EURO DİESEL Mİ?? NORMAL DİESEL Mİ???? (8. sayfa)

quote:

Orjinalden alıntı: eflatun

birileri tam ve teknik olarak açıklasa şu konuyu ne kadar güzel olacak

quote:

Orjinalden alıntı: *AXI*

quote: Orjinalden alıntı: eflatun birileri tam ve teknik olarak açıklasa şu konuyu ne kadar güzel olacak

dostum her sey basıt

arabanı sevıyorsa ve uzun sure bınceksen euro dıeselden sasma

ben ayda 3000-4000 km yol yapıyorum ve euro dıesel kullanıyorum

ozellıkle turbolu aracların mutlaka euro dıesel kullanması lazım.

quote:

Orjinalden alıntı: MULTIJET13

Benim aracımda ne zaman euro Dizel alsam (ki bu zamana kadar 3 depo kadar aldım, yıllık ortalama 30.000 KM yol yapıyorum) aracım bayıyor, çekişten güçten düşüyor. Daha çok yakıt harcıyor ve motor bazen kalkışlarda stop bile edebiliyor

Ancak normal dizelde bu sorunların hiçbiri yok. Aldığımdan beridirde hep normal dizelle depoyu fullerim. Hiçbir sorun yaşamadım. İlk günkü gibi çekişinde performansında bir eksilem yok motorda. Ses te aynı.

Bu sebeple kendime şu soruyu sordum...

EURO 1 normal motorinle arabam çok rahat kullanırken ve maksimum güç alırken neden EURO 4 euro dizelde aracım güçten kesiliyor, çok daha fazla yakıt tüketiyor????

Cevabı motorda gördüm. Motor ünitesinin arka kısmında ECU biriminin üzerindeki yazılarda EURO 1 yazdığını gördüm. Aracım yerli üretim olması sebebiyle sanırım EURO 1 e göre ayarlanmış motor.

Ancak yeni grande puntolarda EURO 4 emisyonları var.

Arkadaşlar EURO 1 ile EURO 4 arasındaki tek fark çevre kirlilik oranının azaltılması. Aksine kükürt dizel araçlar için temel elementlerden biri olmassa olmaz... Kükürt zararlı olsaydı en başından beridir tamamen kükürtsüz motorin çıkartırlardı. Hem fiyat olarakta çok farklı değiller.

Yeni nesil dizellerin neden normal dizele hassas oldukları konusunda sorunun cevabı katalatik konvertörlerde ve turbolarda saklı... Dizel motorlar çevreci olsun diye EURO 4 ü çıkarmışlar (zaten yakında EURO 5 çıkıyor 10ppm lik kükürt oranıyla...) tabi aracın yakıt enjektör sistemlerini katalatik konvertörleri ve turbolarıda buna göre yeniden modifiye ettiler. Tek neden ÇEVRE ....

ama bende çevreci biriyim Çevreyi kirletmek istemem. ama malesef aracım EURO DiZELLE çalışmıyor yeni olmasına rağmen gitmiyor, sorun çıkartıyor bana...

quote:

Orjinalden alıntı: MULTIJET13

Normal Dizelin yani Euro 1 standartında dizel yakıtın, yeni nesil dizel araçların turbo sistemlerinde verdiği zararlar şu şekilde oluyor..

Yeni nesil dizel araçların motor silindir ve enjeksiyon üniteleri euro 4 50ppm lik motorine göre üretildiği için

1- Yüksek kükürt oranına sahip motorindeki kükürt yanma sonrası zararlı bileşikleri pistonlarda yağ ile karışıyor. Buda yağın işlevini azaltıyor.

2- Turbo daki yağlanma motor yağı ile sağlanır.

2- Yağ turbonun en önemli bileşenlerindendir. iyi yapılamayan yağlanma sonucu turbo yeterince rahat işlevini yapamaz ve zorlanır. Aşırı ısıdan intercooler fonksiyonu yağın ısısını arttırır. Buda yağın ömrünün daha erken bitmesine sebep olur.

