Journal of Ship Research, Vol. 40, No. 2, June 1996, pp.

172-177

Influences of Charge Air Humidity and Temperature on the

Performance and Emission Characteristics of Diesel Engines
Cherng-Yuan Lin ~ and Y u a n - L i a n g Jeng ~

The effects of humidity and temperature of intake air on the performance and emission characteristics of
diesel engines were systematically investigated in order to improve their design and operations. A four-
stroke diesel engine with a displacement volume of 3856 cc was employed as the test engine. The intake
air was conditioned to various temperatures and humidities via an air-conditioner before entering the intake
port of the engine. This study shows that the air consumption rate, brake torque, and nitrogen oxides
decrease, while the brake specific fuel consumption, carbon monoxide, and sulfur dioxide increase with
both the temperature and humidity of the charge air. However, the effects of the humidity on the formation
of the carbon monoxide and sulfur dioxide emissions are more significant at a higher temperature of the
charge air. Furthermore, charge air temperature tends to increase the percentage of C02 in the exhaust
while decreasing the percentage of excess oxygen.

Introduction
DIESEL engines are widely used for energy production and
propulsion power in industrial practice as well as for marine
power plants. Diesels are expected to be still very much in
use in the early 21st century because of the profitable advan-
tages of their high thermal efficiency and simple mechanism
(Kamimoto & Kobayashi 1991). Since diesel engines in ships,
heavy trucks, or auxiliary power units are frequently oper-
ated in an environment of varying temperature and humid-
ity, the influence of humidity/temperature of the intake air
on engine performance and emission characteristics draws
considerable attention among engine researchers. In particu-
lar, international ships generally sail in atmospheric air of
high humidity, which may be as high as 85% relative humid-
ity (RH) above (Legault & Pearson 1987). The fluctuations of
the combustion of a diesel engine with the marine environ-
ment would therefore be much more significant. It is consid-
ered t h a t the combustion occurring in the cylinders of a diesel
engine is a t u r b u l e n t diffusion combustion phenomenon.
Hence, the velocity, pressure, and swirling motion of intake
air as well as the extent of mixing between air and fuel in the
cylinders would dominate the efficiency of burning. Various
charge air temperatures might alter the amount of available
air inducted into the cylinders, leading to the change of en-
gine power output and specific fuel consumption (Winkler
1992). Moreover, the humidity of charge air would affect at-
omization characteristics of diesel fuel oil and in turn the
vaporization and burning rates (Lefebvre 1983). The engine
performance and emission characteristics are thus varied.
Although the effects of the humidity/temperature of intake
air on engine performance already have been identified (Hey-
wood 1988), investigations of the effects of humidity or the
combined effects of temperature and humidity of surround-
ing air on burning and emissions characteristics of diesel
engines are still r a t h e r limited (Bracco 1990). The British
standard (1987) and International Standard (1987) of recip-
rocating internal combustion engines both support the idea
1Department of Marine Engineering and Technology and Depart-
ment of Mechanical and Marine Engineering, respectively, National
Taiwan Ocean University, Keelung, Taiwan, Republic of China.
Manuscript received at SNAME headquarters August 24, 1995;
revised manuscript received December 11, 1995.
that the brake power and specific fuel consumption should be
adjusted or corrected to the standard reference conditions of
ambient air temperature and humidity. Juva et al (1989)
observed t h a t the ignition delay was longer at lower ambient
temperature by testing a naturally aspirated IDI and a tur-
bocharged DI engine. Ishiyama & Atsuo (1991) found the
ignitability of injected fuel in a cylinder of a diesel engine
being reduced with the ambient temperature. Tsunemoto
(1987) observed that the friction and cooling losses would be
increased with decreased a m b i e n t t e m p e r a t u r e . Ohashi
(1989) observed t h a t the fuel flow rate of a diesel engine
varied with the intake air temperature, humidity, and pres-
sure. After testing various types of diesel engines, Redsell et
al (1993) suggested that the output horsepower should be
corrected with the ambient temperature and humidity to ob-
tain reliable reference values. Moreover, some studies used
water injection into the cylinders of a diesel engine to con-
sider the effects of water content on NOx or smoke emissions
or to improve engine p e r f o r m a n c e (Melton et al 1974,
Greeves et al 1976, M u r a y a m a 1978). However, no paper has
reported on injecting practically conditioned ambient air into
various humidities and temperatures to investigate their in-
fluence on engine performance or emission characteristics. In
the present study, a four-cylinder marine diesel engine ac-
companied by a computerized data acquisition system was
employed to carry out the experiment. The intake air was
adjusted to specified values of humidity and temperature by
using an air-conditioning machine. The effects of humidity
and t e m p e r a t u r e of the ambient air were systematically
studied to observe the effect on the engine operating charac-
teristics.
E x p e r i m e n t a l details
The test fuel oil in the present experimental study is a
product of Chinese Petroleum Co., Ltd. in Taiwan, which is
equivalent to ASTM No. 2D oil. The specifications of this fuel
oil are listed in Table 1. The schematic layout of the experi-
mental a p p a r a t u s is illustrated in Fig. 1. A direct-injection
marine diesel engine of four cylinders arranged in-line was
used to test the engine performance. The engine has a dis-
placement volume of 3856 cc, working on a four-stroke cycle.
An eddy current dynamometer was associated with the diesel
engine to measure the brake torque developed and the engine

