The document discusses key aspects of diesel and petrol engines, including:
- The 4-stroke cycles of diesel engines involving intake, compression, injection, expansion, and exhaust.
- Main engine components like the piston, connecting rod, and crankshaft.
- Auxiliary systems for distribution, cooling, lubrication, and fuel delivery.
- Technologies to improve efficiency and reduce emissions, such as turbocharging, EGR, particulate filters, and catalytic converters.
- Comparisons between diesel and petrol engines in terms of efficiency, emissions, and fuel characteristics.
Copyright:
Attribution Non-Commercial (BY-NC)
Available Formats
Download as PPT, PDF, TXT or read online from Scribd
The document discusses key aspects of diesel and petrol engines, including:
- The 4-stroke cycles of diesel engines involving intake, compression, injection, expansion, and exhaust.
- Main engine components like the piston, connecting rod, and crankshaft.
- Auxiliary systems for distribution, cooling, lubrication, and fuel delivery.
- Technologies to improve efficiency and reduce emissions, such as turbocharging, EGR, particulate filters, and catalytic converters.
- Comparisons between diesel and petrol engines in terms of efficiency, emissions, and fuel characteristics.
The document discusses key aspects of diesel and petrol engines, including:
- The 4-stroke cycles of diesel engines involving intake, compression, injection, expansion, and exhaust.
- Main engine components like the piston, connecting rod, and crankshaft.
- Auxiliary systems for distribution, cooling, lubrication, and fuel delivery.
- Technologies to improve efficiency and reduce emissions, such as turbocharging, EGR, particulate filters, and catalytic converters.
- Comparisons between diesel and petrol engines in terms of efficiency, emissions, and fuel characteristics.
Copyright:
Attribution Non-Commercial (BY-NC)
Available Formats
Download as PPT, PDF, TXT or read online from Scribd
The document discusses key aspects of diesel and petrol engines, including:
- The 4-stroke cycles of diesel engines involving intake, compression, injection, expansion, and exhaust.
- Main engine components like the piston, connecting rod, and crankshaft.
- Auxiliary systems for distribution, cooling, lubrication, and fuel delivery.
- Technologies to improve efficiency and reduce emissions, such as turbocharging, EGR, particulate filters, and catalytic converters.
- Comparisons between diesel and petrol engines in terms of efficiency, emissions, and fuel characteristics.
Copyright:
Attribution Non-Commercial (BY-NC)
Available Formats
Download as PPT, PDF, TXT or read online from Scribd
Download as ppt, pdf, or txt
You are on page 1/ 60
CONVENTIONAL FUELS
LIKHITH PATHURI
DIESEL AND PETROL ENGINES
4 Stroke Cycle Main components Auxiliary Systems
DIESEL 4 Stroke Cycle
INTAKE Air enters the combustion chamber
DIESEL 4 Stroke Cycle
COMPRESSION With all the valves closed, the piston goes up, compressing the air inside the cylinder Increase in air temperature and pressure
DIESEL 4 Stroke Cycle
INJECTION The fuel is injected into the cylinder at high pressure, after the compression of the air
DIESEL 4 Stroke Cycle
EXPANSION The fuel inflames when it contacts with the hot air The mechanical delivered the engine is now generated
DIESEL 4 Stroke Cycle
EXHAUST After the combustion, the hot gases leave the cylinder through the exhaust valve(s)
600...700 bar 1 000 bar at the tip of the injector
TYPES OF INJECTION SYSTEMS
Radial pump
1 000 to 1 500 bar at the tip of the injector
INJECTION SYSTEMS Injector Pump 2000 bar Advantages No high-pressure fuel lines Higher injection pressures Lower fuel consumption Better torque and power at low engine speeds
INJECTION SYSTEMS Common-Rail 1 800 2 000 bar
Presso mx. 1350 1500 bar
Advantages Better injection control Reduction of noise and vibration Good fuel consumption Good torque and power Reduction of pollutant emissions
INTAKE IN PETROL ENGINES
A petrol engine can admit: A mixture of air and fuel Air, with the fuel being injected directly into the cylinder Direct Injection Engines
Source: Total
TURBOCHARGING Objective: Increase the power/weight ratio A compressor increases the density of the air before being admitted to the cylinders Disadvantages (relative to atmospheric engines - non-turbo): Higher complexity and cost Higher physical and thermal strains on the engine Advantages: More torque and power Better fuel consumption
TURBOCHARGING
TURBOCHARGING
TURBOCHARGING Variable geometry More torque over all engine speed range Better fuel consumption More power
TURBOCHARGING
INTERCOOLER Objective: Increase the power/weight ratio
Cools the air after the compression, before admitting it to the cylinders: Higher mass of air inside the cylinders More fuel More torque More power
POLLUTANTS FORMATION AND CONTROL
Combustion in Diesel engines is characterised by a high concentration of fuel droplets (poor atomization/vaporization of the fuel). Main pollutants:
Particulate Matter (PM)
