Eects of diesel/water emulsion on heat ow and thermal

loading in a precombustion chamber diesel engine

M.Y.E. Selim
a,
*
, S.M.S. Elfeky
b
a
Department of Mechanical Engineering, Faculty of Engineering, United Arab Emirates University, P.O. Box 17555,
Al-Ain, United Arab Emirates
b
Department of Mechanical Power Engineering, Faculty of Engineering at Mattaria, Helwan University, Cairo 11718,
Egypt
Received 6 September 2000; accepted 28 January 2001
Abstract
An experimental investigation has been carried out to study the eects of using water/diesel emulsion fuel
in an indirect injection diesel engine on the heat ux crossing liner and cylinder head, thermal loading and
metal temperature distribution. A single cylinder precombustion chamber diesel engine has been used in the
present work. The engine was instrumented for performance, metal temperature and heat ux measure-
ments. The pure gas oil fuel and dierent ratios of water/diesel emulsion were used and their eects on the
heat ux level and the injector tip temperature are studied. Two correlation were found for the heat ux
crossing the liner and the cylinder head at various water/diesel emulsion ratios, fuelling rate and thermo-
couple probe locations. It was found that the addition of water to diesel fuel, to control the nitrogen oxides
emissions, has great inuence on reducing the heat ux, the metal temperatures and thermal loading of
combustion chamber components. 2001 Elsevier Science Ltd. All rights reserved.
Keywords: Diesel engine; Nitrogen oxides; Water emulsion; Heat ux; Thermal loading
1. Introduction
The use of water into diesel engines has a number of possible benets. It has been found by
many previous works that it has inuence on reducing the peak ame temperature and hence
reducing the nitrogen oxides, NO
x
emissions [17]. It has also been shown [8] that adding water
may help to improve atomization and mixing, which is attributed to droplet microexplosions [9].
Applied Thermal Engineering 21 (2001) 15651582
www.elsevier.com/locate/apthermeng
*
Corresponding author. Tel.: +971-3-7051-566; fax: +971-3-7623-158.
E-mail address: mohamed.selim@uaeu.ac.ae (M.Y.E. Selim).
1359-4311/01/$ - see front matter 2001 Elsevier Science Ltd. All rights reserved.
PII: S1359- 4311( 01) 00019- 9
The improved mixing is due to the increased vaporized fuel jet momentum, giving greater air
entertainment into the fuel jet [8]. The improved mixing also assists in the reduction in the NO
x
emissions from the diusive burning portion of the combustion event as well as reducing the
carbon formation. This eect, together with the chemical eect of the water results in an increased
ignition delay [8,10]. This promotes an increase in the premixed portion of the combustion
process, which decreases the diusive burning and hence also contributes to the reduction in the
NO
x
emissions and carbon formation [7]. There is also considerable evidence that adding water to
diesel fuel can reduce the particulate matter PM or smoke emissions [7].
There are three primary methods of introducing water into the diesel engines; water injection
into the cylinder using a separate injector, spraying water into the inlet air, and water/diesel
emulsions. Although all these methods produced a reduction in NO
x
but it has been concluded in
a review in Ref. [11] that the use of water/diesel emulsion was the most eective technique for the
reduction of diesel particulates or smoke, for four stroke DI engines.
Mello and Mellor [1] have compared two methods of water admission namely stratied diesel
waterdiesel injection inside the cylinder and intake manifold fumigation (injecting water into
intake manifold). They have compared the experimental NO
x
results of Kohketsu et al. [5] with
their modeling using a two-zone characteristic time model which is based on the dominant
physical and chemical subprocesses occurring in the cylinder. They have used a fuel injection
pump and water injection pump with a hybrid injection nozzle to inject the water pulse between
two fuel pulses. For the intake manifold fumigation, it is claimed that it resulted in a presumably
uniform distribution of water vapor in the cylinder at the time of combustion. The vaporization of
water occurs as the water and air are heated through the compression stroke. However, diesel/
water emulsion reduced NO
x
slightly more than fumigation method. Christensen and Johansson
[2] also used the intake manifold fumigation by using a common low pressure fuel injector,
however, they have found that both carbon monoxide and hydrocarbons increased with water
injection. Andrews et al. [7] used an emulsifying agent, Arlacel C, to create the diesel/water
emulsion and suggested that ordinary liquid soap may be used.
