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Title: 50000Hp coal slurry diesel engine

Abstract

The significance of this novel 2 cycle design is that it more efficiently produces 2 power strokes per cylinder per cycle compared to a single power stroke of the current large stationary 2 and 4 cycle diesel engines.

Authors:
Publication Date:
OSTI Identifier:
41622
Report Number(s):
CONF-940320-
TRN: 95:002914-0067
Resource Type:
Conference
Resource Relation:
Conference: 19. international technical conference on coal utilization and fuel systems: the greening of coal, Clearwater, FL (United States), 21-24 Mar 1994; Other Information: PBD: [1994]; Related Information: Is Part Of Proceedings of the 19th international technical conference on coal utilization and fuel systems: The greening of coal; PB: 874 p.
Country of Publication:
United States
Language:
English
Subject:
01 COAL, LIGNITE, AND PEAT; 33 ADVANCED PROPULSION SYSTEMS; DIESEL ENGINES; DESIGN; MAINTENANCE; FUEL SLURRIES; USES; COAL FINES; DIESEL FUELS; COMBUSTION

Citation Formats

Crippa, E.R.. 50000Hp coal slurry diesel engine. United States: N. p., 1994. Web.
Crippa, E.R.. 50000Hp coal slurry diesel engine. United States.
Crippa, E.R.. 1994. "50000Hp coal slurry diesel engine". United States. doi:.
@article{osti_41622,
title = {50000Hp coal slurry diesel engine},
author = {Crippa, E.R.},
abstractNote = {The significance of this novel 2 cycle design is that it more efficiently produces 2 power strokes per cylinder per cycle compared to a single power stroke of the current large stationary 2 and 4 cycle diesel engines.},
doi = {},
journal = {},
number = ,
volume = ,
place = {United States},
year = 1994,
month =
}

Conference:
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  • Full load (186 kW/cyl) operation using CWS fuel at 1050 rpm has been achieved on single cylinder GE-7FDL test engine. No major changes in engine parameters were made. With normal inlet air conditions, 3-5% pilot deisel fuel, separately injected or stratified into the main coal charge, was used. Inlet air temperature had to be raised about 40/sup 0/C if no pilot diesel fuel was used. The coal burnout was about 95% and the cycle efficiency was comparable to using diesel fuel. The NO/sub x/ and CO emissions were about 1/2 of those obtained normally with deisel fuel. The maximum heatmore » release rate was higher than diesel fuel operation which resulted in higher maximum cylinder firing pressure. The combustion characteristic and its dependence on some fuel characteristics and inlet air parameters are discussed. Increasing coal burnout while limiting maximum cylinder firing pressure is the main objective of near future studies.« less
  • The U.S. Department of Energy, Morgantown Energy Technology Center has assumed a leadership role in the development of coal-burning diesel engines. The motivation for this work is obvious when one considers the magnitude of the domestic reserves of coal and the wide-spread use of diesel engines. The work reported in this paper represents the preliminary engine experiments leading to the development of a coal-burning, medium-speed diesel engine. The basis of this development effort is a two-stroke, 900 rpm, 216-mm (8.5-inch) bore engine manufactured by Electro-Motive Division of General Motors Corporation. The engine, in a minimally modified form, has been operatedmore » for several hours on a slurry of 50 percent (by mass) coal in water. Engine operation was achieved in this configuration using a pilot injection of diesel fuel to ignite the main charge of slurry. A standard unit injector, slightly modified by increasing diametrical clearances in the injector pump and nozzle tip, was used to inject the slurry. Under the engine operating conditions evaluated, the combustion efficiency of the coal and the NO/sub x/ emissions were lower than, and the particulate emissions were higher than, corresponding diesel fuel results. These initial results, achieved without optimizing the system on the coal slurry, demonstrate the potential for utilizing coal slurry fuels.« less
  • A micronized de-ashed coal-water slurry (CWS) fuel of approximately 50% coal loading has been successfully ignited and burned in one GE 7FDL engine cylinder at 1050 rpm. For this study, only about one-third of the full load fuel energy was supplied due to limitations of the fuel injection equipment used. Three types of ignition methods have been investigated. They were: Compression ignition with no ignition aid; Separate deisel pilot fuel injection to ignite the CWS fuel; Combined CWS and pilot diesel fuel injection (stratified pilot ignition). Conditions of ignition and the burning characteristics that immediately followed using the above threemore » ignition methods are described.« less
  • The combustion characteristics of a coal-water slurry spray were examined under diesel engine conditions. A two-stage combustion process was used to simulate the diesel engine conditions in a constant-volume combustion bomb. The combustion characteristics investigated were the ignition delay, the ignition site, the combustion development, the combustion duration, and the combustion completeness. The results show that the ignition delay of the coal-water slurry fuel is temperature and pressure dependent. Also, the coal slurry ignition delay is approximately a factor of five longer and the energy release rate is significantly slower in comparison to the ignition delay and energy release ratemore » for conventional No.2 diesel fuel. The combustion of the slurry spray was incomplete for all test conditions due to the impingement and the adherence of the coal slurry on the wall. This fundamental testing provides insight into engine design parameters which must be considered if coal-water slurry is to be used in practice. 12 references, 12 figures, 1 table.« less
  • Compression ignition characteristics of three coal slurry fuels are compared to diesel reference fuel in a diesel engine simulator. The three slurries are 45 wt % coal (5 micrometers mean diameter) in water, diesel No. 2, and methanol carriers. Each experiment is a single, isolated combustion event. Heat transfer losses to the cold walls and mass losses past the square piston seals reduces the compressed gas temperature. Air preheating to 400/sup 0/K for the diesel, to 450/sup 0/K for the coal/methanol and coal diesel, and to 525/sup 0/K for the coal/water fuels assures ignition. Activation temperatures (E/R) of 2330/sup 0/K,more » 2270/sup 0/K, 2670/sup 0/K, and 3430/sup 0/K for diesel fuel, coal/diesel, coal/methanol, and coal/water slurry, respectively, are found from ignition delay measurements.« less