Accepted Manuscript

Research Paper

Effect of Turbo Charging and Steam Injection Methods on the Performance of

a Miller Cycle Diesel Engine (MCDE)

Guven Gonca, Bahri Sahin

PII: S1359-4311(17)30879-7
DOI: http://dx.doi.org/10.1016/j.applthermaleng.2017.02.039
Reference: ATE 9920

To appear in: Applied Thermal Engineering

Received Date: 17 June 2016

Revised Date: 31 January 2017
Accepted Date: 9 February 2017

Please cite this article as: G. Gonca, B. Sahin, Effect of Turbo Charging and Steam Injection Methods on the
Performance of a Miller Cycle Diesel Engine (MCDE), Applied Thermal Engineering (2017), doi: http://dx.doi.org/
10.1016/j.applthermaleng.2017.02.039

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 Effect of Turbo Charging and Steam Injection Methods on the Performance of a Miller

Cycle Diesel Engine (MCDE)

Guven Goncaa1*, Bahri Sahina,

a
Yildiz Technical University, Naval Arch. and Marine Eng. Depart, Besiktas, Istanbul, TR

Abstract

In this study, application of the steam injection method (SIM), Miller cycle (MC) and turbo

charging (TC) techniques into a four stroke, direct-injection diesel engine has been

numerically and empirically conducted. NOx emissions have detrimental influences on the

environment and living beings. They are formed at the high temperatures, thus the Diesel

engines are serious NOx generation sources since they have higher compression ratios and

higher combustion temperatures. The international regulations have decreased the emission

limits due to environmental reasons. The Miller cycle (MC) application and steam injection

method (SIM) have been popular to abate NOx produced from the internal combustion

engines (ICEs), in the recent years. However, the MC application can cause a reduction in

power output. The most known technique which maximizes the engine power and abates

exhaust emissions is TC. Therefore, if these three techniques are combined, the power loss

can be tolerated and pollutant emissions can be minimized. While the application of the MC

and SIM causes to diminish in the brake power and brake thermal efficiency of the engine up

to 6.5% and 10%, the TC increases the brake power and brake thermal efficiency of the

engine up to 18% and 12%. The experimental and theoretical results have been compared in

terms of the torque, the specific fuel consumption (SFC), the brake power and the brake

thermal efficiency. The results acquired from theoretical modeling have been validated with

empirical data with less than 7% maximum error. The results showed that developed

1
*Corresponding Author. Tel: 90 212 383 2950 Fax: +90 212 383 2941,
e-mail: ggonca@yildiz.edu.tr

1
combination can increase the engine performance and the method can be easily applied to the

Diesel engines.

Keywords: Finite-time thermodynamics; Miller cycle, Steam injection method; Turbo

charging.

1. Introduction

The environmental regulations and restrictions force to decrease emissions released from

ICEs. One of the most detrimental emissions is NOx and it is formed at high combustion

temperatures. The prior NOx reduction methods can decrease the engine performance. The

problem is to reduce NOx emissions without any performance loss. So many studies have

been carried out and new methods have been developed to decrease NOx emissions. One of

these techniques is the SIM which can provide high decrease rates in the NOx formation [1-

12]. Another NOx control technique, which has been widespread in the recent years, is the

MC application. On the other hand, this method can lead to minimization in the engine power

[13-23]. TC method is commonly preferred to increase specific power of the ICEs [40-51].

These three methods could be combined so as to provide the highest NOx abatement rate with

higher power output for the diesel engines. The dual and triple combinations are presented as

MC-TC, MC-SIM and MC-SIM-TC, respectively, in this study.

The SIM was firstly proposed by Parlak et al. [1]. The proposed technique lowered NOx

formation up to 33% in comparison with the standard (STD) condition of a diesel engine.