Nomenclature
A
p
piston area (m
2
)
HFF heat ux factor (kW=m
2
)/[(kg=h m
2
) (m
2
=s
2
)]
m
f
ow rate of fuel (kg=h)
m
00
f
ow rate of fuel per piston area (m
f
=A
p
), (kg=h m
2
)
NO
x
nitrogen oxides
q
00
heat ux (kW=m
2
)
r radial distance (m)
R cylinder radius (m)
r=R bore ratio
S percentage of stroke
V
p
mean piston speed (m=s)
w water/diesel emulsion ratio, by volume
1566 M.Y.E. Selim, S.M.S. Elfeky / Applied Thermal Engineering 21 (2001) 15651582
There is growing interest in diesel fuel industry to produce and utilize the diesel/water emulsion
as ordinary fuel for diesel engines. Fuel additive manufacturers are trying to make diesel oil and
water to mix, or at least they can be neighborly enough to form a pollution-cutting diesel fuel.
There have been trials to produce a very stable emulsion that stays in suspension over a long
period of time. If the fuel remains still for many days, larger droplets of the chemically coated
water may settle to the bottom of a tank. The fuel, however, will mix again if agitated slightly, and
refueling the tank agitates the fuel enough to mix it again.
The inuence of water on the performance parameters, exhaust emissions of diesel engines has
been studied by many works [8,1114]. However, the eects of adding water to diesel engines on
the heat ux crossing the combustion chamber components, e.g. cylinder head and cylinder liner,
chamber metal temperatures and thermal loading of such engines are still lacking.
Therefore, the main objective of the present work is to experimentally investigate the eects of
using dierent water/diesel ratios on the heat ux crossing the cylinder liner, cylinder head and
metal temperature of the injector tip. A precombustion chamber, single cylinder diesel engine was
used throughout the present work. Four traversing thermocouple probes were installed along the
cylinder liner, four traversing thermocouple probes are installed in the critical areas of cylinder
head and one xed thermocouple is tted in the injector tip to measure its temperature. The
variables studied included the location along the liner and in cylinder head, the engine load (or
fuelling rate) and the ratio of water to diesel. The heat ux crossing both cylinder liner and
cylinder head was correlated to the above mentioned variables.
2. Experimental engine test rig
A precombustion chamber diesel engine, Helwan 111, single cylinder has been used in the
present work with the specications shown in Table 1. The engine is coupled to a 50 Hz, three-
phase a.c. generator. The engine is fully equipped for measurements of brake power, crankshaft
Table 1
Diesel engine specications
Item Description
Model Helwan 1 1 1
Combustion chamber type IDI with prechamber
Number of cylinders 1
Bore stroke (mm) 111 115
Cycle Four-stroke
Compression ratio 22.4
Rated speed (rpm) 1500
Rated power (kW) 8.1
Maximum speed (rpm) 1800
Maximum power (kW) 9.6
Injection pressure (bar) 145
Injection timing ( BTDC) 14.5
o
Cylinder head/liner material Cast iron
Coolant bulk temperature (C) 70
M.Y.E. Selim, S.M.S. Elfeky / Applied Thermal Engineering 21 (2001) 15651582 1567
rotational speed, air ow rate, fuel ow rate, exhaust gas temperatures, coolant ow rate and
temperature, and heat ux in cylinder head and liner. Fig. 1 illustrates the general layout for heat
ux and temperature measurements in liner and cylinder head. The engine has a peper-pot type
precombustion chamber with two exit holes and the precombustion chamber was located at the
outer periphery of bore.
