Wyniki wyszukiwania - BazTech

1

Rola przedsiębiorstw produkcyjnych w finansowaniu ochrony środowiska

Słonimiec J., Marciniak K., Kowalewicz A., Szatkowska P.

Systemy Wspomagania w Inżynierii Produkcji

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2014

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z. 2 (8)

211--221

PL

Artykuł przedstawia system finansowania ochrony środowiska za pomocą środków pochodzących z podatków i opłat ekologicznych, uiszczanych przez przedsiębiorstwa produkcyjne. Analizuje obowiązujące przepisy oraz rodzaje opłat ekologicznych. Ukazując jednocześnie wysokość stawek za korzystanie ze środowiska przyrodniczego. Ponadto analizuje, także szczegółowy podział wpływów i wydatków Narodowego Funduszu Ochrony Środowiska i Gospodarki Wodnej w związku z finansowaniem zadań z zakresu ochrony środowiska.

EN

This article presents a system of financing environmental protection using funds from taxes and environmental fees, paid by manufacturing companies. Analyzes existing provisions and the types of environmental charges. Appearing at the same time the amount of rates for the use of the natural environment. In addition, analyzes, including a detailed breakdown of revenue and expenditure of the National Fund for Environmental Protection and Water Management in connection with the financing of the tasks of environmental protection.

2

Comparison of performance end emissions of turbocharged CI engine fuelled either with diesel fuel or CNG and diesel fuel

Kowalewicz A., Wołoszyn R.

Silniki Spalinowe

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2011

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R. 50, nr 3

EN

In the course of the project on adaptation of turbocharged compression ignition engine produced by Andoria (Poland) to dual-fuelling with compressed natural gas (CNG) and diesel fuel (DF), performance and emissions of both: base engine fuelled with DF and dual-fuel fuelled with CNG and DF where measured. Some information on the project was published earlier; in this paper authors focused on comparison of performance and emissions of dual-fuel and base engine. It is shown, that carbon dioxide and smoke decreased, but hydrocarbon and carbon monoxide considerably increased. Also torque, power and brake fuel conversion efficiency of the engine for both modes of fuelling were compared.

3

Prototypowy silnik dwupaliwowy zasilany gazem CNG i olejem napędowym

Kowalewicz A.

Autobusy : technika, eksploatacja, systemy transportowe

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2011

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R. 12, nr 10

241-248

PL

Gaz naturalny obok ropy naftowej i węgla jest najważniejszym nośnikiem energii. Ma zastosowanie w energetyce i – coraz częściej – w motoryzacji. Silniki dwupaliwowe były i są obecnie przedmiotem badań głównie w aspekcie zastosowania do napędu pojazdów, zwłaszcza autobusów. W artykule zaprezentowano charakterystyki emisji adaptowanego silnika turbodoładowanego z chłodnicą powietrza doładowywanego i recyrkulacji spalin chłodzonych wodą do zasilania dwupaliwowego: CNG i ON.

4

HCCI combustion - a challenge for internal combustion engine

Kowalewicz A.

Silniki Spalinowe

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2009

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R. 48, nr 1

3-9

EN

HCCI engine offers a high thermal efficiency combined with low nitrogen oxides and particulate matter emissions. However the key problem: controlled autoignition (CAI) on which is focused this paper is still not solved. Attempts to solve CAI problem as: variable compression ratio (VCR), variable valve train (VVT), exhaust gas recirculation (EGR) and application of fuels having different volatility characteristics and sensitivity to autoignition are disused. Also possibility of fuelling HCCI engine with natural gas (and ignition improver) is presented.