Also, the performance characteristics improved and the brake thermal efficiency enhanced by

3%. Kokkulunk et al. [2-3] combined the SIM and exhaust gas recirculation (EGR) to

decrease NOx formation and to improve brake efficiency and power output characteristics of

a diesel engine. Gonca et al. [4-5] performed a study to compare a diesel engine with SIM and

the MCDE. They reported that the maximum reduction in NO formation was observed at the

combination of the SIM and MC applications. Cesur et al. [6] and Kokkulunk et al. [7]

2
applied the SIM into spark ignition and compressed ignition engines, a diminishment in NOx

formation and performance improvement was observed. Gonca et al. [8] performed an

investigation to define the optimal mass ratios and temperatures of vaporized water for ICEs

with SIM and TC applications. Gonca [9-10] carried out the SIM application for a diesel

engine operating with the ethanol-diesel mixtures [9] and operating with hydrogen enriched

air [10]. Parlak et al. [11] empirically applied the SIM into the intake manifold of a diesel

engine run on tobacco seed oil-based biodiesel. Gonca [12] performed an investigation and

comparison study on the influences of the SIM on thermodynamic characteristics of the bio-

fuels. The used fuels were classified as biodiesels and alcohols in terms of the effect of the

SIM. It was reported that higher NO reduction was seen in alcohols compared to biodiesels.

The application of the MC into the ICEs minimizes the NOx at very high ratios. Hence, so

many studies have been done recently. Wang et al. [18] showed a considerable diminishment

in NOx formation of a diesel engine with the experimental application of the MC. Wang et al.

[19-20] performed a numerical study [19] and experiments [20] for the MC SI Engine so as to

abate NOx formation. Mikalsen et al. [21] applied the MC into a gasoline engine operating

with natural gas. Gonca et al. [22,23] proved that the MCDE has less NO formation and

higher brake thermal efficiency compared to the standard diesel engine. Al-Sarkhi et al. [24-

26] examined the impacts of the temperature-dependent specific heats on the performance

characteristics for the reversible MC [24] and irreversible MC [25]. Also, Al-Sarkhi et al. [26]

investigated the variation of the power density depending on engine design parameters for the

MC. Zhao and Chen [27] analyzed the cycle performance characteristics of the irreversible

MC depending on pressure ratio change. Ebrahimi [28-29] used the finite-time

thermodynamics modeling (FTTM) to analyze the performance variation of the reversible and

irreversible MC engines considering engine speed variation and temperature dependent

specific heats [28] and considering the variation of stroke length and air/fuel ratio [29].

3
Rinaldini et al. [30] abated NOx and soot emission produced from a high speed diesel engine

with the MC application. Li et al. [31] conducted an empirical examination to show the

influences of the MC on the SFC of a spark ignition engine. Wu et al. [32] applied the MC

into a supercharged SI engine.

4
Application of the TC into the ICEs maximizes the performance. Therefore, so many

applications have been performed related to turbo charging systems. Can et al. [52]

investigated the influences of ethanol-diesel mixtures and fuel injection pressures on the

emission formation and the performance specifications of a TC diesel engine. Rakopoulos and

Giakoumis [53] performed a study to analysis the exergy characteristics of a TC diesel engine.
5
Cinar et al. [54] performed an investigation to understand the impact of using CO 2 addition

into the intake manifold and pressure of the injection on the performance specifications and

emission formations of a indirect injection diesel engine with TC application. Tauzia et al.

[55] presented a new model to predict heat release rate curve for a modern TC diesel engine.

Giakoumis [56] examined the influences of cylinder wall insulation on the performance

characteristics of a TC diesel engine in terms of the first law and second law of the

thermodynamics. Giakoumis [57] carried out a study to examine the influences of the

lubricating oil properties on the transient response of a TDE. Rakopoulos et al. [58] conducted

an empirical work so as to demonstrate the mechanisms of smoke and NO formations for TC

diesel engine running on butanol-diesel and biodiesel-diesel mixtures under various transient

conditions. Rakopoulos et al. [59] carried out an empirical work to determine the mechanisms

of smoke, NO and combustion noise formations during hot starting for biodiesel-diesel and

butanol-diesel mixtures. Giakoumis et al. [60] performed various experiments to understand

the characteristics of combustion noise emission of a TC diesel engine. Chiong et al. [61]

studied on the performance specifications of an engine which has turbocharger. Liang et al.