3- Yüksek kalitedeki sentetik yağlar deterjan etkisi ile yağa karışmış zararlı kükürt türevleri bileşiklerinin zararlarını azaltıyor...

quote:

Orjinalden alıntı: AYDINTR

Arkadaşlar öncelikle konuyla ilgili araştırmalarından dolayı TRCAPİTAL’e, VASAGO’ya, VEZİR’e ve TRALLES’e çok teşekkür ederim. Forumdaki tüm yorumları okudum bana baya bir fikir verdi diyebilirim. Bu arada bende bir yıldan beri corsa 1.3 CDTI kullanıyorum ve normal mi euro mu konusunda teknik bir cevap alamadım. Bayide ve serviste kesinlikle euro diesel kullanmam gerektiğini söylediler. Aracın kitapçığında EN 590 standardında diesel yakıt kullanmam gerektiği yazıyor. EN 590 ı araştırdım ve TSE kalite standardı olduğunu öğrendim fakat burada düşük kükürtten bahsetmiyor. Birde eurodieselin commonrail araçlar için kesinlikle kullanılması gerektiğini çünkü pompa yerine kullanılan Kütük denilen aletin pompaya göre iki kat daha yüksek basınçta çalıştığını ve yüksek kükürt oranının bu parçaya zarar verebileceğini duymuştum ne dersiniz.

quote:

Orjinalden alıntı: MULTIJET13

Bahsettiğiniz Kütük Sistemi (Common Rail) Benim aracımda da var. Yüksek basınçlı yeni enjektörler ve katalitik konvertör de var. Neden peki ben Euro Dizel kullanınca arabam gitmiyor. normal Dizelde gidiyor?????????????????????? Motor aynı motor. 2 side multijet .... ama biri euro dizel diğeri normal motorin.....

quote:

Orjinalden alıntı: tralles

Sevgili Vezir,

gönderdiğin linki okuma fırdatı bulamadın sanırım çünkü link dizel motorda knoking ile değil dual-fuel (ikili-yakıt) sistemine sahip deneysel bir dizel motordaki doğal gaz çevriminde oluşabilen detonasyon karateristiklerini inceliyor. Yani dizel motorda doğal gaz kullanırsak (benzinli motorlarda yıllardır kullanılıyor) karşılaşabileceğimiz detonasyon sorununu irdeliyor. Yazının dizel çevrimle bir ilgisi yok maalesef.

quote: Orjinalden alıntı: vezir dizelde vuruntu olmaz diye düşünenlere detaylı açıklamalı teknik döküman . http://www.ias.ac.in/sadhana/Pdf2002Jun/Pe1011.pdf

quote:

Orjinalden alıntı: MULTIJET13

Normal Dizelin yani Euro 1 standartında dizel yakıtın, yeni nesil dizel araçların turbo sistemlerinde verdiği zararlar şu şekilde oluyor..

Yeni nesil dizel araçların motor silindir ve enjeksiyon üniteleri euro 4 50ppm lik motorine göre üretildiği için

1- Yüksek kükürt oranına sahip motorindeki kükürt yanma sonrası zararlı bileşikleri pistonlarda yağ ile karışıyor. Buda yağın işlevini azaltıyor.

2- Turbo daki yağlanma motor yağı ile sağlanır.

2- Yağ turbonun en önemli bileşenlerindendir. iyi yapılamayan yağlanma sonucu turbo yeterince rahat işlevini yapamaz ve zorlanır. Aşırı ısıdan intercooler fonksiyonu yağın ısısını arttırır. Buda yağın ömrünün daha erken bitmesine sebep olur.

3- Yüksek kalitedeki sentetik yağlar deterjan etkisi ile yağa karışmış zararlı kükürt türevleri bileşiklerinin zararlarını azaltıyor...

quote:

Orjinalden alıntı: vezir

sayın trales,
uzun zamandır teknik detaya inebilenler olmadığı için belirli arkadaşlar ile konuyu anlamaya çalıştık.Aslında tam benim istediğim ortam budur .Doğruyu bulmak için elimizdekiler ile teorik olarak olması gerekeni ve pratikte karşılaştığımız olayı olarak vaka belirlemesi yapmak , mühendislik yorumu yapomak.Yıllardır mesleğim icabı hep bu tür üst düzey tartışları yaptım , öğrendiklerim oldu kendi kafama yatmayanlar oldu .Şimdi bu olay için ben teybi başa sararak sormam gerekiyor.