PL

Silnik o zapłonie samoczynnym zasilany homogeniczną mieszanką (HCCI) oferuje wysoką sprawność przy małej emisji tlenków azotu i cząstek stałych. Jednakże główny problem, jakim jest kontrolowany samozapłon, nie jest jeszcze rozwiązany. Na tym problemie skupia się niniejszy artykuł. Omówiono metody rozwiązania problemu kontrolowanego samozapłonu, takie jak: zmienny stopień sprężania, recyrkulacja gazów wylotowych, zmienne fazy rozrządu oraz zastosowanie jednocześnie dwu paliw o różnej lotności i skłonności do samozapłonu. Przedstawiono także możliwość zasilania silnika HCCI gazem naturalnym (CNG) przy jednoczesnym udziale składników ułatwiających samozapłon.

5

Compressed natural gas engines. A review

Kowalewicz A.

Journal of KONES

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2009

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Vol. 16, No. 3

173-183

EN

Resources, production, refuelling stations and physic-chemical properties of natural gas are presented. Technical problems connected with application of natural gas to SI and CI engines are shown and analyzed. Presently most of gas vehicles are converted from gasoline to natural gas application but also many companies produce gas vehicles driven with Sl engines originally fabricated as gas vehicles. However natural gas spark ignition engines have lower torque than CI engines normally used in trucks, pick-ups and busses. Therefore CI engines are also adapted to gas fuelling as dual-fuel engines. Comparison of NG SI engines and dual-fuel engines is performed. Performances and emissions of gas automotive engines are presented. World natural gas reserves, natural gas production physical and chemical properties of typical natural gas, natural gas vehicles and refuelling stations in the world, schematic of CNG fuelling installation of IVth and Vth generation, combustion system, natural gas admission and control in DF NG engine, schematic of ADCR engine adapted to CNG fuelling are presented in the paper.

6

Natural Gas as a Fuel for Dual-Fuel Automotive Engines. A Review

Kowalewicz A., Wojtyniak M.

Archivum Combustionis

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2009

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Vol. 29 nr 1-2

38-72

EN

General information on natural gas properties, reserves, production and distribution is given. Application of natural gas to automotive vehicles and comparison with other gases as well as its application to spark ignition and compression ignition engines are discussed. As far as natural gas application to dual fuel engines is concerned, the influence of engine operating parameters (bmep, speed), control parameters (pilot diesel fuel quantity and timing, fuel-air equivalence ratio) and engine design (combustion chamber shape, supercharging) on efficiency, emissions, noise and cycle-to-cycle variations are discussed. Benefits of natural gas as a fuel for dual-fuel engines suggest its recommendation for automotive vehicles.

7

HCCI engine - idea and expectations. Case study

Kowalewicz A.

Journal of KONES

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2008

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Vol. 15, No. 2

217-224

EN

Internal combustion engines yet have not exhausted their development possibilities in the range of economy and ecology demands. Development of SI and CI engines, which several years ago proceeded individually in-parallel, now becomes likely in common: one type of engine shares some features with the other one, e.g. direct injection, electronically controlled injectors, electronic control unit etc. However, type of ignition and mixture formation are still different (spark assisted ignition versus auto ignition and homogeneous mixture versus heterogeneous). HCCI engine overcomes this difference. At present HCCI engine uses both type of ignition modes and both types of mixture in different ranges of operational parameters. Direct injection during compression stroke and stratified charge are characteristics for low and mild power resulting in low emission of CO and HC as well as NOx. Combustion is initiated by spark when mixture is very poor. For maximum load and speed, auto-ignition of homogeneous stoichiometric mixture takes place in the whole volume of combustion chamber. Due to the absence of flame and low temperature, nitrogen oxides, of which molecules arise in post flame zone, are low. Also emission of CO and HC are low due to stoichiometry of the mixture. The key problem is controlled auto-ignition as a function of speed and load (fully HCCI engine). Several methods of auto-ignition control (CAI) are discussed in this paper.

8

Adaptacja silnika wysokoprężnego do zasilania gazem naturalnym

Kowalewicz A.