[62] analyzed the impact of oxygen enrichment of the intake air and water/diesel emulsion on

the combustion characteristics of a TC diesel engine. Cornolti et al. [63] performed flow

analysis in the intake and exhaust manifolds of a TC diesel engine with different EGR

application methods. Gonca et al. [64] applied the TC method into a MCDE using a screw

type compressor to increase engine performance and decrease NO formation simultaneously.

Gonca and Sahin [65] showed that engine design and operating parameters could be

optimized to increase the performance of a TC diesel engine with the MC and SIM

applications. They used a realistic FTTM which is comparable with the empirical data.

This study presents the influences of the combination of the SIM, MC and TC methods (SIM-

MC-TC) on the torque, the brake power, the brake thermal efficiency and SFC of a direct

6
injection diesel engine. The torque, brake power, brake efficiency and SFC have been

empirically acquired. The empirical data have been compared with the results of a FTTM and

maximum error obtained is less than 7%. Apart from prior studies, this study also presents a

comprehensive comparison of the results of experiments and the FTMM. Also, the results of

this study showed that the performance can increase with the developed combination.

2. Materials and methods

2.1. Experimental set-up

The experimental studies were carried out with a single-cylinder diesel engine. Table 1.

demonstrates the engine specifications. The MC is obtained by 10 CA retardation of intake

valve (IV) closing. The original cam-shaft is cam-shaft 52 (STD) which means the intake

valve is closed 52 CA after the bottom dead center during the compression process. 10 CA

retardation is carried out with cams-haft 62 (C62). In order to implement the MC into the

engine, the modified camshaft was input into the engine used. The pictures and technical

drawings of the cam shafts are presented in the Fig. 1.

The electronically controlled SIM was applied using a boiler with electric resistance. The

pressure and temperature conditions of the steam are 3 bar and 133.5 oC in the boiler The

optimum steam ratio has been found as 20% steam ratio of fuel mass in terms of power

output, fuel economy and NOx reduction in the previous studies [1,4,6,7,11,13,70], thus, this

ratio is used in this study for the steam injected conditions.

The turbo charging has been applied into the engine using a compressor removed from E 211

brand Mercedes-Benz truck. The compressor has been input to intake line of the engine and

1.1 bar (T1.1) turbo charging pressure has been provided by an electronic control unit. The

empirical set-up is shown in the Fig. 2.

A dynamometer which has 20 kW absorbing capacity and S type load cell with the

precision of 0.01 kg were used so as to measure engine torque. The experiments were carried

7
out between 1500 and 3000 rpm engine speeds and at full load conditions. Firstly, standard

cam-shaft was operated at the naturally aspirated condition and then the other cam-shaft

which provides the MC was input into the engine at 20% steam injection ratio and 1.1 bar TC

pressure conditions. The empirical works were carried out three times for each condition and

then performance characteristics were compared with those of STD condition. The

uncertainties for the measurements are given in the Table 2.

2.2. Theoretical model

A new FTTM is used to obtain theoretical results [65]. The model takes friction, variable

specific heats, heat transfer and combustion effects into account. In the model used, the

specific heats depending on temperature variation for constant pressure and constant volume

are expressed as below [66]:

CP 2.506 1011T 2 1.454 107 T 1.5 4.246 107 T 3.162 105 T 0.5
(1)
1.3301 1.512 104 T 1.5 3.063 105 T 2 2.212 107 T 3

CV CP R (2)

Where R is the gas constant. In order to attain reasonable results, Dual-Miller cycle (DMC) is

used in the simulation model. The cycle is demonstrated in the Fig.3.

The total heat input Qin at the process (2-3) and at the process (3-4) could be written as

below:

8
 T3 T4
Qin mt CV ,mix dT mt CP ,mix dT
T2 T3
T3
11 T
3
T 2.5 T2 T 1.5
2.506 10 1.454 107 4.246 107 3.162 10 5
m 3 2.5 2 1.5
a 0.5
T 2
3.063 10 T 2.212 10
T 1
1.0433T 1.512 10
4 5 7

0.5 2
3
T 2.5 T2 T 1.5
11 T
2.506 10 1.454 107 4.246 107 3.162 105
3 2.5 2 1.5
2ms
4 T 7 T
0.5 2
1.0433T 1.512 10 0.5 3.063 10 T 2.212 10 2
5 1