Yeni dizel araçlarımızda silindir içi korozyon gözlenmekte midir yoksa sadece teoride mi düşünülmektedir.?bunu yanıtlamadan adım atmak istemiyorum çünküğ bu işler satranç gibidir bazen kendinizle çelişir duruma düşebilirsiniz.

quote:

Orjinalden alıntı: vezir

ben sonuna kadar okumadım ancak siz sadece başlığına bakmışsınız halbuki tüm yakıtlar benim için sıkıştırılarak yakılıyorsa aynıdır.
bnece abstrack göz atarsanız olaya vakıf olabiliriz.Bütün knocking okayında ses dalgası üretilir bu sizin sandığınızdan çok karmaşık bir sistemetiğe sahiptir.

Abstract. This paper investigates the combustion knock characteristics of diesel
engines running on natural gas using pilot injection as means of initiating combustion.
The diesel engines knock under normal operating conditions but the knock
referred to in this paper is an objectionable one. In the dual-fuel combustion process
we have the ignition stage followed by the combustion stage. There are three
types of knock: diesel knock, spark knock and knock due to secondary ignition
delay of the primary fuel (erratic knock). Several factors have been noted to feature
in defining knock characteristics of dual-fuel engines that include ignition delay,
pilot quantity, engine load and speed, turbulence and gas flow rate.

quote: Orjinalden alıntı: tralles Sevgili Vezir, gönderdiğin linki okuma fırdatı bulamadın sanırım çünkü link dizel motorda knoking ile değil dual-fuel (ikili-yakıt) sistemine sahip deneysel bir dizel motordaki doğal gaz çevriminde oluşabilen detonasyon karateristiklerini inceliyor. Yani dizel motorda doğal gaz kullanırsak (benzinli motorlarda yıllardır kullanılıyor) karşılaşabileceğimiz detonasyon sorununu irdeliyor. Yazının dizel çevrimle bir ilgisi yok maalesef. quote: Orjinalden alıntı: vezir dizelde vuruntu olmaz diye düşünenlere detaylı açıklamalı teknik döküman . http://www.ias.ac.in/sadhana/Pdf2002Jun/Pe1011.pdf

quote:

Orjinalden alıntı: vezir

Madem derine daldınız ,benden günah gitti,vurgun yiyecekler ayrılabilir.
Aşagıda dizel odasında yanma anında oluşan knocking için detaylar bulacaksınız dikkale okursanız bunun içinde çok güzel bilgiler bulunmaktadır.


For both engine designers and control purposes, a better understanding of the knocking that occurs during combustion in engines can lead to optimal decisions which will make engines operate more efficiently. The rapid rise in diesel engines is recognized as an audible impulse noise, which is known as ``knock.'' The knock is caused by the spontaneous combustion of a significant volume of fuel/air mixture. The knock produces shock waves within the combustion chamber and results in a great number of combustion chamber resonance frequencies. The engine used in the experiments was a six-cylinder modified diesel engine running in ethanol conditions. The main purpose of this research is to determine the knock phenomena and the adiabatic process. To perform the data analysis a time-frequency spectral approach was used. The results revealed both radial and circumferential resonances. The most important adiabatic coefficients were carried out and used to calculate the heat release rate.
The Journal of the Acoustical Society of America -- November 2000 -- Volume 108, Issue 5, pp. 2594-2595
As mentioned above, diesel knock is not responsible for thermal damages due to abnormal heat transmission but a sharp fluctuation in torque may not provide any quiet driving and also, there is a risk that its impact will result in causing an excessive stress (Automobile Engineering, Won Sup Bae, 1992, Dongmyung Publication Co., pp. 222-230; Diesel Engine, Eung-Suh Kim, 1996, Semoon Publication Co., pp. 367-370; Automobile Engine II diesel engine, Jae-Hwi Kim, 1997, Choongwon Publication Co., pp. 442-444.).

Unlike a gasoline engine, a diesel engine has an unclear limitation on the diesel knock phenomenon which may be underestimated. Basically, it is possible to avoid the diesel knock with a short ignition lag. As such, since the ignition lag causes diesel knock, it is imperative that to prevent such phenomenon, diesel fuel having better ignition property should be used and, otherwise, proper alternatives be instituted.

To overcome the combustion related problems associated with a diesel engine, such factors as compression ratio and suction/ cylinder temperature should be considered. Hence, it is preferred that the temperature of compression and suction is higher, since this means that higher compression is given to the air inhaled into a combustion chamber.