Figs. 2 and 3 show the locations of the heat ux measurement holes along the cylinder liner and
across the cylinder head. The cylinder liner is equipped with four traversing thermocouple probes
to measure heat ux at dierent locations. For the cylinder head, four traversing thermocouple
probes are located at the critical positions (higher heat ux and metal temperature). It should be
noted that, the liner uppermost thermocouple, no.1, lies at the centerline of the top of the piston
ring when the piston is at the top dead center. This location was deliberately chosen since this
position is the most critical part in the cylinder liner where the liner scung almost always start.
The thermocouple number 2 lies at the centerline of the third piston ring when the piston is at top
dead center. For the cylinder head, thermocouple numbers 5 and 6 were located as close as
possible to the high speed gas jets emerging from the twin exit holes of the precombustion
chamber. This being so since it was expected that at these locations the thermal load would be
considerable. Thermocouple number 7 was tted in the valve bridge since investigations on this
Fig. 1. General layout of the engine and thermocouple locations.
1568 M.Y.E. Selim, S.M.S. Elfeky / Applied Thermal Engineering 21 (2001) 15651582
Fig. 2. Thermocouple locations in cylinder liner.
Fig. 3. Locations of traversing thermocouples in cylinder head.
M.Y.E. Selim, S.M.S. Elfeky / Applied Thermal Engineering 21 (2001) 15651582 1569
type of combustion chamber have shown that this part is quite critical. Cracking and subsequent
failure of the cylinder head can take place there due to high heat ux and gas face metal tem-
perature. In order to achieve full coverage of cylinder head, thermocouple number 8 was tted.
The temperature of the injector tip was measured by xed thermocouple. Slot was machined in the
injector as shown in Fig. 4 and the thermocouple was embedded in such hole.
Heat ux was measured using special thermocouple probes with traversing mechanisms as
shown in Fig. 5. A hole was drilled in the component (cylinder head or liner) which stops one hole
diameter short of gas face to avoid disturbing the heat ow pattern [15]. A brass button was made
which is in close sliding t in the hole. The hot junction of each type-K thermocouple wires was
silver-soldered in a small hole in the button. The wires inserted in a stainless steel sheath and the
output terminal of all thermocouples are connected to a digital thermometer via a selecting switch
to indicate the temperature. The thermocouple probe was traversed through the hole by the
traversing head shown in Fig. 5 which could aect traverses down to 0.75 mm. The thermocouple
junction, is then, in contact with the brass button, which is, in turn, in contact with the metal of
the component (liner or cylinder head), so the measured temperature represents the metal tem-
perature at that location. Successive traverses give the temperature gradient, which enables the
heat ux to be calculated from Fouriers equation of heat transfer by conduction.
Fig. 4. Thermocouple location in injector tip.
1570 M.Y.E. Selim, S.M.S. Elfeky / Applied Thermal Engineering 21 (2001) 15651582
3. Experimental procedure
The experimental work presented in this study is carried out on a diesel engine at constant
engine speed of 1300 rpm, constant coolant bulk temperature of 70C. Variation of engine load
enabled heat ux to be changed. Heat ux crossing the cylinder liner and cylinder head have been
measured using the above mentioned thermocouple probes at dierent engine loads. At each
reading, the temperatures for the eight traversing thermocouples were recorded, T
1
, then all
probes were traversed 0.75 mm, then the temperature readings, T
2
, were recorded after steady
state is reached. Engine load is then increased, and mass of diesel fuel is also increased to keep
constant speed, and as the engine reaches the steady state conditions, all probes are traversed and
metal temperatures are recorded again and so on. Thermocouple probes were traversed across the
metal at many successive locations and heat ux was computed using Fouriers equation of
conduction, Eq. (1):
q
00
kT
1
T
2
=DX 1
where q
00
is the heat ux in kW/m
2
, DX, the traverse distance between two successive points and
equal to 0.75 mm in both liner or cylinder head, k, the thermal conductivity for cast iron cylinder
liner and cylinder head, kW/mC, T
1
, the metal temperature at point 1, T
2
, the metal temperature
at point 2.
The thermal conductivity of similar metal specimen is measured at dierent temperatures and
its values are taken at the metal average temperature T
1
T
2
=2.