172 JUNE1996 0022-4502/96/4002-0172500.37/0 JOURNAL OF SHIP RESEARCH

 Table Specifications of test fuel Table 4 Description of air-conditioning unit for adjusting temperature and
humidity of charge air
ITEM SPECIFICATIONS UNIT
Name ASTMNo.2 Diesel Oil (equivalent) ITEM DESCRIPTION
Specific gravity(15"C) 0.8368 Cooling capacity 15760 Btu/hr (x2)
Viscosity 2.93 cst Heating capacity 9 kw
Gross heating value 10990 cal/g Humiditycapacity 22 kg/hr ( Coil-typehumidifier)
Carbon residue 0.09 wt.% 2.4 kg/hr (x2) ( Ultrasonichumidifier)
C 85.6 wt.% Air-inlet Naturallyaspirated
H 13.2 wt.% Temperature range From 10 to 50 °C
IS 0.3 wt.% Humidityrange From RH 10% to RH 95%
Ash 0.002 wt.%
Saturates 77.3 vol. %
Aromatics 22.7 vol. % Results and discussions
Flash point 9O °C
Pour point -13 *C Since all tests were conducted at a specified engine speed of
1400 rpm and a constant fuel p u m p setting, the fuel con-
s u m p t i o n rate is i n d e p e n d e n t of the charge air t e m p e r a t u r e
Table 2 Descri )tion of diesel engine
a n d humidity. The m e a s u r e d values of the fuel consumption
ITEM SPECIFICATIONS rate were between 9.4 a n d 9.5 kg/hr. The results of the air
Type 4-Stroke, L-4 Marine, consumption rate are shown in Fig. 2. The effect of the i n t a k e
water-cooled, direct-injection charge t e m p e r a t u r e on the air consumption rate is obvious.
Displacement volume 3,856 c c Increase of the charge t e m p e r a t u r e leads to a decrease in the
Cylinderbore x stroke 4-102 x 118 mm density of the i n t a k e charge a n d thus lowers the consumption
rate of the charge air. Since the experiments were conducted
Max. horsepower 88 / 2,800 (PS/rpm)
at constant engine speed, the volumetric efficiency of the die-
Compression ratio 17:01
sel engine is nearly constant. Therefore, the air consumption
Min. idle speed 550 rpm rate depends m a i n l y on the density of the charge air. Al-
Air admitting Naturallyaspirated though the engine is n a t u r a l l y aspirated, the air-conditioning
Injection angle 13 degree BTDC u n i t includes a blower which supercharges the intake air to a
m i n o r extent. The h u m i d i t y of the charge air also affects the
charge air density by the smaller density of the water vapor
speed. The specifications of the diesel engine a n d the dyna- content t h a n dry air. However, the mass fraction of water
m o m e t e r are listed in Tables 2 and 3, respectively. Before the vapor in the charge air is very small even in the cases of 90%
charge air enters the intake manifold of the engine, it is RH. Hence, only m i n o r effects of the charge air h u m i d i t y on
a d m i t t e d from a m b i e n c e t h r o u g h a b l o w e r to a n air- the air consumption rate were observed, as shown in Fig. 2.
conditioner in which the air is conditioned to a specified tem- The m e a s u r e d engine brake torque is shown in Fig. 3. The
p e r a t u r e / h u m i d i t y condition. The specifications of the air- variations of brake torque are similar to those of the air con-
conditioning u n i t are listed in Table 4. E x h a u s t gases such as s u m p t i o n rate in Fig. 2. The chemical energy of fuel supplied
NOx, CO, CO2, SO2, 02, excess air, as well as the combustion to engines is generally transformed into brake power, friction