Czasopismo Techniczne. Mechanika

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2008

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R. 105, z. 7-M

67-78

PL

W artykule wykazano, że zasilanie dwupaliwowe jest korzystniejsze niż zasilanie CNG silnika iskrowego, omówiono różne rozwiązania konstrukcyjne silników dwupaliwowych oraz wpływ parametrów decydujących o spalaniu w silniku dwupaliwowym. Opisano także osiągi silników dwupaliwowych oraz emisję związków szkodliwych i porównano je z osiągami i emisją silników bazowych, tj. zasilanych olejem napędowym. Skupiono się na konkretnej realizacji koncepcji dwupaliwowego zasilania silnika doładowanego ADCR gazem CNG, podejmując problemy, jakie muszą być rozwiązane w wyniku adaptacji silnika do zasilania CNG, plan badań itd. Omówiono też zagadnienia o charakterze naukowym, jakie występują przy adaptacji silnika turbodoładowanego od zasilania gazem CNG.

EN

It is well know fact, that natural gas (CNG) is adequate fuel to SI engines, thanks to high octane number. In numerous cities Poland and all over the world buses driven by natural gas SI engines popular. Analyses show however, that CI engines adapted to fuelling with CNG known in literature as dual-fuel engines, due to pilot injection of diesel fuel, are more convenient than these driven with SI engines. In the paper different types of dual fuel engines are presented. Also performances and emissions of dual-fuel engines are discussed and compared with base engines fuelled only with diesel fuel. The concept of adaptation of very modern engine ADCR to CNG fuelling is proposed. Fundamental technical and scientific problems of adaptation are discussed.

9

Synthetic fuels and their application to internal combustion engines

Kowalewicz A., Wojtyniak M.

Silniki Spalinowe

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2007

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R. 46, nr SC2

18-24

EN

In front of exhausting sources of crude oil and more and more growing demands related to emissions of internal combustion engines, the problem of synthetic fuels became very important. A method of obtaining synthetic gasoline from coal (hydrogenation of coal under high pressure) was patented by F. Bergius (1913) and developed in Germany. Later on, F. Fischer and H. Tropsch patented the method of obtaining liquid hydrocarbon fuels from synthesis gas (1926). This method is being applied at present. In the paper it is shown how synthetic liquid fuels may be produced, i.e.: from natural gas, from coal and from biomass. Methods developed for producing synthetic fuels from these feedstocks are described. Technologies of synthetic fuels production applied by Sasol and Mossgas in South Africa, Shell in Malaysia, and Choren in Germany are discussed. The production is based on Fischer-Tropsch synthesis. Fischer-Tropsch diesel (FTD) fuel has better quality than diesel fuel (DF) derived from crude oil (higher cetane number, lower cold filter plugging point etc.) and its application to CI engines results in reduced emissions i ncomparison with DF. Percentages of reduction of NOx, HC, PM, CO2 and CO are shown. The problem of synthetic fuels production in Poland is presently very important on account of energy balance and diversification of feedstock import. Needs and challenges of FTD production in Poland are now discussed. The present paper goes ahead to meet this problem half-way

10

Natural gas engines - problems and challenges

Kowalewicz A., Wojtyniak M.

Journal of KONES

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2007

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Vol. 14, No. 2

273-282

EN

At former KONES one of the co-authors presented a paper, is which general information about natural gas properties, reserves, production and distribution were given and application to SI and CI engines was presented, compared and discussed. It was shown, that more promising is dual-fuel CI engine. There is a lot of information on combustion, emissions and performances of dual-fuel natural gas engines, but there are also blank areas and controversial opinions, which were pointed out and discussed in this paper. For example: why combustion processes are delayed in comparison with combustion of diesel fuel only. It is also not clear whether noise of dual-fuel engine is higher than that of diesel engine or lower (there are contradictory data). These problems are shown and discussed in this paper. The proposal of further research is presented. Ignition and combustion in dual-fuel natural gas engines is yet not fully recognized, especially: combustion duration, mechanism at gaseous and condensed phase burning, kinetics and diffusion controlled combustion, noise, knock and cycle-by-cycle variation. Optimization of control parameters on account of efficiency and emissions is still an open problem. Influence of natural gas composition and its changes on engine performance and emissions still demand estimation.

