Performance Characteristics of a Low Heat Rejection Direct-Injection Military Diesel Engine Retrofitted With Thermal Barrier Coated Pistons

Schihl, Peter; Schwarz, Ernest; Bryzik, Walter

doi:10.1115/1.1370372

Cited by 14 publications

(4 citation statements)

References 27 publications

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“…Compared to standard diesel fuel at full load, the BSFC of the YSZ coated diesel operation is lower by 5.71% and YSZ B20 is lower by 2.86%, however the BSFC of YSZ B100 is greater by 14.28%. This indicated that the coating applied to the engine's combustion components has played a major role in raising the temperatures of the cylinder gas, resulting in higher vaporization rates of biodiesel fuels extracting maximum enthalpy of combustion from biodiesel fuel 20–22 …”

Section: Resultsmentioning

confidence: 99%

“…This indicated that the coating applied to the engine's combustion components has played a major role in raising the temperatures of the cylinder gas, resulting in higher vaporization rates of biodiesel fuels extracting maximum enthalpy of combustion from biodiesel fuel. [20][21][22] 3.2 | BP versus BTE Then further experiments were conducted in YSZ coated piston diesel engine only operating with fuels standard diesel, B20 and B100.…”

Section: Bp Versus Bsfcmentioning

confidence: 99%

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Multi‐fuel performance and emission characteristics of an optimized thermal barrier coated diesel engine

Sankar

B.S.

M.R.

et al. 2022

Env Prog and Sustain Energy

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Owing to the depletion of world oil reserves and increased environmental issues, engine modifications amid alternative fuels to improve performance are alluring a lot of attention nowadays. More than half of the total energy generated in the internal combustion engines are dissipated from the system through frictional losses, engine part cooling, exhaust, etc. The minimisation of these energy losses through heat transfer can improve the engine performance to an extent. The finest alternative for minimizing the energy losses through heat dissipations from the engine is with the use of thermal barrier coated (TBC) combustion chambers. In this paper optimum working condition of a single cylinder Kirloskar diesel engine with a ceramic thermal barrier coating (Yttriastabilized zirconia) on the piston was determined using Design of Experiments (DOE) software and predictions were validated experimentally. Further the multi-fuel performance of a diesel engine with ceramic coated piston was also analyzed. The fuels used were diesel, pure biodiesel and optimized biodiesel blend B20. The optimum working condition was determined by using central composite design method in Design Expert-7 software. The B20 fuel with TBC engine resulted to the maximum efficiency. Further it was validated experimentally by performing experiment at rated revolutions per minute (RPM) in a Kirloskar made single cylinder direct injection computerized diesel engine.Eventually a mathematical equation for the relationship between brake power, brake specific fuel consumption and brake thermal efficiency was derived using DOE software.

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Section: Resultsmentioning

confidence: 99%

Section: Bp Versus Bsfcmentioning

confidence: 99%

Multi‐fuel performance and emission characteristics of an optimized thermal barrier coated diesel engine

Sankar

B.S.

M.R.

et al. 2022

Env Prog and Sustain Energy

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“…Several authors reported a reduction in fuel consumption by using coated in-cylinder components, 16–19 but others reported comparable or worse fuel consumption. 19–23 More recent formulations have shown positive thermal efficiency results across the few steady state conditions tested, ranging from 0.5% to 1% gain. 4,6,11,24 A 5% fuel consumption benefit 5,25 was reported (based on experiments) after 1 min of cold start operation.…”

Section: Introductionmentioning

confidence: 99%

Optimization of thermal barrier coating performance and durability over a drive cycle

Koutsakis

Ghandhi

2022

International Journal of Engine Research

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A methodology to thermo-mechanically optimize a piston thermal barrier coating over a full drive cycle was established. The optimization objective was to minimize the heat transfer to the engine wall while maintaining structural integrity of the coating. Over 800 candidate materials were investigated and the optimization required more than one million non-road transient drive cycle calculations; real materials were investigated to ensure a realizable result and the existence of thermal and mechanical properties. High computational efficiency was achieved using a recently developed analytical heat transfer technique for multilayer engine walls. An uncoupled approach was utilized for the optimization, wherein the gas temperature and heat transfer coefficient profiles from a fully coupled and calibrated baseline model over the 20-min drive cycle were employed. The coating/piston interface temperature was constrained to be below the maximum piston service temperature limit. The durability was assessed using a recently developed analytical coating delamination framework for engine in-cylinder coatings based on the energy release rate when a crack forms. Results are presented for a mechanically unconstrained optimization and for cases constrained to three fixed levels of drive-cycle maximum energy release rate, and also constrained by the individual material’s toughness. The best-performing coating materials identified were verified using the fully coupled system-level model, which compared well to the uncoupled predictions. A study on the effect of adding a sealing layer to some high-performing, but porous, coatings showed a reduction in fuel consumption benefit and an increased exhaust temperature over the cycle, but the system still outperformed the uncoated case. The results of the study elucidate the importance of including engine performance and mechanical failure considerations in thermal barrier coating design.

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“…The smaller bore engine was a single cylinder automotive-type (Schihl et al, 2002) while the larger bore engine was a two cylinder engine variant of the Bradley Fighting Vehicle V-8 power plant (Schihl et al, 2001). Each engine was operated over a variety of speed and load conditions, and included piezoelectric transducers for measuring combustion chamber pressure for heat release analysis.…”

Section: Methodsmentioning

confidence: 99%

Determination of Laminar Flame Speed of Diesel Fuel for Use in a Turbulent Flame Spread Premixed Combustion Model

Schihl¹,

Tasdemir²,

Bryzik³

2006

Transformational Science and Technology for the Current and Future Force

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One of the key challenges facing diesel engine system modelers lies in adequately predicting the fuel burning rate profile given the direct relationship between energy release and key performance parameters such as fuel economy, torque, and exhaust emissions. Current state-of-the-art combustion sub-models employed in such system simulation codes rely heavily on empiricism and successful application of such sub-models for new engine designs is highly dependent on past experience with similar combustion systems. One common approach to address this issue is to expend great effort choosing associated empirical coefficients over a range of similar combustion system designs thus improving the potential predictive capability of a given empirical model. But, continual combustion system development and design changes limit the extrapolation and application of such generic combustion system dependent coefficients to new designs due to various reasons including advancements in fuel injection systems, engine control strategy encompassing multiple injections, and combustion chamber geometry.In order to address these very difficult challenges, an extensive effort has been applied toward developing a physically based, simplified combustion model for military-relevant diesel engines known as the Large Scale Combustion Model (LSCM). Recent effort has been spent further refining the first stage of the LSCM two stage combustion model that is known as the premixed phase sub-model. This particular sub-model has been compared with high-speed cylinder pressure data acquired from two relevant direct injection diesel engines with much success based on a user defined parameter referred to as the laminar flame speed by the combustion community. It is a physically significant parameter that is highly dependent on local temperature, pressure, and oxygen concentration but little experimental effort has been spent determining its behavior for diesel fuel due to ignition constraints. This submission will discuss one approach of indirectly determining this key combustion parameter.

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Performance Characteristics of a Low Heat Rejection Direct-Injection Military Diesel Engine Retrofitted With Thermal Barrier Coated Pistons

Cited by 14 publications

References 27 publications

Multi‐fuel performance and emission characteristics of an optimized thermal barrier coated diesel engine

Multi‐fuel performance and emission characteristics of an optimized thermal barrier coated diesel engine

Optimization of thermal barrier coating performance and durability over a drive cycle

Determination of Laminar Flame Speed of Diesel Fuel for Use in a Turbulent Flame Spread Premixed Combustion Model

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