2 O) IN AUTOMOBILE ENGINES Ikwueto Oliver Faculty of Natural Science, Department of Industrial Physics, Anambra State University, P.M.B 02, Uli, Uli, Anambra State, Nigeria +234 (0) 803 265 5720 engine4evayahoo.com
ABSTRACT Nitrous oxide injection technology in automobile is a difficult technology to understand, though it is the easiest and most cost effective performance modification. All modern applications inject liquid nitrous oxide into the intake manifold, while the latent heat of vaporization of the nitrous oxide significantly cools the intake air. This research paper focused on the importance nitrous oxide in automobile engines and how it enhances the performance of automobile engine. Though there are still misconceptions that this technology causes expensive damages of engines, but this paper also explains the perfect engineering method of nitrous oxides installation in order to increase the efficiency of automobile engines. In this research work, a mathematical model of nitrous oxide formation was used. The description of this model, its scope and uses were presented in reference (1), and are briefly summarized in the section of this paper. Nitrous oxide is colourless, non-flammable gas (at room temperature) which is used in automotive racing to dramatically increase horsepower. It does not increase horsepower by burning; it is an oxidizer which allows engines to burn more fuel by significantly increasing the oxygen content of the mixture.
Keywords: Intake manifold, Oxidizer, Nitrous injection performance and Combustion.
Ikwueto Oliver
INTRODUCTION Through years of involvement with all forms of high performance automotive racing, Nitrous Oxide System (NOS) has evolved into the worlds largest manufacturer of performance Nitrous Systems. NOS designs and engineers nitrous oxide system for virtually anything with an internal combustion engine from stock to highly modified cars, motorcycles, watercraft, aircraft and eve snowmobiles. Nitrous oxygen system (NOS) has become synonymous with quality high performance automobile products. Researchers and Development (R&D) engineering and technical support assures a perfect performance of Nitrous oxide in automobiles. An engine makes power based on the amount of fuel it burns. More fuel can be pumped into the engine, but what limits the amount of fuel an engine can burn is the amount of oxygen requires to burn it. Therefore, what actually limits an engines ability to make power is the amount of air (oxygen) it can breathe. So racers do all sorts of things to let an engine breathe more air, bigger displacement, freer flowing parts superchargers etc. Nitrous oxide which attacks this problem from a different angle, and does not change the amount of air the engine can breathe, but the amount of oxygen it can breathe. Air contains only about 20% Oxygen, where nitrous oxide contains about 36% Oxygen. If nitrous oxide is added, it will increase the total mixtures of Oxygen level significantly over 20%. Since Nitrous oxide is much more powerful oxidizer the air, the net effect of nitrous injection is a highly effective power booster, whether or not it is done with maximum efficiency. A modest amount of nitrous oxide can go a long way as a power-adder. Given the restively compact volume of concentrated liquid nitrous oxide and supplemental liquid fuel compared to the breathing capability of an engine, it is rather easy to build nitrous system plumbing that will add as much power as needed by dumping into the intake system whatever quantity of liquid horsepower is necessary even if air is degraded. For practical purposes, the physical delivery of nitrous oxide (N 2 O) and supplemental fuel is not a constraint on power because nitrous oxide injection is capable of making more power than almost any engine or chassis can tolerate. Dyno testing reveals that nitrous injection can actually make even more power than expected based purely on the theoretical advantage of Oxygen enrichment. In fact, when injecting nitrous oxide at a ratio of 10%, the mass flow of air induction, a nitrous system (done right) is capable of making 20% more power. Why? Several factors combine to increase power beyond whats available from Oxygen enrichment; Refrigerant effects on the volumetric efficiency of air induction (producing an air supercharging effect), energy liberated by the exothermic breakdown of nitrous oxide into Oxygen and Nitrogen at 565 Degree F and improved engine thermal efficiency from the higher flame speed and combustion temperatures of the more radical fire chemistry of enhanced-Oxygen fuel combustion. The chemical equation is; Ikwueto Oliver 2N 2 O(g) 2N(g) + O 2 (g).(1)
Ikwueto Oliver