11

Synthetic Fuels as Substitutes to Conventional Fuels

Kowalewicz A.

Archivum Combustionis

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2007

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Vol. 27 nr 3-4

147-156

12

Comments to the paper "Experimental study of compression and combustion processes in a very small engine" by P. Kalita, M. Rusinowski and J. Jarosiński, published in Journal of Kones Internal Combustion Engines, 2005, Vol. 12, 1-2

Kowalewicz A.

Journal of KONES

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2006

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Vol. 13, No. 4

511-512

EN

Three comments to the paper mentioned in the above title are presented. First one regards wrong values of measured maximum pressure (after compression), which leads to physically impossible processes. The second one is on the nature of ignition, which is rather not autothermal, as Authors stated. Third one is on the thermodynamic processes presented in Fig. 6.

13

Analysis of combustion processes in ci engine fuelled either with diesel fuel or rape oil methyl ester and additionally with ethanol

Kowalewicz A.

Journal of KONES

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2006

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Vol. 13, No. 2

225-240

EN

At the conference KONES’2005 combustion characteristics of CI engine fuelled with rape oil methyl ester (RME) and ethanol injected into inlet port have been presented. In this paper combustion processes in the engine fuelled with two base fuels: diesel oil (DF) or rapeseed oil methyl ester and additionally with ethanol have been analyzed and combustion parameters have been compared. Ethanol fraction has a serious influence on combustion. Addition of ethanol delays combustion in the initial stage but despite of that, combustion is completed earlier if the ethanol fraction is higher. This phenomenon takes place for both base fuels: RME and DF. However, for high speed (2200 rpm) and torque = 20 Nm (pe= 0,256 MPa) ignition delay of DF was so long, that ignition took place 15 CA deg ATDC. Nevertheless of that, combustion was completed only about 5 CA deg later than for neat DF. Combustion processes for both fuels are similar, but there are some differences in ignition delay. At low load and high speed for fuelling with DF combustion extends for exhaust stoke. On account on diesel – knock the engine can not be loaded by higher torque at high speed. Besides ethanol fraction, there is a strong influence of load and speed on combustion parameters. Generally increase of speed decreases maximum pressure and increase of load increases it, as well for RME as for DF. The highest pressure has been measured for DF and ethanol injection.

14

Combustion processes in C.I. engine fuelled with rape oil methyl ester and ethanol

Kowalewicz A.

Archivum Combustionis

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2006

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Vol. 26 nr 1-2

35-54

EN

Combustion processes in C.I. engine fuelled with rape oil methyl ester (RME) and additionally with ethanol injected into the inlet port were investigated. The aim of ethanol injection is to enhance combustion of the droplets of base fuel - ester. Experiments were carried out on single - cylinder D.I. C.I engine. In course of experiments engine performance, emissions and pressure in the cylinder were measured. Measured pressure - time history in engine cylinder and instantaneous parameters of injection of RME fuel were used to simulate the rate of heat release and the fraction of fuel burnt vs. crank angle, which showed that the higher the energy fraction of ethanol in the total fuel, the longer the ignition delay, but the shorter the total time of combustion. Shorter combustion results in higher efficiency. Fuelling the engine with ethanol results in smokeless combustion and lower emission of carbon dioxide (due to higher fraction of hydrogen in ethanol molecule than in base fuel) and with vegetable (renewable) fuel - rape oil methyl ester - results in decrease carbon dioxide emission to the atmosphere.

15

Application of biofuels to compression ignition engines

Kowalewicz A.