T2
mt
ma ms
T4
11 T
3
T 2.5 T2 T 1.5
2.506 10 1.454 107 4.246 107 3.162 105
m 3 2.5 2 1.5
a 0.5
T 2
3.063 10 T 2.212 10
T 1
1.3301T 1.512 10
4 5 7

0.5 2
3
T 2.5 T2 T 1.5
11 T
2.506 10 1.454 107 4.246 107 3.162 105 (3)
3 2.5 2 1.5
2ms 0.5
2

1.3301T 1.512 10 0.5 3.063 10 T 2.212 10 2
4 T 5 1 7 T
T3
+ mt
ma ms
Where CV ,mix , CP ,mix and Rmix are the constant volume specific heat, constant pressure

specific heat and gas constant of the steam-air mixture. They are written as follows:

CV ,a ma CV , s ms
CV ,mix (4)
ma ms

CP,mix CV ,mix Rmix (5)

Ra ma Rs ms
Rmix (6)
ma ms

Where CV , s and CV ,a are the constant volume specific heats of the steam and air. The relation

between them can be given as below:

CV , s 2CV ,a (7)

Rs and Ra are the gas constant of the steam and air. Their values are given as 0.4615 kJ/kg.K

and 0.287kJ/kg.K, respectively. ma , mt and ms are masses of the net intake air, total charge
and steam per second, respectively. They can written as below:

9
 ma N m f Fst
ma , (8)
120

F
mt m f 1 st ms , (9)

ms N Vste s N
ms xm f (10)
120 120

Where N (rpm) is engine speed. It is used for conversion of mass rate per second from mass

per cycle. , x , Fst , s and Vste are equivalence ratio, steam percentage compared to fuel

mass, stoichiometric fuel-air ratio, steam volume, steam density which are given as follows:

m
Fst f (11)
ma st

mf N
mf (12)
120

msuc VT a , (13)

VT
ma a ( Vste )+ s Vste , (14)
rM

ms xm f , (15)

Rs x aVT
Vste , (16)
Fs Ra a x a Rs

Ra a
s f (Tmix , P1 ) (17)
Rs

mf
ma
(18)
Fst

10
 f (...) stand for functional expressions. The functional values are attained from EES software

[67]. Where a and Tmix are average air density and temperature of air-steam mixture which

are given as follows:

ma ,iTa ,i Ra msTs Rs
Tmix (19)
ma ,i Ra ms Rs

a f (Tmix , P1 ) (20)

Where subscript "i" means the state before the starting of vapor injection and it can be called
as the initial condition. Ts and Ta ,i are the steam temperature and dry air temperature. Ts is 133
o
C. ma ,i is the mass rate of dry air at the initial condition and it can be written as:

(Vs r )
ma ,i a ,i (Vs +Vc )=a ,i VT a ,i (21)
r 1

Where , a ,i , Vc , Vs and VT are dry air density, clearance volume, stroke volume and total

volume which are expressed as:

VT
Vs r 1 (22)
r

VT d 2 L 1
Vc VT Vs (23)
r 4 r 1

a,i f (Ti , P1 ) (24)

In the open literature, the compression ratio ( r ) is known as:

r V1 / V2 (25)

Isentropic efficiencies for compression process and expansion process are determined as

below [68]:

T2S T1
C (26)
T2 T1

and

11
 T4 T5
E (27)
T4 T5S

Several dimensionless engine design parameters such as cycle temperature ratio ( ),cycle
pressure ratio ( ),cut-off ratio ( ), pressure ratio ( ), miller cycle ratio ( rM ),expansion ratio

( ) and stroke ratio ( ) are determined as below:

Tmax T4 r r k 1 1
m 1
C
(28)
Tmin T1 r

Pmax / Pmin P3 / P1 P4 / P1 (29)

v4 / v3 T4 / T3 (30)

P3 / P2 T3 / T2 . (31)

rM V6 / V1 T6 / T1 (32)

rM r
. (33)

The total heat rejection Qout at constant volume (5-6) and pressure (6-1) may be given as

below:

12
 m msuc T5
Qout t T6 CV ,mix dT msuc ma CP ,T6 T6
2
T5
11 T
3
T 2.5 T2 T 1.5
2.506 10 1.454 107 4.246 107 3.162 105
m 3 2.5 2 1.5
a 0.5
T 2
3.063 10 T 2.212 10
T 1
1.0433T 1.512 10
4 5 7

0.5 2
3
T 2.5 T2 T 1.5
11 T
2.506 10 1.454 107 4.246 107 3.162 105
3 2.5 2 1.5
2ms 0.5
2

1.0433T 1.512 10 0.5 3.063 10 T 2.212 10 2
4 T 5 1 7 T (34)
mt msuc T6

2 ma ms
2.506 1011T6 2 1.454 107 T61.5 4.246 107 T6 3.162 105 T6 0.5
ma 1.5 2 3

1.3301 1.512 10 T6 3.063 10 T6 2.212 10 T6
4 5 7

2.506 10 T6 1.454 10 T6 4.246 10 T6 3.162 10 T6
11 2 7 1.5 7 5 0.5

2ms 1.3301 1.512 104 T 1.5 3.063 105 T 2 2.212 107 T 3

+ msuc ma
6 6 6
T6
ma ms

Where msuc suction air mass rate per second. It can written as below:

msuc N
msuc , (35)
120

Where msuc suction air mass per cycle.

The process (1-2s) and process (4-5s) can be stated as [68]:

T2 s T
CV1 ,mix ln Rmix ln r , CV ,mix ln 5 s Rmix ln (36)
T1 2
T4 r rM

Where

CV1 ma CV1 , s ms CV2 ma CV2 , s ms

CV1 ,mix , CV2 ,mix (37)
ma ms ma ms

CV1 , s 2CV1 , CV2 ,s 2CV2 (38)

CV1 2.506 1011T2 s12 1.454 107 T2 s11.5 4.246 107 T2 s1 3.162 105 T2 s10.5
(39)
1.0433 1.512 104 T2 s11.5 3.063 105 T2 s12 2.212 107 T2 s13

CV2 2.506 1011T5 s 4 2 1.454 107 T5 s 41.5 4.246 107 T5 s 4 3.162 105 T5 s 4 0.5
(40)
1.0433 1.512 104 T5 s 4 1.5 3.063 105 T5 s 4 2 2.212 107 T5 s 4 3

13
 T2 s T1 T T
T2 s1 , T5 s 4 5 s 4 (41)
T T
ln 2 s ln 5 s
T1 T4

The brake thermal efficiency and brake power are expressed as:

Pbr
br , Pbr Qin Qout Pl (42)
Qf

Where Pl is loss power depending on friction which is:

Pl SP 2 (43)

where is friction coefficient, S P is average velocity of the piston which is:

L N
Sp (44)
30

Where L is stroke height. Q f is the total energy content of the fuel which is:

Q f m f Hu (45)

Where H u is lower heat value of the injected fuel. The total heat input in the cycle:

Qin Q f ,c Qht

Where Q f ,c is heat released by combustion; Qht is the loss energy by heat transfer they can be

stated as:

Q f ,c c m f H u (46)

T2 T4
Qht htr Acyl (Tme TW )=htr Acyl ( TW ) (47)
2

Where c is combustion efficiency which was:

c 0,99743 4,783 105 N 0,0768868x 0,0014086Pa 0,0004245rM 0,31948 (48)

14
Where Pa , rM , htr are intake pressure, the intake valve retarding angle, heat transfer

coefficient. Acyl is the area in which heat transfer carried out which can be written as:

r d2
Acyl dL (49)
r 1 2

Where Tme , TW and d are average combustion temperature, cylinder wall temperature and

cylinder bore. htr is calculated using Hohenberg correlation [69]:

htr 130VT 0.06 P10.8Tmix 0.4 (Sp +1.4)0.8 (50)

The simulation results and experimental data have been compared and an acceptable

approximation was attained.