WORKING PRINCIPLES OF NITROUS OXIDE The most essential part of a nitrous oxide injection system (NOS) is the supply cylinder containing pressurised liquid nitrous oxide. This cylinder is connected by means of a delivery hose to a normally closed electric solenoid valve. The control solenoid valve (which is usually mount in a cool area under the bonnet) is opened and closed by means of a sequence of two switches a cool area under the bonnet) is opened and closed by means of a sequence of two switches , one activated by the throttle and the other a manually activated arming switch. A fuel solenoid (controlled by the same switches as the nitrous solenoid), takes a feed from a T piece, which is tapped into the fuel delivery line. The nitrous oxide and fuel that is to be delivered to the engine is supplied via two delivery line. The nitrous oxide and fuel that is to be delivered to the engine is supplied via two delivery pipes, to one or more injectors mounted in the inlet manifold. Nitrous oxide is comprised of two parts; nitrogen and oxygen (36% oxygen by weight). When the nitrous oxide is heated to appropriately 572 Degree F (on comprehension stroke), it breaks down and releases extra oxygen as shown in equation (1). However, it is not this oxygen alone which creates additional power, but the ability of this oxygen to burn more fuel. By burning more fuel, higher cylinder pressure is created and this is where most of the additional power is realized. Furthermore, as pressurized nitrous oxide is injected into the intake manifold, it changes from liquid to gas (boils). This boiling affect reduces the temperature of the nitrous to a minus -127 Degree F. this cooling effect in turn Ikwueto Oliver significantly reduces intake charge temperature by approximately 60-75 Degree F. the also helps create additional power. The general rules of thumb: for every 10 Degree F. reduction intake change temperature, a 1% increase in power will be realized. THE AFFECT OF ADDING NITROUS OXIDE TO AUTOMOBILE ENGINE A. COMBUSTION Activating a Nitrous oxide system (NOS) adds nitrous oxide and fuel to the original inlet charge and although the nitrous oxide itself does not burn, it is an oxidizer which provides more oxygen to allow the additional fuel to be burn, and therefore produces more power. At 565Degree F. (less than the temperature of normal combustion) the molecules of nitrous oxide break down, releasing the oxygen atom from the Nitrogen atoms. Once free from the nitrogen, the oxygen supports the combustion of the additional fuel, while the released nitrogen suppresses detonation. The increased amount of oxygen and fuel in the combustion chamber results in the assorted molecules being more tightly packed than normal, which leads to a quicker burn rate, that requires less timing advance for optimum results. Without retarding the timing appropriate, the quicker burn rate would lead to detonation and engine damage.
B. DETONATION
20 TDC 20 40 60 20 TDC 20 40 60
Up to a point, adding nitrous oxide to an engine will reduce the risk of detonation (especially on forced induction engines) but after that point when large power increases are required it will increase the risk. One of the reasons for this is the extra heat generated and the easiest way to overcome this being a problem, is to add excess fuel which act as a coolant. Nitrous oxide system are supplied with rich jetting to give a safe starting point, which means the issue is already dealt with to some Ikwueto Oliver extent and as long as an engine is not needed to control detonation. Whilst running richer than optimum will reduce the power output slightly, the advantage of raising the detonation limit will allow more nitrous to be used to get more power more safely. With all the above I mind, it is obviously essential to supply the engine with precise amount of additional fuel to match the amount of nitrous oxide being added (to ensure the engine doesnt run lean) and to retard the thinking to an optimum setting, to achieve successful and reliable results. When all three (fuel, nitrous and timing) are controlled accurately, your engine can safely and reliably generate exceptional power increase without causing damage due to detonation. A well designed, Nitrous oxide system (NOS), which delivers an accurate amount of both Nitrous and fuel and remains consistent in doing so, is vital for good performance and avoiding in such a way to achieve this, as well as remaining 100% reliability. FIRST-GENERATION MATHEMATICAL MODEL OF N 2 O FORMATIN IN COMBUSTION PROCESS The objective of this model is to simulate the directional effects of known combustion modification techniques on N 2 O emissions, and to provide guidance for the development of other potential combustion modification technique. Further modelling work would be required to allow the use of the model as a quantitative tool for guiding the design of improved combustion equipment. The use of this mathematical model capable of the quantitative description of chemical kinetics, transport effect, and combustion operating and design parameters is too complex to be used directly at present. This is so because major pieces of information are still lacking on the detailed chemistry of N 2 O formation in combustion reactions (particularly under the fuel rich condition) and the fluid dynamic and heat transport behaviour of flames and combustion gases. Based on the above consideration, in the phase 1 stationary N 2 O study, this model was used based on premixed, gaseous hydrocarbon fuel/air combustion. Methane was used to simulate natural gas combustion. The principal features of this model were the following: a. One-dimensional, homogeneous gas phase reaction system. Plug flow equation consisting of series of stirred reactors b. Specified flow velocity, pressure and flow area profiles c. Specified heat transfer options Heat transfer rate profiles Heat transfer coefficients and wall temperature profiles Gas temperature profiles Quenching rate profiles d. Heat generation described by two- step overall kinetics of hydrocarbon oxidation to CO, combustion to CO 2.