Mechanics and Mechanical Engineering

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2005

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Vol. 9, nr 1

69-90

EN

In the paper a review of alternative fuels to compression ignition engines has been performed. Fuels, which presently are mostly used, are biofuels such as transesterified vegetable oils (FAME) and alcohols (bioethanol). Main part of the paper comprises the experimental investigation performed by the author at Politechnika Radomska. Comparison of emissions of the one - cylinder D.I. C.I. engine fuelled with rape oil methyl ester (RME) and dieselfuel (DF) at load characteristics has been carried out, showing, that results are comparable. Also comparison of emissions of the engine fuelled either with RME or DF and additionally by ethanol (E) injected to inlet port has been peiformated. In the case of this fuelling system better results have been obtained for RME and E application than these of DF and E: much lower emission of CO2 and smoke.

16

Experimental study of compression and combustion processes in a combustion characteristics of compression ignition engine fuelled with RME and ethanol

Kowalewicz A.

Journal of KONES

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2005

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Vol. 12, No. 1-2

163-174

EN

At the previous conference KONES’2004 emission characteristics of C.I. engine fuelled with either rape oil methyl ester (RME) or diesel fuel (DF) as a main fuel and ethanol as additional fuel were presented. Comparison of emission and brake fuel conversion efficiency (BFCF) of the engine fuelled with both main fuels showed that fuelling with RME and ethanol is more advantageous on account of both emission and efficiency than with DF and ethanol. In this paper combustion characteristics of the engine fuelled with RME and ethanol are presented and analysed. They enabled the insight into combustion processes of RME and ethanol resulting in better understanding influence of ethanol fraction in total fuel on emission and efficiency.

17

Emission characteristics of compressionignition engine fuelled with RME/DF and ethanol

Kowalewicz A.

Journal of KONES

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2004

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Vol. 11, No. 1-2

349-357

EN

Comparison of emissions from CI engine fuelled with diesel fuel (DF) and rape oil methyl ester (RME) in function of load was carried out. The results in general are similar for both fuels. In order to reduce emission, a novel concept of fuelling was developed. According to this concept, ethanol is injected to the inlet port during the inlet stroke to support burning of the main fuel. Experiment was carried out with the use of one-cylinder direct injection diesel engine adapted for ethanol injection. Investigations were performed at two constant loads, for which the ratios of ethanol and base fuel were changed: high and Iow, at each load engine was run at three speeds for three injection timings. Results of investigation showed considerable decrease of CO2 emission and smoke level for all operating conditions of the engine load - at high load - also CO and H C emissions, while allow load - NO x, emission. Optimum ratio of ethanol energy to both fuels energy on account of emission decrease was found to be about 20 for D F and 25 percent for RME.

18

Ekologiczny silnik wysokoprężny

Kowalewicz A., Pajączek Z.

Czasopismo Techniczne. Mechanika

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2004

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R. 101, z. 6-M/1

373--382

PL

W artykule przedstawiono opracowaną koncepcję ekologicznego silnika o zapłonie samoczynnym, zasilanego dodatkowo etanolem wtryskiwanym do kanału dolotowego podczas suwu sprężania. Takie dodatkowe zasilanie etanolem ma na celu wytworzenie homogenicznej gazowej mieszanki z powietrzem (po odparowaniu), przyspieszającej spalanie głównego paliwa, tj. oleju napędowego. Skutkuje to znacznym skróceniem czasu spalania i w efekcie wzrostem sprawności przy optymalnym doborze kąta początku wtrysku oleju napędowego. Drugim powodem zastosowania etanolu było ograniczenie emisji netto gazu cieplarnianego (CO2) ze względu na roślinne pochodzenie etanolu (rośliny pochłaniają CO2 z atmosfery podczas wegetacji w takim stopniu, w jakim jest on emitowany przy spalaniu) oraz z uwagi na mniejszy udział węgla w cząsteczce etanolu. Badania przeprowadzono na jednocylindrowym silniku o zapłonie samoczynnym, adaptowanym do wtrysku określonej dawki etanolu do kanału dolotowego. Eksperymenty przeprowadzono przy trzech prędkościach obrotowych silnika i dla każdej z nich dla trzech kątów początku wtrysku paliwa głównego i dla dwu obciążeń (dużego i małego). Na podstawie zarejestrowanych wyników stwierdzono, że: energetyczny udział etanolu, w odniesieniu do energii obu paliw, może sięgać 50% energii potrzebnej dla jednego cyklu pracy silnika (ograniczeniem jest tu stuk); sprawność ogólna silnika wzrosła w porównaniu z zasilaniem standardowym, zwłaszcza dla dużego obciążenia; zadymienie spalin znacząco spada już przy bardzo małych energetycznych udziałach etanolu i niezależnie od obciążenia; emisja gazu cieplarnianego również zmniejsza się wraz ze wzrostem udziału etanolu niezależnie od obciążenia; emisja tlenków azotu spadła dla małych obciążeń, a utrzymała się na podobnym poziomie dla większych w porównaniu z silnikiem zasilanym tylko olejem napędowym.