3. Results and discussion

Fig. 4-5 show the torque and brake power depending on the engine speed for different engine

modes. The engine speeds change from 1500 rpm to 3000 rpm. The torque and brake power

are between 25-45 Nm and 5-10 kW, respectively. It is obvious that the torque abates and

brake power enhances with rising engine speed. While lower in-cylinder pressures lead to

lower engine torque, higher engine speeds provides higher engine power. Therefore, as the

engine torque decreases, the engine power raises. The results showed that low engine speeds

modes should be selected for the higher torque requirement, high engine speeds should be

selected for the higher power requirement and medium engine speeds should be selected for

the lower SFC requirement and higher fuel economy.

Equivalence ratio affects the general performance characteristics of the engine since

maximum combustion temperatures are observed about 1 of the equivalence ratio. The

performance characteristics are deteriorated at the higher and lower equivalence ratio. The

15
volumetric efficiency affects the intake air mass and total charge in the cylinder. Therefore,

the performance characteristics improve as volumetric efficiency increases. The

implementation of the SIM and the MC into the used engine abates the torque and brake

power due to higher equivalence ratio and lower volumetric efficiency. However, the

application of the TC increases the torque and brake power owing to lower equivalence ratio

and higher oxygen concentration depending on higher volumetric efficiency. Minimized

equivalence ratio and maximized oxygen concentration provides higher brake thermal

efficiency. Also, combustion efficiency enhances with increasing oxygen concentration.

Therefore, the engine torque and power increase. If the results are investigated, the maximum

and minimum decrease rates in the torque are seen at C62-S20 condition as 6.5% (at 3000

rpm) and 3% (at 1500 rpm). The maximum and minimum increase rates in the torque are 18%

with 1500 rpm at C62-T1.1 and 10.4% with 2100 rpm at C62-S20-T1.1. The lowest torque

and brake power are seen with C62-S20 at 3000 rpm and 1500 rpm, as 25.4 Nm and 5.4 kW.

The maximum torque and EP are seen with C62-T1.1 at 1500 rpm and 3000 rpm, as 41.2 Nm

and 9.7 kW.

The evaluation of the brake thermal efficiency and SFC depending on the engine speed for

different engine modes is demonstrated in the Fig. 6-7. The maximum brake thermal

efficiency and the minimum SFC are obtained at the medium engine speeds. Because, at the

higher and lower engine speeds, the losses depending on friction, heat transfer and incomplete

combustion is higher. Therefore, the brake thermal efficiency decreases and SFC increases at

the lower and higher engine speeds. The application of the MC and SIM abates the brake

thermal and SFC due to lower volumetric efficiency. On the other hand, TC increases the

brake thermal efficiency and decreases the SFC. When the obtained results are examined, it is

observed that the maximum decrease rate in the brake thermal efficiency is 10% and it is seen

at C62-S20 and 2400 rpm. The lowest decrease rate is seen at 1800 rpm, as 6.5%. The highest

16
increment rate is acquired with C62-T1.1, as 12% at 1500 rpm, the lowest increment rate is

seen with C62-S20-T1.1, as 4% at 2400 rpm. The lowest brake thermal efficiency and highest

SFC are reached with C62-S20, as 24.3% and 353 g/kWh at 3000 rpm; the maximum brake

thermal efficiency and minimum SFC are reached with C62-T1.1, as 33.3% and 257 g/kWh at

2100 rpm. It is obvious from the figures that the results obtained with the mathematical model

are close those obtained with experimental study. The maximum error is less than 7% and it is

seen with C62 condition at 2100 rpm. The obtained results were supported by the previous

studies [1-4, 6,7,11] in terms of the effects of the SIM on the performance of the ICEs. The

MC application was also used in the previous works [18-22, 30,31,34, 64]. They reported the

similar results to the acquired results presented in this study. The TC application is known as

power increment method in the literature [55, 56, 64, 65]. As expected, the brake power of the

test engine decreased by the application of TC up to 18%.

4. Conclusion

The presented work reported the influences of the MC, the SIM and TC applications on the

performance characteristics of a diesel engine. The torque, brake power output and brake

thermal efficiency remarkably decreased by applying the MC and SIM, however they are

improved by TC. The maximum performance is obtained at the C62-T1.1 condition. The

highest increase rates in the brake power and brake thermal efficiency are 18% and 12%. The

minimum performance is seen at the C62-S20 condition. The highest reduction rates in the

brake power and brake thermal efficiency are 6.5% and 10%. It should be pointed out that the

modes with turbo charging method should be chosen to increase higher engine performance.

