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THE INFLUENCES OF THE LOW PRESSURE OVERCHARGE WITH MOIST AIR OVER
THE DIESEL ENGINE FUNCTIONING

Conference Paper · November 2005

DOI: 10.13140/RG.2.1.1340.0487

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CAR20051042

THE INFLUENCES OF THE LOW PRESSURE OVERCHARGE

WITH MOIST AIR OVER THE DIESEL ENGINE FUNCTIONING

1
Ovidiu Mihai Crăciun, 2 Radu Ţârulescu*, 3Stelian Ţârulescu

1,2
TRANSILVANIA University of Brasov, Thermodynamics and Fluid Mechanics
Department
3
TRANSILVANIA University of Brasov, Autovehicles and Engines Department

KEYWORDS: Engine; overcharge; moist air; ejectors; speed.

ABSTRACT: In the case of the conventional overcharge of the Diesel engines based on
the utilization of a turbo-charger carried away of the burned gases, appears a series of
problems partially resolved or unresolved, as it follows:
 the film oil instability from the turbo-charger bearings at partial loads of the engine
like low engine speed;
 the existence of a short critical period in which the turbo-charger bearings are no
longer filled with oil, at the engine start when the functioning takes place on the
residual film oil from the bearings;
 the compressed air cooling provided by the turbo-charger compressor is quite difficult
to realize but is a significant concern for the compressor adiabatic efficiency. Any
10oC decrease of the air temperature delivered to the engine leads to a decrease of
25oC of the burning cycle temperature. This cooling leads to the thermal level
reduction for the engine structures being favorable especially for the high capacity
engines;
 the sudden decrease of the overcharge pressure at the same time with the engine speed
decrease, resulting the lowering of the engine power.

To eliminate the most of the showed problems it can be used a multifunctional

hydropneumatic stand of original conception based on the utilization of some biphasic
ejectors of original conception which can provide to the engine moist air of low pressure
for overcharge. In this paper are presented a series of test results on Diesel engine like:
 the aeraulic power characteristic in function of the air weight rate delivered to the
engine;
 the effective power variation in function of the engine speed for the natural aspiration
and for the moist air overcharge;
 the oxygen content variation in the engine exhaust gases;
 the excess air coefficient variation in function of the engine speed;
 the burned gases temperature variation for different engine speeds.

1. STAND PRESENTATION
Figure 1 presents the experimental stand's component [1]. The liquid is aspired by a
pump 3 from a principal reservoir 1 through an aspiration pipe 2 with a special
constructed flowmeter 18, connected at a tensionmeter bridge 16. On all 5 parallel
branches, biphasic ejectors of special construction 7 (figure 2), in which the intense
mixture between the motor fluid (the water) and the atmospheric air, sucked
through the suction pipe 9, taking into a biphasic mixture under pressure, are
placed. In the two reservoirs 1 and 10 takes place the expansion of the biphasic
mixture and the separation between the under pressure moist air and water.

Fig 1. The experimental stand

At the piezometer 14 can be read permanently the existent overpressure in the moist
air cushion formed in the main reservoir 1. From the main reservoir 1, the
underpressure moist air is sent through pipe 13 to diverse utilizations. The sucked
atmospheric air parameters in the shown multifunctional hydropneumatic stand are
established on the horizontal rectilinear section of the suction pipe 9.The stand
comprises other components too: electrical motor 4, valves 6, 21, 24, connection pipe
11, pressure gauge with pipe 15, wattmeter 17,electrical start block 19, atmospheric
pipe 20, flexible connection 22, water evacuation pipe 23, general pressure gauge 25.

Fig. 2. The biphasic ejectors

2. THEORETICAL CONSIDERATIONS

Currently in nature and in industrial applications, homogeneous and isotropic fluids are
found only in isolated cases. Most fluids yet represent heterogeneous mixtures that
contain besides dissolved gases, organic or inorganic dissolved substances or in
suspension state substances [2].Concerning the mixtures analysis of biphasic type we
consider the simplest theoretical system based on a valid equation for a inert phase of
the mixture, that doesn't change mass with another constituent from the control
volume. In case of a biphasic mixture, formed from two inert constituents, for
example, a solid phase of a volumetric concentration C and a fluid phase that
carries the solid phase, the continuity equation can be written:

 


Cρs   Cρs  v xs   Cρs  v ys  Cρs  vzs 
0 (1)
t x y z
For the fluid that carries, the same equation has the form:


 1  Cρ f  1  C ρf  v xf    1  Cρf  v yf    1  Cρf  v zf   0
(2)
t x y z
If the existent constituents in the control volume have a mass exchange, as a
result of the mixture, situation when this exchange is noted with h j , the
continuity equation can be written under the most general form:

 ρi   (3)
   ρi  v   hi
t  i 

With: i  Ci  i for i =1,2,3,....,N constituents.

Equation becomes:
  C   
i i    C  v  h (4)
t i i i i

3. THE EXPERIMENTAL RESULTS

Using the multifunctional hydropneumatic stand of original conception, suggested

and made by the author, in the thermal machine laboratory, has been studied the
possibility of overcharging a Diesel engine, D-30 (figure 3), with moist air, having
relative overpressures with values included between 1 ,2 and 8,2 kPa [3].

Fig. 3. The D-30 Diesel engine

For the determination of the medium velocity in the atmospheric air suction pipe was
used the method of the establishing the Reynolds criterion with maximum velocity
measured in pipe's axis, using an Instant Action Anemometer, TESTO 490/491 type
speedometer of high precision looking to determinate the ratio between the medium
velocity and the maximum velocity (figure 4).