Under such state, the fluidity of air intake and proper time of injecting diesel fuel should be determined. A swirling or turbulent flow of air-intake will facilitate the chemical reaction during the mixing process. Moreover, if an air-intake temperature is high, vaporization of diesel fuel is increased which helps to atomize the injected diesel oil, thus shortening the ignition lag. Also, if the injection period of fuel is determined as a top dead center, its mean temperature and pressure are maximized so that the ignition lag is further shortened.

However, since a machine has a limit, the mechanical limit should be necessarily overcome by shortening the ignition lag period through proper control of appearance or nature of the diesel fuel. The ignition lag period is one of the critical problems affected by diesel fuel. At this point, with reference to the appearance and nature of diesel fuel, including the process of atomization and dispersion, the possible notion is that since diesel fuel having higher firing temperature is responsible for longer ignition lag, diesel fuel of many cetane numbers should be used, and atomized dispersion should be mechanically considered so that injected fuel is in broad contact with high-temperature air. In addition, the following regulation method is considered in solving the problems associated with the properties of diesel fuel in terms of its physicochemical causes.

First, when the viscosity of diesel fuel is reviewed, the viscosity of hydrocarbons is enhanced proportionately with the increase of carbon numbers. If the carbon numbers are the same, the viscosity of naphthene series is higher than that of olefin or paraffin series. In general, if the boiling point of diesel fuel is low, its viscosity is also low. Also, the viscosity of diesel fuel has a close relationship with atomization; if the viscosity of diesel fuel is low, its enhanced dispersing property and particulated dispersion facilitate the heating and vaporization, thus shortening the ignition lag and improving the combustion. However, if the viscosity of diesel fuel is extremely low, its weak through-force within a combustion chamber results in losing the homogenous distribution of diesel fuel within a cylinder and a poor contact with air is also responsible for inhomogeneous combustion. In addition, a poor lubrication is caused by an injection pump or injection nozzle and there is a high risk on the leakage of diesel fuel. In contrast, if the viscosity of diesel oil is much higher, the residues are accumulated on the internal engine, thus generating smoke and bad odors.

In case of diesel fuel having varying viscosity in terms of its nature, a fuel temperature should be maintained at a certain level. Therefore, it is generally stipulated that the viscosity of diesel fuel be 2~5.8 nwl2 /s at 30° C. or 37.8° C. Nevertheless, as mentioned above, it is imperative that diesel oil should be provided with the following conditions, such as guaranteed through-force, better dispersion and enhanced particulation.

Second, diesel fuel should have better ignition property so as to ensure normal combustion without diesel knock in a diesel engine. In general, a cetane number is mentioned for specifying the firing property. It is stipulated that the cetane number of a high-speed diesel engine fuel be more than 45 at minimum. If any diesel fuel has many cetane numbers, better improved starting point contributes to more efficient driving. However, if any diesel fuel has a great number of cetanes, there will be larger portion occupied by normal paraffin-based hydrocarbons and then, lower density and viscosity will be responsible for a weak penetration of injected fuel, thus resulting in imperfect combustion.

Third, with reference to the formation of soot, there is an increasing trend for soot release, when diesel fuel has a more compact molecular structure. Namely, the trend for soot release becomes higher in the sequential order of paraffin, naphthene and aromatic series.

As shown in the following chemical formula 1, normal paraffin has a hydrocarbon-bonded linear chain type (direct chain type) with a molecular formula of Cn H2n+2.

Chemical formula 1 ##STR1##

Also, as shown the following chemical formula 2, naphthene series consist of ring-shaped and single-bonded hydrocarbons structure with a molecular formula of Cn H2n. Its structure is chemically stable since there is no double bonding.

Chemical formula 2. ##STR2##

Further, as shown the following chemical formula 3, aromatic series consist of ring-shaped and double-bonded hydrocarbons structure. Its basic structure is a three-double bonded benzene ring with 6 carbon atoms. Several other molecules may be bonded to benzene ring, while its ignition property is low and anti-knock is strong.

Chemical 3. ##STR3##

As noted in the above chemical formulae 1, 2 and 3, it is assumed that the molecular structure of carbon may be a factor in producing the soot during the combustion of diesel fuel.

Further, the majority of solid particle substances of diesel fuel released by combustion is in the range of about 0.01-10 µm in diameter. Thus, some solid particle substances of soot whose mean mass has a particle size of less than 1 µm in diameter should be separated prior to combustion, the appearance of diesel fuel should be also controlled. As observed from the above results, the formation of such solid particle substances is due to the chemical reaction of hydrocarbons.

