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Impact of methanol use in a diesel engine on workflow performance
To cite this article: A A Anfilatov and A N Chuvashev 2020 IOP Conf. Ser.: Mater. Sci. Eng. 862 062069
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А А Аnfilatov and A N Chuvashev
Department of thermal engines, automobiles and tractors, Vyatka State Agricultural Academy, 610017, Kirov, October prospect, 133, Russian Federation
E-mail: aleks_dvs@mail.ru
Abstract. World experience in solving environmental problems associated with the use of
diesel engines as propulsion systems allows us to conclude that the most acceptable solution to the problem of reducing exhaust gas toxicity and improving environmental performance is the use of alternative fuels. Gaseous hydrocarbon fuels (natural gas and propane-butane), which are environmentally friendly motor fuels, are most widely used in road transport. Among liquid alternative fuels, fuel ethanol and methanol are the most common. Vyatka state agricultural Academy has been conducting research on converting internal combustion engines to synthetic motor fuel for many years. The article presents the results of using methanol as a motor fuel when it is fed directly into the diesel combustion chamber through a multi-jet nozzle. Indicator diagrams obtained in the maximum torque mode are analyzed.
The conclusions drawn from the results of bench tests showed that the lowest specific effective fuel consumption is obtained when the incendiary part of DT and methanol are simultaneously supplied. The value of the pilot part of the DT when working on methanol with DST was determined by reducing the supply of DT before ignition, after which it increased slightly until normal, stable operation of the diesel was achieved. In the future, this value of the pilot part of the fuel for ignition was fixed and remained constant, and the load value changed only when the supply of methanol changed. The diagram of the intersection of the flares of the pilot part of the DT and the main part of the methanol supply is shown in figure 1 [1-3].
Figure 2 shows the combined indicator diagrams of an experimental diesel engine running on alternative fuel at a speed of rotation of the crankshaft n = 1400 min-1 and the value of the average effective pressure in the cylinder ре = 0.594 MPa. Indicator diagrams were taken at the best fuel injection advance angles, in terms of fuel consumption and workflow, with a constant DT feed value and a different methanol feed value to provide a power value similar to that of a serial diesel powered DT. [4-8]. Analyzing the indicator diagram, you can note an increase in the maximum combustion pressure when working on alternative fuels. For experimental diesel with ре = 0.594 MPa, рzд max = 7.03 MPa, and for diesel running on alternative fuel and the same values of the average effective pressure, рzм max = 7.42 MPa. The values of the maximum "stiffness" (dp/d)max when running a diesel engine on methanol with DST also decrease at this speed mode. For example, (dp/d) = 0.581
2
Figure 1. Graphic representation of the intersection of DT
and methanol torches in a diesel cylinder.
The maximum pressure in the diesel cylinder when working on diesel fuel is reached at ug = 6.0° after TDC, and when working on alternative fuel-at ug = 7.8° after TDC. In this case, the combustion process of an engine running on alternative fuel is slightly shifted to the right, towards the expansion line [9-15].
Figure 2. Effect of the use of methanol with DST on the indicator charts of diesel 2СH 10.5/12.0 at n = 1400 min-1: - - diesel process, - - - - methanol with ignited DT.
Figure 3. Effect of using methanol with DST on the rate of diesel heat release 2СH 10.5/12.0 at n = 1400 min-1: - - diesel process, - - - - methanol with ignited DT.
From the results of processing the combined indicator diagrams, it can be seen that the heat release characteristics (Fig. 3, 4) and the average temperature of the gases in the cylinder (Fig. 5) Change when the diesel engine is running on alternative fuel. For example, at a speed of n = 1400 min-1 and ре = 0.594 MPa, the maximum average temperature of the Тmax cycle for an experimental diesel is 1850 K and is observed at an angle of = 16° after TDC. When working on alternative fuels, the value Тmax = 1897 K is reached at an angle of = 18° after the TDC [16-20].
Figure 4. Effect of using methanol with DST on the rate of diesel heat release 2СH 10.5/12.0 at n = 1400 min-1: - - diesel process, - - - - methanol with ignited DT.
4
Figure 5. Effect of the use of methanol with DST on the average temperature of gases in the diesel cylinder 2СH 10.5/12.0 at n = 1400 min-1: - - diesel process, - - - - methanol with ignited DT.
If for an experimental diesel engine, the maximum heat release rate (dχ/d)max = 0.051 and is observed at an angle of = 7.37° before TDC, then for a methanol-powered diesel engine (dχ/d)max = 0.061 and is achieved at an angle of = 5.36 ° after TDC. From the graph of heat release χ, active heat release χi and the dynamics of heat use, it can be seen that the value of active heat release χi = 0.44, corresponding to the maximum combustion pressure рz max, for an experimental diesel is reached at an angle = 6.0 ° after TDC. When a diesel engine runs on methanol with DST at this angular value, the value of the χi is already 0.63 of the total heat release, i.e. the rate of heat release increases more intensively. At an angle of = 10.1° after TDC corresponding to рz max, the active heat release χ reaches a value of 0.60 [21-25].
Thus, when using methyl alcohol as an alternative fuel with its ignition from a pilot portion of diesel fuel, it can be concluded that the indicator digrams differ somewhat from serial diesels, while the maximum cyclic pressure and maximum stiffness of the combustion process, as well as the characteristics of heat release and the maximum average temperature of gases in the cylinder fit into the standard values that ensure soft and stable operation of the diesel both when operating at nominal mode and when operating at maximum torque.
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