It may be emphasized here that the metal temperatures and heat ux measured are not in-
stantaneous values, but rather average values and all experiments have been carried out at con-
stant coolant bulk temperature of 70C. Engine load was varied from 700 to 7400 W, and this
varied the heat ux accordingly from approximately 160 to 510 kW/m
2
in the cylinder liner and
from 470 to 790 kW/m
2
in the cylinder head.
Fig. 5. Traversing thermocouple probe.
M.Y.E. Selim, S.M.S. Elfeky / Applied Thermal Engineering 21 (2001) 15651582 1571
3.1. Diesel/water emulsion
The experiments have been carried out at dierent water/diesel emulsion ratio and compared to
the pure diesel case. The water/diesel emulsions were prepared in a separate tank which was well
stirred. An emulsifying agent, liquid soap, was found to be an eective emulsifying agent. No
separation of fuel and water was observed during the test, using visual observation of the glass
tank. The emulsifying agent had no inuence on its own when added to the fuel. Hence, any eect
of the emulsion had to be due to the water [7]. The used engine would not operate with greater
emulsion ratios than 10% water in the fuel, so the present work was carried out at 2%, 4%, 6% and
8% of water by volume. This range of water in fuel ratio was found elsewhere to be eective in
inuencing the NO
x
emission.
An experimental error analysis has been conducted and resulted in maximum percentage error
in heat ux of about 5%, and error of 2% in wall temperatures [7].
4. Results and discussion
4.1. Cylinder liner
The variation of the heat ux against the fuel ow rate along the cylinder liner is illustrated in
Figs. 69. The fuel ow rate is divided by the piston area (A
p
) and multiplied by piston speed
squared, V
2
p
, since this has been shown [16] to produce the best correlation factor for the cylinder
liner. The other advantage of this would be to make the results applicable to dierent sized en-
gines with dierent piston areas, average piston speed and fuel consumption. The location of
thermocouple number 1, 19% of stroke, Fig. 2, is the most important in the liner since it is ad-
jacent to the top piston ring when the piston is at top dead center. At this location liner scung
Fig. 6. Local heat ux in liner against fuel ow for thermocouple number 1, at dierent dieselwater emulsion ratio.
1572 M.Y.E. Selim, S.M.S. Elfeky / Applied Thermal Engineering 21 (2001) 15651582
can take place if the metal temperature exceeds 180C. It may be seen from Fig. 6 that generally
the increase in fuel ow rate increases the heat ux for any emulsion ratio as well as for gas oil.
This is due to the increased amount of heat released by combustion which increases the heat ux
Fig. 7. Local heat ux in liner against fuel ow for thermocouple number 2, at dierent dieselwater emulsion ratio.
Fig. 8. Local heat ux in liner against fuel ow for thermocouple number 3, at dierent dieselwater emulsion ratio.
M.Y.E. Selim, S.M.S. Elfeky / Applied Thermal Engineering 21 (2001) 15651582 1573
across the liner. However, when the water is introduced to diesel fuel the heat ux has dropped as
the emulsion ratio increases with almost the same heat ux rate. This seems to be due to the
reduced gas temperatures when the water is added. As the objective of adding water to the diesel is
to reduce the maximum temperature of combustion and hence reduces the amount of nitrogen
oxides produced in the exhaust gases, it seems to be advantageous from the heat ux point of
view. Adding more water to the diesel, emulsion ratios from 2% to 8%, causes the heat ux to
reduce more and the heat ux is always minimum for 8% water in diesel.
Thermocouples 2 which is at 35% of the stroke from the top dead center exhibits similar trends
for the eect of diesel emulsion ratios, as seen in Fig. 7. However, for all emulsion ratios as well as
for gas oil, the values of the heat ux are lower than those for thermocouple number 1. This is due
to the reduced gas temperature facing the liner at this location as the piston expansion stroke
proceeds and gas temperature continue to reduce. As the percentage of stroke increases more the
gas temperature keeps dropping and the heat ux reduces as shown in the heat ux results in Figs.