In the meantime, with reference to some hydrocarbon of diesel fuel similar to that of the chemical formula 2 and chemical formula 3, carbon particles from the hydrocarbon are isolated during heating reaction in a pocket at the surface of fuel particles and when the reaction is continuously made, the combustion of these carbon particles are blocked and non-firing carbon particles are released into air in the form of soot. With carbon particles isolated, the blocked combustion of isolated carbon particles may be explained by the above mentioned facts but another factor is that among the ring-shaped hydrocarbons, molecular structures of the chemical formulae 2 and 3, hydrogen is isolated only when double-bonded molecular structure of carbon is not degraded; then, due to various reasons, such as combustion in insufficient oxygen during combustion and operating conditions of internal diesel engine, some solid particle substances are formed and released in the form of soot.

As aforementioned, any possible hypothesis based on viscosity, firing property and formation of soot is that to comply with some conflicting problems of diesel fuel, better injecting property should be provided and at the same time, its ignition property is higher; in addition, some solid particle substances generated by diesel fuel should be eliminated.

In light of the aforementioned aspects, the following matters should be considered so as to reduce the formation of soot from a diesel internal combustion engine and to improve the combustion efficiency intended for saving fuel consumption.

First, it is a dry air inhaled from the atmosphere to a diesel engine. Namely, the chemical composition of dry air comprises 78 vol % (75 wt %) of nitrogen (N2) and 21 vol % (23.2 wt %) of oxygen (O2). When dry air including nitrogen and oxygen is inhaled into a cylinder and compressed under higher pressure, some measures should be taken to have oxygen immediately react with diesel fuel under vaporization of hydrocarbons for oxidation thereof, without having the oxygen reacting with the nitrogen.

Second, some proper measures should also be established when hydrogen is isolated from carbon, in order that a) vaporized hydrocarbon may be reacted with oxygen, and b) perfect combustion may be made available by proper reaction among hydrogen, carbon and oxygen.

Therefore, this inventor has made extensive studies to overcome the above several problems and completed this invention which may inhibit the release of gaseous toxic wastes and particulated toxic wastes and at the same time, may improve the fuel consumption. This invention is characterized in that a) to improve combustion conditions of diesel fuel when supplied from a fuel tank to a fuel feed hose or pipe, lots of hydrocarbons (a mixture of hydrocarbons having about 10~20 carbons boiled at about 170~370° C.) in the diesel fuel are induced by an electromagnetic regulation method to achieve a molecular nature that is nearly adequate for perfect combustion, b) for further effective combustion, oxygen in the inhaled and compressed air is controlled by an electromagnetic regulation method from an air intake hole, c) under excess of air, solidified particle carbons owing to insufficient oxygen, and d) carbons may be sufficiently reacted with oxygen in any reaction band.

Title: Analysis of Combustion Process in Dual Fuel Diesel Engines: Knock Phenomena Approach
Document Number: 2005-01-1132

Author(s):
M.H. Saidi - Sharif Univ. of Technology
V. Pirouzpanah - Tabriz University
K. Eisazadeh-Far - Sharif Univ. of Technology

quote:

Orjinalden alıntı: vezir

Madem derine daldınız ,benden günah gitti,vurgun yiyecekler ayrılabilir.
Aşagıda dizel odasında yanma anında oluşan knocking için detaylar bulacaksınız dikkale okursanız bunun içinde çok güzel bilgiler bulunmaktadır.


For both engine designers and control purposes, a better understanding of the knocking that occurs during combustion in engines can lead to optimal decisions which will make engines operate more efficiently. The rapid rise in diesel engines is recognized as an audible impulse noise, which is known as ``knock.'' The knock is caused by the spontaneous combustion of a significant volume of fuel/air mixture. The knock produces shock waves within the combustion chamber and results in a great number of combustion chamber resonance frequencies. The engine used in the experiments was a six-cylinder modified diesel engine running in ethanol conditions. The main purpose of this research is to determine the knock phenomena and the adiabatic process. To perform the data analysis a time-frequency spectral approach was used. The results revealed both radial and circumferential resonances. The most important adiabatic coefficients were carried out and used to calculate the heat release rate.
The Journal of the Acoustical Society of America -- November 2000 -- Volume 108, Issue 5, pp. 2594-2595
As mentioned above, diesel knock is not responsible for thermal damages due to abnormal heat transmission but a sharp fluctuation in torque may not provide any quiet driving and also, there is a risk that its impact will result in causing an excessive stress (Automobile Engineering, Won Sup Bae, 1992, Dongmyung Publication Co., pp. 222-230; Diesel Engine, Eung-Suh Kim, 1996, Semoon Publication Co., pp. 367-370; Automobile Engine II diesel engine, Jae-Hwi Kim, 1997, Choongwon Publication Co., pp. 442-444.).