Unburned Hydrocarbons, HC Carbon Monoxide, CO
Nitrogen Oxides, NOx
POLLUTANTS FORMATION AND CONTROL
Emissions control:
Exhaust Gas Recirculation, EGR Particulate Filters Catalytic Converters
POLLUTANTS FORMATION AND CONTROL
Emissions control Diesel:
Exhaust Gas Recirculation, EGR (prevents the formation of NOx)
Particulate Filters, active and passive (PM)
Oxidation Catalytic Converters (HC and CO) Selective Catalytic Reduction, SCR (NOx into N2 and H2O) Petrol:
3-way Catalytic Converters
Oxidation Catalysts (CO and HC into CO2 and H2O) Reduction Catalysts (NO into N2 and O2)
Fuel Quality, Diesel:
Diesel is cetane derived (C10H22) Cetane Number: Indicates the higher or lower capacity of the fuel to autoignite ( lower delay to auto ignition) 15: Low capacity to auto-ignite: isocetane
100: High capacity to auto-ignite: cetane
Minimum cetane number demanded: 51 Sulphur content: Less than 50 ppm Low sulphur fuel
Eliminate emissions of sulphur dioxide (SO2)
Reduce PM emissions Less than 10 pmm: Sulphur free fuel (From 2009)
POLLUTANTS FORMATION AND CONTROL
HC
CO
NOx
PM
Diesel
Petrol
EUROPEAN EMISSIONS STANDARDS
Diesel Passenger vehicles 2.5t (values in g/km) Standard Year CO HC HC + NOx NOx PM
Euro 1 Euro 2 - IDI Euro 2 - DI Euro 3 Euro 4
1992 1996 1999 2001 2005
2.72 1.00 1.00 0.64 0.50
0.97 0.70 0.90 0.56 0.30
0.50 0.25
0.14 0.08 0.10 0.05 0.025
ENERGY EFFICIENCY TORQUE Energy generated in one revolution of the engine, resulting from the combustion of the fuel [kg.m or N.m]. 1 kg.m=9.8 N.m The higher the torque, the more efficient is the engine for a given engine speed.
POWER Energy generated per unit of time [W or CV]. 1kW = 1,36 CV 1 CV = 0,736 kW
ENERGY EFFICIENCY Torque curve Shows the torque distribution along the entire engine speed range, at full engine charge (full throttle). Should be as flat as possible, which means good engine response at all engine speeds. RPM x N.m (or kg.m)
ENERGY EFFICIENCY Power curve Shows the power distribution along the entire engine speed range, at full engine charge (full throttle). RPM x kW (or CV)
ENERGY EFFICIENCY CO2 emissions per litre: Petrol a little lower Diesel CO2 emissions per km: Diesel uses less fuel... emits less CO2 Energy efficiency is a function of the compression ratio
Diesel engines use variable fuel to air ratios
Petrol engines use a constant air to fuel ratio (stoichiometric: 14.7 to 1), no matter what the speed and load are Diesel engines have an unthrottled intake and the air to fuel ratio at idle speed can go as low as 100 to 1, thus giving a much greater partial load fuel efficiency than petrol engines
ENERGY EFFICIENCY Theoretical engine efficiency Petrol engines
Diesel engines
Compression ratio
Vm ax Vres
ENERGY EFFICIENCY Useful work Speed variations
Losses
Combustion losses Stoichiometric losses
Friction losses Ideal process Losses 87%
Petrol engine, urban driving
DIESEL vs. PETROL
Diesel Admission Combustion Air
Petrol Air and fuel Spark ignition Must be resistant to autoignition (high octane number) Limited by fuel characteristics (9 to 12) Less than 30%
Auto ignition, due to the high pressure and temperature inside the cylinder Must vaporize easily and auto-ignite (high cetane number) Highest possible (15 to 24) ~35% Whenever possible. Increases efficiency and improves combustion
Fuel Compression ratio Efficiency Turbo charging
Not common, but is becoming a popular solution
DIESEL vs. PETROL
Diesel Petrol Higher Higher
Fuel consumption Fuel price
Lower Usually lower, but depends on the taxes applied in each country
Weight Start Vibration and noise Engine speed
Heavier Almost immediate High
Lighter and more compact
Immediate Low High
Limited by the characteristics of the cycle and fuel
CAR INDUSTRY ONE CURIOSITY
In 1976, Volkswagen came up with the designation GTI, but did not register it. Almost all auto makers used it!! But, in 1991, Volkswagen came up with the designation TDI and registered it. The result was
CAR INDUSTRY ONE CURIOSITY
TDI VAG Group JTD - Alfa, Fiat, Lancia d - BMW CRD - Chrysler, Jeep TDdi - Ford TDCi - Ford CDTi - Honda CRDi - Hyundai DvTdi Mazda DiTD Mazda TiD - Saab D- 4D - Toyota D5- Volvo HDI - Peugeot, Citron Di-D Mitsubishi dTi - Renault dCi - Renault CDT Rover DTI Opel
CDI Mercedes DDTi Nissan
Summary Advantages Diesel engines: Better energy efficiency: Use less fuel/energy (work with higher compression ratios)
Advantages Petrol engines:
Better cold start Less noise and vibrations More elasticity (higher engine speeds) Lighter
More power for the same engine size
Summary Investments in Diesel engines/technology intend to: improve atomization of the fuel (higher injection pressures) improve flow inside the cylinder optimize injection to reduce noise and vibration maximize power and torque without sacrificing fuel consumption (optimize turbo charging) optimize fuel injection to reduce fuel consumption (e.g.: injection technologies)
Summary Oil companies are working to: Increase cetane number Lower sulphur content
Thanks to Prof. Tiago Farias Technical University of Lisbon