In this study, a theoretical study has been carried out based on the FTTM. The results

obtained have been validated with non-noticeable difference in terms of torque, brake power,

brake thermal efficiency and SFC. The combination of MC, SIM and TC is novel and unique

17
and it can be applied to the Diesel engines to increase engine performance at the lower

emission formations.

18
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26
Figure Captions

Fig. 1. The drawings and picture of the original and modified cam-shaft.

Fig. 2. Experimental set-up.

Fig. 3. P-v and T-s schematic diagrams for DMC [23].

Fig. 4. Comparison of empirical data and theoretical results for torque

Fig. 5. Comparison of empirical data and theoretical results for brake power.

Fig. 6. Comparison of empirical data and theoretical results for brake thermal efficiency.

Fig. 7. Comparison of empirical data and theoretical results for SFC.

27
TABLES

Table1. Engine properties

Engine type Antor
Bore [mm] 85
Stroke [mm] 90
Cylinder Number 1
3
Stroke Volume [dm ] 0.51
Power, 2700 rpm [kW] 9
Injection pressure [bar] 175
Injecting timing [crank angle] 28
Compression ratio 17.5
Maximum speed [rpm] 3000
Cooling Air
Injection Direct injection

Table2. The errors in parameters and total uncertainties

Parameters Systematic errors

Load [N] 0.1
Speed [rpm] 1.0
Time [s] 0.1
Temperature [oC] 1.0
Fuel consumption [g] 0.01
SFC [g/kWh] 1.5
Torque [Nm] 1.1

28
Figures

a) Original camshaft [34] b) Camshaft C62 (10 CA retarding) [34]

Fig. 1.

29
Fig. 2.

30
 P T

3 4

2

Q 4
34

2s
3

Q 5
23

2 5s
2s
5 6 Q56
5s
1
Q61
1 6

V S

Fig. 3.

31
 Exp-STD Mod-STD
Exp-C62 Mod-C62
Exp-C62-T1.1 Mod-C62-T1.1
40 Exp-C62-S20 Mod-C62-S20
Exp-C62-S20-T1.1 Mod-C62-S20-T1.1
Torque, Nm

35

30

25
1500 1800 2100 2400 2700 3000
Engine Speed, rpm

Fig. 4.

32
 10

9
Brake Power, kW

Exp-STD Mod-STD
6 Exp-C62 Mod-C62
Exp-C62-T1.1 Mod-C62-T1.1
Exp-C62-S20 Mod-C62-S20
Exp-C62-S20-T1.1 Mod-C62-S20-T1.1
5
1500 1800 2100 2400 2700 3000
Motor Devri, d/d

Fig. 5.

33
 34

32
Brake Thermal Efficiency, %

30

28

26 Exp-STD Mod-STD
Exp-C62 Mod-C62
Exp-C62-T1.1 Mod-C62-T1.1
Exp-C62-S20 Mod-C62-S20
Exp-C62-S20-T1.1 Mod-C62-S20-T1.1
24
1500 1800 2100 2400 2700 3000
Motor Devri, d/d

Fig. 6.

34
 Exp-STD Mod-STD
350 Exp-C62 Mod-C62
Exp-C62-T1.1 Mod-C62-T1.1
Exp-C62-S20 Mod-C62-S20
Exp-C62-S20-T1.1 Mod-C62-S20-T1.1
330
SFC, g/kWh

310

290

270

250
1500 1800 2100 2400 2700 3000
Engine Speed, rpm

Fig. 7.

35
 STEAM INJECTION

STANDARD CAMSHAFT MODIFIED CAMSHAFT

HIGHER NOX LOWER NOX

36
Highlights

Performance of a diesel engine is simulated by finite time thermodynamics.

Effect of steam injection on performance of a Miller cycle engine is examined.

Model results are verified with the experimental data with less than 7% error.

37