Unlike a gasoline engine, a diesel engine has an unclear limitation on the diesel knock phenomenon which may be underestimated. Basically, it is possible to avoid the diesel knock with a short ignition lag. As such, since the ignition lag causes diesel knock, it is imperative that to prevent such phenomenon, diesel fuel having better ignition property should be used and, otherwise, proper alternatives be instituted.

To overcome the combustion related problems associated with a diesel engine, such factors as compression ratio and suction/ cylinder temperature should be considered. Hence, it is preferred that the temperature of compression and suction is higher, since this means that higher compression is given to the air inhaled into a combustion chamber.

Under such state, the fluidity of air intake and proper time of injecting diesel fuel should be determined. A swirling or turbulent flow of air-intake will facilitate the chemical reaction during the mixing process. Moreover, if an air-intake temperature is high, vaporization of diesel fuel is increased which helps to atomize the injected diesel oil, thus shortening the ignition lag. Also, if the injection period of fuel is determined as a top dead center, its mean temperature and pressure are maximized so that the ignition lag is further shortened.

However, since a machine has a limit, the mechanical limit should be necessarily overcome by shortening the ignition lag period through proper control of appearance or nature of the diesel fuel. The ignition lag period is one of the critical problems affected by diesel fuel. At this point, with reference to the appearance and nature of diesel fuel, including the process of atomization and dispersion, the possible notion is that since diesel fuel having higher firing temperature is responsible for longer ignition lag, diesel fuel of many cetane numbers should be used, and atomized dispersion should be mechanically considered so that injected fuel is in broad contact with high-temperature air. In addition, the following regulation method is considered in solving the problems associated with the properties of diesel fuel in terms of its physicochemical causes.

First, when the viscosity of diesel fuel is reviewed, the viscosity of hydrocarbons is enhanced proportionately with the increase of carbon numbers. If the carbon numbers are the same, the viscosity of naphthene series is higher than that of olefin or paraffin series. In general, if the boiling point of diesel fuel is low, its viscosity is also low. Also, the viscosity of diesel fuel has a close relationship with atomization; if the viscosity of diesel fuel is low, its enhanced dispersing property and particulated dispersion facilitate the heating and vaporization, thus shortening the ignition lag and improving the combustion. However, if the viscosity of diesel fuel is extremely low, its weak through-force within a combustion chamber results in losing the homogenous distribution of diesel fuel within a cylinder and a poor contact with air is also responsible for inhomogeneous combustion. In addition, a poor lubrication is caused by an injection pump or injection nozzle and there is a high risk on the leakage of diesel fuel. In contrast, if the viscosity of diesel oil is much higher, the residues are accumulated on the internal engine, thus generating smoke and bad odors.

In case of diesel fuel having varying viscosity in terms of its nature, a fuel temperature should be maintained at a certain level. Therefore, it is generally stipulated that the viscosity of diesel fuel be 2~5.8 nwl2 /s at 30° C. or 37.8° C. Nevertheless, as mentioned above, it is imperative that diesel oil should be provided with the following conditions, such as guaranteed through-force, better dispersion and enhanced particulation.

Second, diesel fuel should have better ignition property so as to ensure normal combustion without diesel knock in a diesel engine. In general, a cetane number is mentioned for specifying the firing property. It is stipulated that the cetane number of a high-speed diesel engine fuel be more than 45 at minimum. If any diesel fuel has many cetane numbers, better improved starting point contributes to more efficient driving. However, if any diesel fuel has a great number of cetanes, there will be larger portion occupied by normal paraffin-based hydrocarbons and then, lower density and viscosity will be responsible for a weak penetration of injected fuel, thus resulting in imperfect combustion.

Third, with reference to the formation of soot, there is an increasing trend for soot release, when diesel fuel has a more compact molecular structure. Namely, the trend for soot release becomes higher in the sequential order of paraffin, naphthene and aromatic series.