efficiency, were m e a s u r e d by a gas analyzer. The specifica- and cooling losses, and exhaust energy loss. The friction a n d
tions of this gas analyzer are given in Table 5. A data acqui- cooling losses have been observed by Tsunemoto (1987) to
sition system was also installed so t h a t the test data could be increase with the decrease of charge temperature. However,
acquired automatically. Software of engine cycle analysis the exhaust energy loss is less for a higher charge tempera-
ECA was adopted to perform the engine cycle analysis. The ture due to the lower exhaust t e m p e r a t u r e , as will be shown
computerized m a r i n e diesel laboratory is located in a coastal later. The cylinder cooling loss is only a fraction of the total
region so t h a t aspirated air for the experiment is practically friction and cooling losses. Therefore, the variation in the
of a m a r i n e e n v i r o n m e n t . exhaust energy loss is larger t h a n the variation in the friction
All experiments were conducted at a constant engine speed a n d cooling losses. Consequently, the brake power a n d the
of 1400 rpm and a constant fuel pump setting. The tempera- brake torque increase with decrease of the charge air tem-
ture of the charge air was conditioned to a range between perature. The increase of charge air h u m i d i t y causes the
20°C a n d 45°C, while the relative h u m i d i t y ranged from 25% slight decreases in the rate of dry air inducted and the brake
to 90%. The diesel engine began r u n n i n g at a n idle speed, torque delivered. Figure 4 shows the results of brake specific
t h e n to 1400 rpm u n t i l the t e m p e r a t u r e a n d h u m i d i t y of the fuel consumption. Since the engine tests were u n d e r t a k e n at
charge air were conditioned to specified values. The data of a constant engine speed and a c o n s t a n t fuel pump setting,
e n g i n e p e r f o r m a n c e a n d e x h a u s t gas compositions were the brake specific fuel consumption is inversely proportional
thereafter acquired and stored for analysis by the data ac-
quisition system.
Table 5 Description of gas analyzer for acquiring exhaust gas
concentrations
Table Description of eddy current dynamometer ITEM DESCRIPTION ACCURACY
ITEM DESCRIPTION NOx capacity From 0 to 1999 ppm 5 % reading
Max. horsepower 150 HP SO2capacity From 0 to 1999 ppm 5 % reading
Max. torque 28.3 kgf-m CO capacity From 0 to 4000 ppm 5 % reading
Max. speed 13,000 rpm CO2 capacity From 0 to 20 % 5 % reading
Torque accuracy -----0.2% Excess Air capacity From 1 to 250 % 5 % reading
Speed accuracy --+1 rpm Excess Oxygencapacity From 0.1 to 23.5 % 5 % reading

JUNE 1996 JOURNAL OF SHIP RESEARCH 173

 NOTATIONS :
COOLING
1. AIR FILTER
2. AIR-CONDITIONING MACHINE
3. PUMP FOR COOLING WA'IER
4. MOTOR FOR COOLING WATER
5. FOND FOR COOLING WATER
6. AIR-FLOW MEIER
7. AIR TEMPERATURE/HUMIDITY DEFECTOR
8. DIESEL FUEL TANK
9. INLET MANIFOLD
GAS 10. BATrERIES OF STARTER
11. N0.4 CYLINDER FOR ENGINE
12. BODY OF DIESEL ENGINE
13. FLYWHEEL
14. EDDY CURRENT DYNAMOMETER
15. EXHAUST MANIFOLD
16. (]AS ANALYZER
17. COMPUTERIZED ENGINE TEST
18. PC FOR ANALYZING ENGINE CYCLE DATA
21 19, PC FOR ENGINE PERFORMANCE DATA
20. PC FOR ACQUIRING EXHAUST GAS DATA
21. CONTROL ROOM
Fig. 1 Schematic of experimental apparatus

