residues of incomplete methane conversion. Calculation studies of indicators of the working process of an auxiliary gas engine with a capacity of 100 kW on mixed fuel of variable composition (carbon monoxide - methane) show its stable operation with appropriate correction of the fuel supply regulation system. The effective efficiency coefficient in the entire range of fuel concentration slightly changed (from 0.369 to 0.380). Its growth is observed with an increase in the proportion of methane in the mixed fuel. The average effective pressure of the cycle practically does not change, and the maximum pressure of the cycle during engine operation in the entire range of changes in the composition of the mixture is at the level of 8.0 MPa. Slight change in the maximum temperature with an increase in the concentration of methane in the fuel mixture (from 2117 K to 2048 K) has been noticed. The research testified to the effectiveness of the proposed method of improving the environmental and economic characteristics of the energy complex with fuel cells, by including in its structure an auxiliary gas engine with minimal cost adaptation for operation on mixed fuel of variable composition.

An Available-to-Implement Thermal Facility for Dynamic Bleed Air Test of Aircraft Environmental Control System

As a critical system of onboard aircraft equipment, the environmental control system (ECS) has an essential impact on flight safety. The performance of the ECS is usually tested using the thermal test facility. The facility comprises temperature and pressure simulation units to simulate the engine bleed air. Currently, the ECS often fails due to the dynamic and rapid changes in the temperature and pressure of bleed air. To achieve the dynamic bleed air simulation, the most critical problem is to simulate the bleed air’s rapid heating and boost process during the actual engine working process. However, the temperature simulation unit has the characteristics of nonlinear and large inertia. Moreover, temperature and pressure control are strongly coupled. These characteristics usually lead to temperature and pressure dynamic control failure. This paper introduces a novel facility that adopted the hot and cold blending method to realize the rapid response of the temperature. Furthermore, it used a particular system structure to reduce pressure and temperature control coupling. In addition, it adopted the lookup-table-based PID (LPID) controller to acquire the rapid response and good steady-state performance of temperature and pressure control. Experimental control results are presented and discussed. The results showed that the facility could meet ECS’s dynamic and steady-state test requirements. The novel facility makes up for the insufficient dynamic test capacity of the previously developed ECS test facilities.

Способ выравнивания мощностей цилиндров многоцилиндрового тепловозного дизеля

Purpose: Labor intensity reduction and equalization accuracy improvement of cylinder powers of a multi-cylinder diesel locomotive on account of application as a diagnostic parameter, characterizing cylinder power unevenness, — the energy of low-frequency band of spectrum for crankshaft instantaneous angular velocity (CIAV) signal. Methods: Methods of mathematical modeling of diesel crankshaft instantaneous angular velocity, mathematical modeling of diesel engine working process, digital signal processing, spectral analysis, differential calculus and multidimensional non-differentiable function optimization are used in the work. Results: Method for equalization of cylinder powers of a multi-cylinder diesel locomotive that’s based on a continuous monitoring of the spectrum of crankshaft instantaneous angular velocity signal is proposed and justified. Energy of low-frequency band of the signal spectrum of CIAV can be used as a diagnostic parameter, characterizing cylinder load unevenness. The parameter value minimization by means of sequential correction of cyclic fuel supply and fuel advance angle ensures the decrease in the pointed unevenness. Practical importance: The proposed method can be used when adjusting fuel equipment after the repair of a diesel engine as with electronic fuel supply control systems as well as with hydromechanical fuel equipment. The use of the given method excludes the necessity of temperature measurement for exhaust gases and flash pressure measurement in cylinders for fuel equipment adjustment that’s especially important for high-speed diesel engines which cylinder heads’ construction doesn’t provide for indicator cocks. In the engines equipped with electronic fuel control systems, the use of IAV signal spectrum low-frequency band energy as a diagnostic parameter makes it possible to automate fully the equalization process for cylinder load. The result of the proposed method application will be the reduction in the duration and labor intensity of diesel locomotives rheostat tests as well as the rise in diesel locomotives reliability and efficiency at the expense of uniform loading of diesel cylinders.

JUSTIFICATION OF THE PARAMETERS OF THE PASSENGER CAR SERIES HYBRID POWER PLAN

The use of hybrid power plants in road transport can significantly improve driving dynamics and driving comfort, reduce its operating fuel consumption and emissions of harmful substances with exhaust gases. Due to the large number of used cars with internal combustion engines (ICE) in Ukraine, it is of interest to convert them into a hybrid power drive. However, the analysis of the literature revealed extremely limited information about the work in this direction. The paper proposes a method for selecting the parameters of elements of a series hybrid power drive based on a used Chevrolet Lacetti car. The technique is based on the use of mathematical models of the working process of the internal combustion engine, the dynamics of the acceleration of the car, the determination of the parameters of the series hybrid power plant in the modes of the European NEDC test cycle. Using the developed mathematical models, the rated power of the traction electric motor is 86 kW, the nominal and maximum rotational speed of its shaft, respectively, are 1860 and 7000 min-1. It is shown that the car will accelerate to 100 km/h in 11.4 seconds, which fully satisfies the conditions of comfortable driving in urban conditions. As part of a hybrid power plant, the internal combustion engine operates in one mode. The paper substantiates the choice of the operating mode of the internal combustion engine, where it has the best fuel efficiency. At the same time, its power is 34 kW, and the crankshaft speed is 2200 min-1. Accordingly, the power of the current generator will be 30 kW at a shaft speed of 2200 min-1. The paper analyzes the influence of the battery capacity, the presence of braking energy recuperation, the operating range of battery capacity change on the average operating fuel consumption of internal combustion engines. It is shown that an increase in the battery capacity, the presence of recuperation, and the expansion of the operating range of changes in the battery capacity lead to an improvement in the operational fuel efficiency of an internal combustion engine. Based on the results of computational studies, the maximum battery capacity of 1.3 kWh was selected; the operating range of capacity change was 0.8 kWh. The use of elements with such parameters will ensure the average operating fuel consumption of the internal combustion engine is 6.5 l/100 km, and with the recovery of braking energy - 6 l/100 km.