8 and 9 for thermocouple numbers 3 and 4. Thermocouple numbers 3 and 4 are at 50% and 75%
stroke from top dead center respectively. For the same amount of fuel or emulsion ratio, ther-
mocouple location number 4 exhibits the lowest heat ux and hence the lowest gas temperature.
The drop in heat ux as well as the gas side metal temperature would reduce the thermal
stresses applied to the liner and reduces the possibility of liner scung and metal fatigue as well as
making the engine more reliable in service. The engine uprating would then be more possible
without increasing thermal stresses.
The results of heat ux (q
00
) against mass ow rate of fuel per piston area (m
00
f
m
f
=piston area),
diesel/water emulsion ratio (w) and the fraction of piston stroke for each thermocouple probe (S)
are fed to the Data t software to produce similar correlation to the one produced by [16] for the
cylinder liner. They produced a correlation for the gas oil fuel for the liner of the same engine
type. The correlation reads:
Fig. 9. Local heat ux in liner against fuel ow for thermocouple number 4, at dierent dieselwater emulsion ratio.
1574 M.Y.E. Selim, S.M.S. Elfeky / Applied Thermal Engineering 21 (2001) 15651582
q
00
HFFm
00
f
V
2
p

n
2
In the present study the percentage of stroke (S) and the percentage of water in diesel (w) are
added to the data to produce their eect on the heat ux, Eq. (3), which reads:
q
00
6:141S
0:317
1 w
2:87
m
00
f
V
2
p

0:451
3
where (S) is in the range of 0.190.75 of piston stroke, (w) is in the range 0.02 to 0.08 by volume,
and (m
00
f
V
2
p
) is in the range of 17007000 (kg/hm
2
) (m
2
/s
2
). Fig. 10 shows the actual versus the
correlated values of heat ux and it may be seen that the correlation predicts the data well. At
each examined liner location, and at each water emulsion ratio the heat ux factor (HFF), may be
then calculated by substituting the value of water ratio, w, and the fraction of stroke, S, in the
correlation viz.:
HFF 6:141S
0:317
1 w
2:87
4
q
00
HFFm
00
f
V
2
p

0:451
5
the value of HFF at various locations of the liner and at each water/diesel ratio is illustrated in
Fig. 11. As has been shown above, for gas oil or any emulsion ratio the HFF generally decreases
along the cylinder liner and it also decreases when the water amount increased. The value of
exponent ``n'' remains constant which reects that the rate of increase of heat ux is almost the
same for dierent water emulsion ratios and for the dierent liner locations.
The above correlation gives the heat ux crossing the cylinder liner at any level of the stroke
and at any fuel ow rate and water emulsion ratio. It would help to determine the required liner
thickness, coolant conditions and temperature distribution as well as to dene the possible in-
crease in engine rating the liner can sustain when water is used to control the nitrogen oxides in
Fig. 10. Correlated versus measured heat ux for cylinder liner.
M.Y.E. Selim, S.M.S. Elfeky / Applied Thermal Engineering 21 (2001) 15651582 1575
diesel engines. It may be interesting to highlight the drop in the heat ux or heat losses from the
cylinder liner as the water/diesel emulsion is used, as this would make the cooling system re-
quirements less complex. It was also found [6] from engine heat balance that the cooling losses
drops as the water/diesel emulsion is introduced to the diesel engine.
4.2. Cylinder head
The heat ux in the cylinder head at the thermocouple probes location are illustrated in Figs.
1215. For the cylinder head the heat ux variation with the fuel ow rate exhibits similar trend to
that of the liner. Figs. 12 and 13 show the heat ux crossing the cylinder head at location of
thermocouple numbers 5 and 6 while Figs. 14 and 15 show the heat ux results for thermocouples
7 and 8 respectively. It may be seen that the heat ux is highest for thermocouple number 5
followed by thermocouple number 6 while thermocouple numbers 7 and 8 produce less and al-
most similar heat uxes. In all locations of the cylinder head the rate of increase of heat ux is
almost the same. It may be noticed that the heat ux crossing the cylinder head in any location is
always higher than that for the cylinder liner since it is always facing the highest combustion gas
temperatures.