to the brake torque delivered. This relationship can be fully
observed by comparing Fig. 3 and Fig. 4.
The temperature of the engine exhaust gas is represented
by the monitored gas temperature at the runner of the ex-
haust manifold for the fourth cylinder. It is shown in Fig. 5
that the exhaust gas temperature increases with increase of
the charge air temperature. The primary reason is in the
charge air temperature itself. And the secondary influencing
factor is the air/fuel ratio. For higher charge temperatures,
the air/fuel ratio is lower due to the lower inlet rate of charge
air and the constant fuel pump setting, which tends to in-
crease the exhaust gas temperature. The third factor is the
ignition delay, which has an inverse, but minor, effect on the
exhaust gas temperature. A higher charge air temperature
would shorten the ignition delay, as reported by Juva et al
(1989). The proportion of fuel burned in different phases of
combustion is therefore changed accordingly. However the
difference of ignition delay is too small to be significant in the
changes of combustion phasing and exhaust gas tempera-
ture. As the relative humidity of the charge air increases, the
266
' I ' I ' I
262
L..
< 254
exhaust gas t e m p e r a t u r e decreases slightly. The primary
reason for this is the relatively higher specific heat of water
vapor than t h a t of dry air. Therefore, charge air of higher
humidity would have a higher specific heat which results in
less of a temperature rise during combustion in the cylinder,
and eventually a lower exhaust gas temperature. For charge
air of higher humidity, the air/fuel ratio is smaller, which
tends to increase the exhaust gas temperature. However, the
mass fraction of water vapor in the charge air is small, and
the effect of the air/fuel ratio is only minor.
The results of the excess oxygen concentration in the ex-
haust gas are shown in Fig. 6. Diesel engines are generally
operated at lean fuel conditions so t h a t constantly there is
excess oxygen left in the exhaust gas. Since all engine tests
were conducted at a constant fuel pump setting, the amount
of oxygen consumed is nearly constant. Therefore, at higher
charge air temperatures, the smaller amount of inducted air
causes less oxygen left after combustion, and a lower concen-
tration of excess oxygen in the exhaust gas. The effect of
humidity varies for different charge air temperatures. For
higher intake charge temperatures, the water vapor amount
' I ' I ' I ' I '
23.5
+ 20"C ' I ' I ' I ' I ' I ' 1 ' 1 '
0 25'(2
X 30"C
+ +
23.0
+

Z
O 25O
r- 0 22.5
- o O O ----..-~...._._
_ _ " 0
E-, Q
246
Z 0
O
rj
I~ 242
22.0 + 20"c
238 O 30"c
X 45"c
, I , I I I I I , I , I J I ,
20 30 40 50 60 70 80 90 100
21.5 I I I I , I , I , I , I , [ i
R E L A T I V E HUMIDITY ( % ) 20 30 40 50 60 70 80 90 100

Fig. 2 Effects of relative humidity of charge air at different temperatures on Fig. 3 Effects of relative humidity of charge air at different temperatures on
consumption rate of fuel engine brake torque

174 JUNE 1996 JOURNAL OF SHIP RESEARCH

 3O0 7.5
' I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I ' I '
=; + 250C
+ 25°C v
oo © 300C
298
X
" X X O30X~ p,
45*
296 X 45"C