EN

Concept of ecological CI engine with additional ethanol injection into inlet port, during intake stroke, was invented and presented in this paper. Investigation was carried out on one-cylinder, direct injection CI engine with modified inlet duet for injection of ethanol, at three engine speeds. At each speed three beginning of injection angles and two loads were tested. This additional fuelling aiming to get a homogenius mixture with air which is reaulting in combustion acceleration of diesel fuel (which is still a main fuel). As effect combustion process is shorter and due to that engine efficiency rose especially for higher load. Second reason of dual fuelling CI engine was possibility to reduce the amount of greenhouse gas and smoke level. NOx emission decreased for low load, but for higher one was kept at the same level in comparison with neat diesel fuelled engine.

19

Dual fuel engine fuelled with ethanol and diesel fuel

Kowalewicz A., Pajączek Z.

Journal of KONES

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2003

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Vol. 10, No. 1-2

125-133

EN

Investigation of the possibility of dual fuelling of compression ignition (CI) engine with diesel fuel and additionally with ethanol, which is injected into inlet manifold, was carried out. Due to physico-chemicals properties of ethanol, such as: poor lubrication properties, poor miscibility with diesel fuel in presence of water, corrosion and chemical degradation of engine materials neat ethanol and diesel fuel - ethanol mixture cannot be used in CI engines. Investigation was carried out on one-cylinder, direct injection CI engine with modified inlet duct for injection of ethanol. Investigations showed that: -energy ratio of ethanol to diesel fuel up to over 50% -may be applied, engine thermal efficiency -increased, with the increasing load, -soot emission was decreased dramatically already for small amount of injected ethanol, -emission of greenhouse gas (CO2) was decreased with increasing amount of ethanol, -NOX emission was decreased for small load but for high load is kept at the same level as when the engine is fuelled only on diesel fuel. Optimization of the energy ratio of both fuels and injection timing of diesel fuel is being carried out.

20

Eco-Diesel Engine with Additional Injection of Ethanol

Kowalewicz A., Pajączek Z.

Archivum Combustionis

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2003

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Vol. 23 nr 3-4

169-183

EN

Investigation into possibility of fuelling of compression ignition (CI) engine, with an addition of ethanol, was carried out. Ethanol can be a suitable fuel for SI engines, but its application to CI engines requires an assisted ignition. In this work ethanol was injected into the inlet port and entered the engine cylinder mostly as a vapour. Diesel fuel remained a main fuel, but played the role of the ignition fuel. Investigation was carried out on one-cylinder, direct injection CI engine with modified inlet duct for injection of ethanol. The investigations showed that: 1) energy ratio of ethanol to diesel fuel up to 50% can be applied, 2) engine thermal efficiency increased, with the increasing load, 3) soot emission was decreased dramatically after even a small amount of the injected ethanol, 4) emission of greenhouse gas (CO2) was decreased with increasing amount of ethanol, 5) NOx emission was decreased for a small load, but for a high load it is kept at the same level if the engine is fuelled only with diesel fuel. Optimization of the energy ratio of both fuels and injection timing of diesel fuel is being carried out at present.