ANALYSIS OF EXISTING SUPERCHARGING SYSTEMS AND PERSPECTIVES OF APPLICATION OF ELECTRIC DRIVE IN SUPERCHARGING UNITS

The article analyzes modern solutions for increasing engine power by improving the air supply system. Single-stage and multi-stage pressurization schemes with gas, mechanical and combined connection in several variations are considered, their positive and negative sides for modern mechanical engineering are revealed.
 The simplest and most common is the turbocharging system, in which the turbine rotates only under the exhaust gases and this drives the compressor. Consideration should be given to the features of the working process of two-stroke diesel engines. At low speeds, there is not enough energy from the exhaust gases to drive the turbocharger. The second option is schemes in which the turbine and compressor shafts are connected to the engine shaft using a mechanical transmission. Another scheme is also possible in which the compressor and turbine can be separately connected to the crankshaft. Such solutions ensure synchronous operation of the compressor and reciprocating engine in all modes, improve the gas exchange process, improve performance in transient conditions and improve starting properties. One successful solution for two-stroke diesel engines is the development of a combined supercharging system with an intercooler, which are already considered multi-stage systems. They are generally divided into two schemes, in the first scheme the drive compressor is a high pressure degree, and the turbocharger is low pressure, the second scheme is vice versa. It is the first option that is more often used for two-stroke diesel engines, since the power consumption for driving the compressor is less, which causes a slightly higher engine efficiency. Injectivity is close to engines with conventional gas turbine supercharging.
 Over the past 7 years, the approach to improving the pressurization system has undergone some changes, Electric Boosting Systems for civilian vehicles have appeared. One of the first companies were Audi, Daimler, Land Rover, which began to equip their vehicles with electric supercharging. Currently, such large companies as BorgWarner and Garrett can be considered ambassadors of this technology. For example, AMG, together with Garrett, developed and introduced serial electric turbocharging. The problem of using an electric drive in boost systems has been lately gaining more publicity, it is already possible to conclude that there is great potential and the possibility of using such developments for domestic two-stroke diesel engines.

Effects of Injection Timing and Injection Volume on the Combustion and Emissions of a Two-Stroke Kerosene Direct Injection Engine

To study the influence of injection time and injection volume on the working process of a two-stroke kerosene direct injection engine, an experimental study was carried out on an improved two-stroke inline three-cylinder gasoline engine, combined with calculations and analysis with GT-POWER and AVL FIRE software. The results showed that when the injection end angle increased from 50° to 70° before the top dead center (BTDC), the average pressure and temperature in the cylinder increased rapidly, the peak value of pressure and temperature and the cumulative heat release increased, and the combustion process in the cylinder was more sufficient. The fuel injection volume was set to 7.5 mg, 8 mg, and 8.5 mg. With increasing fuel injection volume, the average pressure and average temperature first increased and then decreased, the peak value gradually increased, the heat release rate and cumulative heat release increased sharply, the corresponding time gradually advanced, and the peak value gradually increased. With increasing fuel injection volume, CO, NO, and soot gradually increased, while CO2 slightly decreased.

Oxygenated Diesel Fuels and Their Effect on PM Emissions

Particulate matter (PM) emitted by diesel engines is one of the most harmful components of exhaust gases, including its carcinogenic effect. Due to the widespread use of diesel engines, the health effects of PM emissions affect millions of people around the world. At the same time, diesel particulate matter is characterized by a very complicated structure and mechanisms of formation compared to other exhaust gas components. It is obvious that PM emissions should be limited by all means. This article focuses on the reduction of PM emissions with the use of oxygenated fuels. The mechanisms of oxygenated fuels influence on the soot formation process in the working process of diesel engines have been discussed. The importance of the chemical structure of oxygenated compounds for the effectiveness of PM emissions reduction was considered. The results of empirical research on the influence on PM emissions of oxygenated fuels containing 12 oxygenates from chemical groups such as glycol ethers, maleates, carbonates and butanol were analyzed. The emissions tests were undertaken on a diesel passenger car over the NEDC and FTP-75 cycles. The results showed a high potential of oxygenated fuels in PM emissions reduction, even at a low oxygenates concentration of 5% v/v; namely, PM emissions were reduced by up to 32%. According to tests results, 1% of oxygen in the fuel resulted in an average reduction of PM emissions by 7% to 10%. In the view of already limited possibilities of modifying conventional parameters of diesel fuels, the use of oxygenated compounds is a promising way to trade on the potential of fuels in PM emissions reduction.