Probe location number 5 exhibits the highest heat ux since it is located close to the high speed
gas jets emerging from the twin exit holes of the precombustion chamber and also is adjacent to
the hot exhaust valve. Thermocouple number 6 also produces high heat uxes but slightly lower
than those for thermocouple number 5 since it is in the intake valve side. Thermocouple numbers
7 and 8 exhibit less heat uxes since they are far from the exit of the precombustion chamber
[16,17].
Similar to the liner results, when the water is added to the diesel fuel, the heat ux always drops
for all thermocouple locations. It may be also noticed by comparing the cylinder head results to
Fig. 11. HFF for cylinder liner at dierent dieselwater emulsion.
1576 M.Y.E. Selim, S.M.S. Elfeky / Applied Thermal Engineering 21 (2001) 15651582
those of the cylinder liner that the introduction of water/diesel emulsion has greater inuence on
the heat ux crossing the cylinder head than that crossing the liner. This seems to be due to the
resulted drop in the combustion gases temperature during the early combustion stages which are
Fig. 12. Local heat ux in cylinder head against fuel ow for thermocouple number 5, at dierent dieselwater emul-
sion ratio.
Fig. 13. Local heat ux in cylinder head against fuel ow for thermocouple number 6, at dierent dieselwater emul-
sion ratio.
M.Y.E. Selim, S.M.S. Elfeky / Applied Thermal Engineering 21 (2001) 15651582 1577
facing the precombustion chamber and cylinder head. The eect is less noticeable during the later
stages of combustion gases facing the cylinder liner. This again seems advantageous for the cyl-
inder head thermal stresses, since it would suer less thermal fatigue when the water/diesel
emulsion is used.
Fig. 14. Local heat ux in cylinder head against fuel ow for thermocouple number 7, at dierent dieselwater emul-
sion ratio.
Fig. 15. Local heat ux in cylinder head against fuel ow for thermocouple number 8, at dierent dieselwater emul-
sion ratio.
1578 M.Y.E. Selim, S.M.S. Elfeky / Applied Thermal Engineering 21 (2001) 15651582
The results of heat ux against mass ow rate of fuel, percentage water/diesel emulsion ratio (w)
and the bore ratio (r=R) for each thermocouple probe are used to produce similar correlation to
the one produced for the cylinder liner which reads:
q
00
99:51r=R
0:0395
1 w
1:792
m
00
f
V
2
p

0:242
6
where (r=R) is in the range of 0.080.68 of cylinder radius, (w) is in the range 0.020.08 by volume,
and m
00
f
V
2
p
is in the range of 17007000 (kg/hm
2
) (m
2
/s
2
). Fig. 16 shows the actual versus the
correlated values of heat ux and it may be seen that the correlation predicts the data well. At
each examined cylinder head location, and at each water emulsion ratio the HFF may be then
calculated by substituting the value of water ratio, w, and the bore ratio, r=R, in the correlation
viz.:
HFF 99:51r=R
0:0395
1 w
1:792
7
q
00
HFFm
00
f
V
2
p

0:242
8
the value of HFF at various locations of the cylinder head and at each water/diesel ratio is il-
lustrated in Fig. 17. As has been shown above, for gas oil or any emulsion ratio the HFF generally
increases with the increase in radial distance (r=R) and it also decreases when the water amount
increased. The value of exponent ``n'' remains constant which reects that the rate of increase of
heat ux is almost the same for dierent water emulsion ratios and for the dierent cylinder head
locations.
The valve bridge area, with lower radius, is left with lower heat ux relative to the outer areas,
greater radii. This may be due to the lower level of gas swirl observed in the central area of the
cylinder [16].
Fig. 16. Correlated versus measured heat ux for cylinder head.
M.Y.E. Selim, S.M.S. Elfeky / Applied Thermal Engineering 21 (2001) 15651582 1579
The above correlation again would help to determine the required cylinder head thickness,
coolant conditions and temperature distribution as well as to dene the possible increase in engine
rating the cylinder head can sustain when water is used to control the nitrogen oxides in diesel
engines.