Fig. 4. Instant Action Anemometer, TESTO 490/491 type

The wet air state was determined using the ASSMAN psychrometer. The psychrometer is
an instrument used for measuring the water vapor content of the atmosphere.
3.1The effective power variation in function of the engine speed for the natural aspiration
and for the moist air overcharge

The engine speed adjusted through different loads of the breaks, having the pump
injection rack blocked in the maximum position adequate to the fuel maximum flow rate,
was measured each time with an optical disk made in France „STROBOTAC TYPE 1538
– A”. The adjustment precision of the speed is 20 rpm adequate to the smaller existing
division of the apparatus scale [4].

Table 2
n [rpm] 1200 1480 1760
Pe[kW] natural aspiration 6.624 10.892 13.601
Pe[kW] overcharged 7.065 11.437 14.44
 natural aspiration overcharged

15

14

13

12
Effective power [kW]

11

10

6
1100 1200 1300 1400 1500 1600 1700

Speed [rpm]

Fig. 5. The effective power variation in function of the engine speed

3.2. The aeraulic power characteristic in function of the air weight rate delivered to the
engine

Table 1
m [kg/s10-3] 5.37 8.345 8.735 9.180 9.607 9.802 10.119 10.348 10.629 10.891
3
Na [W] 38.8 49.385 49.385 45.604 39.75 34.733 27.4812 21.978 17.551 12.842
3
 55

50

45

40
Aeraulic power [W]

35

30

25

20

15

10
5 6 7 8 9 10 11 12

Weight rate [kg/s*10^-3]

Fig. 6. The aeraulic power characteristic in function of the air weight rate

3.3. The oxygen content variation in the engine exhausts gases

As follows after the analysis using the electronic gases analyzer Hermann HGA
400 (figure 7) of the oxygen content in the evacuated gases in the natural aspiration
variant and overcharged with moist air, a percentage increase of the oxygen can be
observed. The measures resulted at different speeds in the two variants can by followed
in table 3.

Fig. 7. The electronic gases analyzer Hermann HGA 400

Table 3
n [rpm] 620 1000 1100 1200 1400 1600
O2 % natural aspiration 17.07 12.45 11.25 9.54 7.98 5.33
O2 % overcharged 17.34 13.03 12.33 10.24 8.37 6.85

natural aspiration overcharged

18

16

14

12
Oxygen [%]

10

4
400 600 800 1000 1200 1400 1600 1800

Speed [rpm]

Fig. 8. The oxygen content in the burned gases

3.4. The excess air coefficient variation in function of the engine speed

After making the analyses with the Hermann HGA 400 electronic analyzer, at different
speeds, under load, for the compression ignition engine, at natural aspiration and at
overcharge, it was remarked an increase of the excess air coefficient, at the same speeds,
for overcharge towards natural aspiration. This fact certifies a better filling with air of the
engine’s cylinder at overcharge with the help of the multifunctional hydro-pneumatic
stand. The results of the experimental measurements, at different speeds, are shown in the
table 4.
Table 4
n [rpm] 620 1000 1100 1200 1400 1600
l natural aspiration 5.021 2.301 2.05 1.79 1.5 1.302
l overcharged 5.556 2.531 2.255 1.951 1.63 1.449

natural aspiration overcharged

5.5

4.5
Excess air coefficient

3.5

2.5

1.5

1
400 600 800 1000 1200 1400 1600 1800

Speed [rpm]

Fig. 9. The excess air coefficient variation in function of the engine speed

3.5. The burned gases temperature variation for different engine speeds

Any 10[oC] decrease of the air temperature delivered to the engine, leads to a decrease of
25[oC] of the burning cycle temperature. This cooling leads to the thermal level reduction
for the engine structures being favorable especially for the high capacity engines.

The measures results of the burned gases temperatures in the natural aspiration variant
and in the overcharge variant, at different speeds, are rendered in table 5.

Table 5
 n [rpm] 1200 1480 1680 1760
t [ C] natural aspiration
o
198.5 219 265 305.5
t [oC] overcharged 192 212 252 292

natural aspiration overcharged

320

300

280
Berned gases temperature [C]

260

240

220

200

180
1100 1300 1500 1700 1900

Speed [rpm]

Fig. 10. The burned gases temperature

4. CONCLUSIONS

The stand makes almost perfect filtration of the solid micro-particles existent in the
dusted air, the conventional air filter elimination being possible. So, the abrasive micro-
particles from the aspirated air in the engine being eliminated, the mechanic wear of the
cylinder, piston, rood, crankshaft, stages, rings, camshaft, etc. assembly is reduced. The
lubrication oil is kept clean growth being possible. The oil filter will be changed at larger
intervals of time. The stand assures the engine overcharge with moist air, creating the
possibility of a supplementary fuel quantity injection with direct consequences over the
power increase. The moist air introduced in the engine, achieves the toxic gases
reduction in the evacuated gases.
 BIBLIOGRAPHY

[1] - Craciun,O.M., Ungureanu.V.B., Benche.V., The influences of the moist air

overcharge delivered by a multifunctional hydropneumatic stand with biphase
ejectors over the toxic gases evacuated by Diesel engine. The annals of 'Dunarea
de Jos" Unversity of Galati Fascicle XIV Mecanical Engineering, ISSN 1224-5615,
2000.
[2] - Hoffmann, V., Craciun, O., Vestemean, N., Muresan, M., Serbanoiu, N. Sistem
depoluant prin supraalimentarea motoarelor. Buletinul Conferinţei Naţionale de
Automobile si Tractoare, Braşov, 1977.
[3] - Craciun, O.M., Contribuţii la supraalimentarea motoarelor cu ardere internă. Teză
de doctorat, Universitatea "Transilvania" din Braşov, 1999.
[4] - Crăciun, O.M., Ţârulescu, R, The influences of the moist air overcharge over the
gases evacuated by Diesel engine, CONAT Congress, 1050, Brasov, 2004.

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