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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)

DIESEL 4 Stroke Cycle


COMBUSTO
INTAKE COMPRESSION INJECTION EXPANSION EXHAUST

Compression Ratio =

Vm ax Vres

MAIN COMPONENTS OF THE ENGINE

MAIN COMPONENTS OF THE ENGINE


Piston Transmits the movement to the rod

Connecting Rod Transmits the


movement to the cranshaft Crankshaft Transforms the alternative movement in circular movement

MAIN AUXILIARY SYSTEMS


Distribution (opening / closing of the valves)

Cooling system (prevents components from overheating)


Lubrication (reduces sheer, washes components, etc.) Fuel (fuel intake)

DISTRIBUTION
Double OverHead Cam, DOHC

Lateral Cam

DISTRIBUTION

COOLING SYSTEMS
Objectives
1. Cool engine components:
keep the engine at a suitable operating temperature (i.e.

prevent the melting of components)

keep the physical and chemical proprieties of the lubricating oil (can deteriorate with exessive temperature)

2. Provide heat to acclimatize the interior of the vehicle


3. Improve cold start

COOLING SYSTEMS
Water pump Thermostat Radiator Fan

Heating system

LUBRICATING SYSTEM
The function of the engine oil is much more than lubricating. The oil must also have:

High detergent and dispersant power

High anti-oxidation power


Good cooling capacity (contributes to engine cooling) Good capacity to neutralize acids Maintain its with temperature change (cold and hot)

LUBRICATING SYSTEM

FUEL SYSTEM
Objective:

Introduce fuel in the engine, that will mix with the hot air
inside the cylinder, evaporate, auto-inflame and burn

FUEL SYSTEM
1. Indirect injection 2. DIRECT INJECTION

Direct injection in the cylinders Higher injection pressures More expensive and demanding technology Multiple jet injectors

DIRECT INJECTION vs. INDIRECT INJECTION


Direct Losses Performance Speed Fuel
Lower thermal losses Higher Slow engine speed Demands higher quality fuels

Indirect
High thermal losses between chambers Lower Higher engine speed Works with lower quality fuels (viscosity, cetane number) Single-jet (lower injection pressures)

Injection

Multi-jet (higher injection pressure)

DIRECT INJECTION vs. INDIRECT INJECTION


Advantages Lower fuel consumption Inconvenients Price

Power

Noise

Cold start

Vibration

DIRECT INJECTION

DIRECT INJECTION

Squish and Swirl

TYPES OF INJECTION SYSTEMS


Radial and in-line pump Injector-pump Common Rail

TYPES OF INJECTION SYSTEMS


In-line pump

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

Thank you for your attention!

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