4.3. Injector tip
The injector tip temperature is measured by a xed thermocouple and the measured tempera-
tures are shown in Fig. 18 for dierent fuel ow rates and water/diesel emulsion ratios. The
injector metal temperature generally increases with the fuelling rate. It may be also noticed from
such gure that adding the water to the diesel fuel has great eect on reducing the metal tem-
perature of the injector tip. The injector exhibits the highest temperature for the gas oil and the
lowest temperatures when the 8% emulsion ratio is used. This is an advantage for the injector tip
to run cooler when the water is introduced in such engines as it would be more reliable in service.
5. Conclusions
From the experimental investigation carried out in this work on the eect of water/diesel
emulsion on the heat ux, combustion chamber metal temperatures, and thermal loading of diesel
engines running on the emulsied fuel, the following conclusions may be drawn:
1. For the gas oil fuel, heat ux and hence metal temperatures drop down the cylinder liner and
drop at a given location with the drop in load at a xed speed.
2. Adding the water to diesel fuel has reduced the metal temperatures and all heat uxes
crossing the liner and cylinder head at all locations examined. The heat ux is always maximum
for pure gas oil and minimum at the highest ratio of water in diesel used, 8%.
Fig. 17. HFF for cylinder head at dierent dieselwater emulsion.
1580 M.Y.E. Selim, S.M.S. Elfeky / Applied Thermal Engineering 21 (2001) 15651582
3. A correlation has been developed for the heat ux crossing the cylinder liner as a function to
the fuel ow rate per piston area, water in diesel ratio, and thermocouple location as percentage of
stroke. Another correlation has been developed for the heat ux crossing the cylinder head as
related to the fuelling rate per piston area, water in diesel ratio, and thermocouple location as
percentage of bore.
4. The heat ux crossing the cylinder head at locations near to the exit twin holes of the pre-
combustion chamber is found to be higher than that at the central region of the cylinder head. The
location near to the exit twin holes of the precombustion chamber and near to the exhaust valve
exhibits the highest heat ux.
5. Heat ux crossing the cylinder head is higher than that crossing the cylinder liner for gas oil
as well as for all water/diesel emulsion ratios.
6. Adding the water has greater inuence on reducing the heat ux crossing the cylinder head as
compared to that crossing the cylinder liner.
7. The produced correlation can be used to determine the required liner and cylinder head
thickness, coolant conditions and temperature distribution as well as to dene the possible in-
crease in engine rating the liner and cylinder head can sustain when water is used to control the
nitrogen oxides in diesel engines.
8. Adding the water to the diesel fuel has great eect on reducing the metal temperature of the
injector tip. The injector exhibits the highest temperature for the gas oil and the lowest tempera-
tures when the 8% emulsion ratio is used.
9. Diesel engines running on water/diesel emulsion should be more reliable in service than those
running on pure gas oil due to the drop in heat ux as well as the gas side metal temperature which
will reduce the thermal stresses applied to the liner. This reduces the possibility of liner scung
and metal fatigue as well as making the engine uprating more possible without increasing thermal
stresses. The cooling system requirement should also be less complex when water/diesel emulsion
is used.
Fig. 18. Eect of dieselwater emulsion ratio on injector tip temperature.
M.Y.E. Selim, S.M.S. Elfeky / Applied Thermal Engineering 21 (2001) 15651582 1581
Appendix A. Date t software
Correlations produced in this work have been estimated by Date Fit Software. In this software,
all experimental data are fed as heat ux varied with mass ow rate of fuel per piston area, m
00
f
, at
dierent values of all other parameters. Correlatoin exponential form is introduced and the
program used all data to produce the correlation constants. This is repeated for cylinder liner and
cylinder head.
References
[1] J.P. Mello, A.M. Mellor, NO
x
emissions from direct injection diesel engines with water/steam dilution, SAE paper
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1582 M.Y.E. Selim, S.M.S. Elfeky / Applied Thermal Engineering 21 (2001) 15651582