Ikwueto Oliver e. Simplified, uncoupled Zeldovich chain kinetics used to calculate N 2 O concentrations under fuel lean conditions; 0-atoms assumed to be in equilibrium with molecular O 2 . f. Multiple point injection of fuel, air or flue gases, allowing the simulation of two stage combustion and flue gas recirculation. The mass and energy conservation equations were solved by an implicit integration scheme using Newton-Raphson iteration technique. Compared with explicit integration scheme, the implicit scheme offered the advantages of not being subject to the ignition problem, since the resulting equations were equivalent to those for stirred reactor, and of being much more stable than explicit integration scheme which may fall apart, if the integration step is too large. The first-generation model was used to predict the rate of N 2 O formation in large gas fired boilers, as a function of excess air, preheat temperature, quenching of the combustion gases. Because of its premixed mixture, the model predicted peak N 2 O emission at about five percept excess air, instead of a monotonic decrease of N 2 O with decreasing excess air as experienced in actual practise with diffusion flames. Below stoichiometric air supply conditions, the model could not be used to predict N 2 O concentrations, as discussed above. However, in spite of its idealized nature, the models predictions of N 2 O emissions from large gas fired boiler were of the right order of magnitude under excess air combustion conditions. Also, the directional effects of flue gas recirculation and two-stage combustion (operating the first-stage with stoichiometry air supply) were correctly simulated for NO emission reduction. Air preheat temperature was shown to be important; resulting in sharply increasing N 2 O concentrations with increasing air preheat temperatures. N 2 O formation rates were predicted to decrease with increasing quenching rates, because of the shorter effective residence time at high temperatures. Below 2300 0 F, the N 2 O formed in the post-flame gases became frozen in all of our computer simulation cases. ADDITIONAL KINETICS In this model, the net generation of N 2 O is described by a homogeneous gas reaction system (2). The thermal chain reaction scheme used for this model, not coupled with combustion kinetics, consists of the following elementary steps: O
+ M 2 K 1 O + 2M ...(2) K 2 O +N 2 K 3 NO + N ...(3) K 4 N 2 + OH K 5 N 2 O + H .....(4) The steady-state treatment of the above scheme yields the net rate of N 2 O formation: = + - (5)
Where K 0 = K 1 /K 2 = (O) 2 /(O 2 ), and hydrogen atoms and hydroxyl radicals are d(N 2 O) 2 K 0 (O) K 2 K 5 (N 2 )(O) K5(O) + K4(N 2 O) + K4(H) eq dt K 3 K 7 (N 2 )(OH) eq K 4 K 6 (N 2 O) 2
K 4 K 8
K 0 (O 2 ) (N 2 O) 2 (H) eq
Ikwueto Oliver present in the equilibrium with other combustion species. Neglecting the contribution of reactions (4), which have been shown to be significant only under fuel-rich conditions (3) equation (5) reduces to the steady state expression for the chain mechanism of atomic reactions. The following values of the rate coefficients were used for model calculations:
Where the values of k 3 ,k 4 , k 5 and k 6 were taken from the leeds evaluation (3), while k 7 and k 8 are based on the date of cambell and thrush (4). For comparison purposed lower values of k 3 and k 4 were also used based on the evaluation of Bortner:
Throughout the calculations, oxygen atoms were assumed to be in equilibrium with molecular O 2, according to reaction (2),
CONCLUSION In agreement with the trend observed in actual boiler emissions, N 2 O concentration levels increase with increasing air supply over a range of 95% to 105% stoichiometric air. As noted earlier, because of the premixed nature of the model, it predicts peak N 2 O concentrations at about five percent excess air, in contrast with the behaviour of diffusion flames which exhibit peak N 2 O concentrations at much higher levels of excess air. the actual levels of frozen N 2 O concentrations predicted by this model are on the right order of magnitude, although they tend to be high. This is likely to be due to the idealized nature of the model, to the uncertainties in the values of the kinetic rate coefficients, and to the particular quenching rate assigned to these predictions
EFFECT OF MIXTURE RATIO ON Ikwueto Oliver
REFERENCES 1. Bartok, W.,A.R Crawford, A.R. Cunningham, H.J. Hall, E.H. Manny and A Skopp, Systems Study of Nitrogen Oxide Control methods for Stationary Sources, Esso Research and Engineering Company, Final Report GR-2-NOS-69, Contract No. PH 22-68- 2. Hartman, Jeff, 1952, Nitrous Oxide Performance Handbook p.cm ISBN 978-0- 7603-2624-4 (pbk.: alk. paper) 1 Nitrous oxide injection systems (fuel systems) 2, Automobile..motors..Fuel injection Systems,3. Motor Fuels..Additives1.Title TL.214.F78H373 2009 629. 253 629..dc22