6.5
"C
294 0 ©
0 ©

292 6.0

29O
5.5

288

5.0
286

284 i I i I J I t I i I J I i I i 4.5 I I I I , I , I , I , I ~ I ~
20 30 40 50 60 70 80 90 100 20 30 4o 5o 6o To 8o 9o lOO
R E L A T I V E HUMIDITY ( % ) RELATIVE HUMIDITY ( % )
Fig. 4 Effects of relative humidity of charge air at different temperatures on brake Fig. 6 Effects of relative humidity of charge air at different temperatures on
specific fuel consumption concentration of excess oxygen in exhaust gas

in the charge air increases with increase of the relative hu- ders per cycle. And the combustion is almost complete due to
midity. The a m o u n t of dry air in the charge air is therefore the fuel-lean operation. Therefore, the carbon dioxide formed
decreased, resulting in the decrease of excess oxygen in the d u r i n g combustion is about the same in terms of mass or
exhaust gas. For lower i n t a k e charge temperatures, the frac- mole numbers. Hence it is the variation in the total mole
tion of water vapor in the charge air is small even at high n u m b e r of e x h a u s t gases which causes the carbon dioxide
humidities. The concentration of excess oxygen is observed to concentration to change. At higher i n t a k e charge tempera-
increase slightly with the increase of charge air humidity. tures, less charge air is inducted, which causes less nitrogen
This m a y be a t t r i b u t e d to the less complete oxidation process a n d excess oxygen to be present in the b u r n e d e x h a u s t gas.
of CO into CO2, which m e a n s less oxygen being consumed. A The smaller a m o u n t of exhaust gas eventually leads to a
f u r t h e r explanation will be provided later in the discussion of higher concentration of carbon dioxide. The effect of h u m i d i t y
CO emissions. on the CO 2 concentration also varies for different charge air
Figure 7 shows the results of the concentration of carbon temperatures. It is i n t e r e s t i n g to note t h a t the s u m of the
dioxide in the exhaust gas. The constant fuel pump setting e x h a u s t concentrations of excess oxygen a n d carbon dioxide
requires nearly the same a m o u n t of fuel injected into cylin- is approximately c o n s t a n t for each intake charge tempera-

800 12.5
I ' I ' I ' I ' I ' i ' I ' ' I ' I ' I ' I ' I ' I ' I '
+ 25°(2
795 + 25"C © 3O*(;
O 30"C X 35"C
790 L ,~ 12.0
X 40"C 45 *C
¢#3

785 - -
,-r,
p,
780 - - r~l 11.5

775 L X
z
0
z
770 L ~, 11.0
P
E-,
765 L
z
<: u.l
760 L + + z 10.5
o
+
755 L
~9
750 i I I I J I r I , I i I , I r 10.0
2O 30 40 50 60 70 80 90 100 20 30 40 50 60 70 80 90 100
RELATIVE HUMIDITY ( % ) RELATIVE HUMIDITY ( % )
Fig. 5 Effects of relative humidity of charge air at different temperatures on Fig. 7 Effects of relative humidity of charge air at different temperatures on
exhaust gas temperature of fourth cylinder concentration of carbon dioxide (CO2) in exhaust gas

JUNE 1996 JOURNAL OF SHIP RESEARCH 175

 ' I ' I ' I ' I ' I ' I I ' 32 ' I ' I ' [ ' I ' I ' I ' f '
-t-- 20 *C - -L + 25 *C
© 25*(2 o 3o*c
70
)< 35't2 /
4 5 ° e ~ + + + )E45 c

o
o o
x ,x, 24
z
z
o
r~ 30
-7 ® +

18

,o , I , [ , I , I B I L I , I , 16 I I I I I I I I t '~ I I t [ I
20 30 40 so 60 70 80 so 4oo 20 30 40 50 60 70 80 90 100
RELATIVE H U M I D I T Y ( % ) RELATIVEHUMIDITY( % )
Fig. 8 Effects of relative humidity of charge air at different temperatures on Fig. 9 Effects of relative humidity of charge air at different temperatures on
carbon monoxide (CO) emissions emissions of nitrogen oxide (NOx)