As shown in the following chemical formula 1, normal paraffin has a hydrocarbon-bonded linear chain type (direct chain type) with a molecular formula of Cn H2n+2.

Chemical formula 1 ##STR1##

Also, as shown the following chemical formula 2, naphthene series consist of ring-shaped and single-bonded hydrocarbons structure with a molecular formula of Cn H2n. Its structure is chemically stable since there is no double bonding.

Chemical formula 2. ##STR2##

Further, as shown the following chemical formula 3, aromatic series consist of ring-shaped and double-bonded hydrocarbons structure. Its basic structure is a three-double bonded benzene ring with 6 carbon atoms. Several other molecules may be bonded to benzene ring, while its ignition property is low and anti-knock is strong.

Chemical 3. ##STR3##

As noted in the above chemical formulae 1, 2 and 3, it is assumed that the molecular structure of carbon may be a factor in producing the soot during the combustion of diesel fuel.

Further, the majority of solid particle substances of diesel fuel released by combustion is in the range of about 0.01-10 µm in diameter. Thus, some solid particle substances of soot whose mean mass has a particle size of less than 1 µm in diameter should be separated prior to combustion, the appearance of diesel fuel should be also controlled. As observed from the above results, the formation of such solid particle substances is due to the chemical reaction of hydrocarbons.

In the meantime, with reference to some hydrocarbon of diesel fuel similar to that of the chemical formula 2 and chemical formula 3, carbon particles from the hydrocarbon are isolated during heating reaction in a pocket at the surface of fuel particles and when the reaction is continuously made, the combustion of these carbon particles are blocked and non-firing carbon particles are released into air in the form of soot. With carbon particles isolated, the blocked combustion of isolated carbon particles may be explained by the above mentioned facts but another factor is that among the ring-shaped hydrocarbons, molecular structures of the chemical formulae 2 and 3, hydrogen is isolated only when double-bonded molecular structure of carbon is not degraded; then, due to various reasons, such as combustion in insufficient oxygen during combustion and operating conditions of internal diesel engine, some solid particle substances are formed and released in the form of soot.

As aforementioned, any possible hypothesis based on viscosity, firing property and formation of soot is that to comply with some conflicting problems of diesel fuel, better injecting property should be provided and at the same time, its ignition property is higher; in addition, some solid particle substances generated by diesel fuel should be eliminated.

In light of the aforementioned aspects, the following matters should be considered so as to reduce the formation of soot from a diesel internal combustion engine and to improve the combustion efficiency intended for saving fuel consumption.

First, it is a dry air inhaled from the atmosphere to a diesel engine. Namely, the chemical composition of dry air comprises 78 vol % (75 wt %) of nitrogen (N2) and 21 vol % (23.2 wt %) of oxygen (O2). When dry air including nitrogen and oxygen is inhaled into a cylinder and compressed under higher pressure, some measures should be taken to have oxygen immediately react with diesel fuel under vaporization of hydrocarbons for oxidation thereof, without having the oxygen reacting with the nitrogen.

Second, some proper measures should also be established when hydrogen is isolated from carbon, in order that a) vaporized hydrocarbon may be reacted with oxygen, and b) perfect combustion may be made available by proper reaction among hydrogen, carbon and oxygen.

Therefore, this inventor has made extensive studies to overcome the above several problems and completed this invention which may inhibit the release of gaseous toxic wastes and particulated toxic wastes and at the same time, may improve the fuel consumption. This invention is characterized in that a) to improve combustion conditions of diesel fuel when supplied from a fuel tank to a fuel feed hose or pipe, lots of hydrocarbons (a mixture of hydrocarbons having about 10~20 carbons boiled at about 170~370° C.) in the diesel fuel are induced by an electromagnetic regulation method to achieve a molecular nature that is nearly adequate for perfect combustion, b) for further effective combustion, oxygen in the inhaled and compressed air is controlled by an electromagnetic regulation method from an air intake hole, c) under excess of air, solidified particle carbons owing to insufficient oxygen, and d) carbons may be sufficiently reacted with oxygen in any reaction band.

Title: Analysis of Combustion Process in Dual Fuel Diesel Engines: Knock Phenomena Approach
Document Number: 2005-01-1132

Author(s):
M.H. Saidi - Sharif Univ. of Technology
V. Pirouzpanah - Tabriz University
K. Eisazadeh-Far - Sharif Univ. of Technology