Lure. In other words, the effects of humidity and temperature

of the charge air on the formation of carbon dioxide are Figure 9 shows the measured results of the nitrogen oxide
nearly opposite to those on the excess oxygen formation. (NO x) emissions. Emissions of nitrogen oxides (NOx) are
The measured results of the carbon monoxide (CO) emis- mostly nitric oxide (NO) and nitrogen dioxide (NO2). It is
sions in the exhaust gas are shown in Fig. 8. The emissions of generally accepted that the formation of NO from molecular
CO increase with the increase of intake charge temperature. nitrogen is due to the extended Zeldovich kinetic mechanism.
The carbon monoxide emissions increase only slightly with The rate of formation is controlled primarily by the peak
the increase of charge air humidity at lower charge air tem- flame temperature during a cycle. After NO is formed, it may
peratures. In contrast, the increase of the CO emissions is be converted rapidly into NO 2. The increase of intake charge
more significant at a higher intake charge temperature. It temperature results in a decrease of ignition delay, just as
has long been recognized that the air/fuel ratio is one of the reported by Juva et al (1989). This leads to less fuel being
primary controlling factors for the formation of carbon mon- burned in the premixed phase of combustion. The subsequent
oxide. When the charge temperature increases, the inducting lower cycle peak temperature then causes a lower amount of
rate of dry air decreases and so does the air/fuel ratio. Con- NOx emissions being formed. For each intake charge tem-
perature, the increase of relative humidity of charge air
sequently, the carbon monoxide emissions increase. In the
mechanism of hydrocarbon combustion, one of the principal
reaction steps is the formation of carbon monoxide (CO). The 1.4
' [ ' I ' I ' I '/I ' I ' I '
CO formed is then further oxidized to CO 2 at a much slower /~ 0 30"C
rate, such that the CO oxidation extends to the expansion
process until the temperature drops down in the later stage 1.2
of expansion. Therefore, the cylinder temperature during ex-
pansion is another factor, besides the air/fuel ratio, which
governs the exhaust concentrations of CO 2 and CO. At lower 1.0
charge temperatures, the inducting rate of dry air decreases
only slightly with the increase of humidity. The variation of ¢,0
air/fuel ratio is too small to affect the CO 2 and CO exhaust 0.8
concentrations. However, the larger amount of water content ><
rn
in the cylinder charge causes the cylinder temperature to be c=
lower as revealed by the exhaust temperature. This causes a z 0.6
slower rate of CO recombination into CO 2. Therefore, the CO z
o
and 02 concentrations in the exhaust gases tend to be higher
while the CO 2 concentration tends to be lower for a higher o.4i
charge humidity. At higher charge temperatures, the de-
crease in the inducting rate of dry air with the increase of
humidity becomes more pronounced. For a higher charge hu- 0.2
midity, the smaller air/fuel ratio tends to increase CO 2 con-
centrations and to decrease 02 concentration in the exhaust.
The CO concentration is governed by both the smaller air/ 0.0
, ~, d ~ ~ ~,/t, ~i" -I , I , I
fuel ratio and the slower recombination rate, which have in- 20 30 40 50 60 70 80 90 100

verse effects. As the charge humidity increases, the emission RELATIVE H U M I D I T Y ( % )

index of CO (in units of ppm/kW) increases, due primarily to Fig. 10 Effects of relative humidity of charge air at different temperatures on
the decreasing brake torque produced. emissions of sulfur dioxide (SO2)

176 JUNE 1996 JOURNAL OF SHIP RESEARCH

would increase the mass fraction of water vapor with higher
specific heat t h a n t h a t of dry air, leading to the increase of
the specific heat of the intake charge. Hence, the cycle peak
t e m p e r a t u r e is reduced. It follows t h a t the a m o u n t of NO x
emission decreases with the increase of the charge air hu-
midity, particularly at higher charge air temperature.
Figure 10 shows t h a t the emission index of sulfur dioxide
(SO2) increases with both the relative h u m i d i t y and tempera-
ture of the charge air. The source of SO u emission is the
sulfur content in the fuel. The oxidation rate of fuel sulfur is
controlled by the cylinder t e m p e r a t u r e d u r i n g the combus-
tion/expansion process. For a higher charge t e m p e r a t u r e , a
higher SO u emission is observed due to the higher cylinder
t e m p e r a t u r e . Also, the brake torque is smaller at a higher
charge t e m p e r a t u r e , which causes the emission index of SO u
(in u n i t s of ppm/kW) to increase further. The effect of charge
h u m i d i t y is similar. Figure 10 also shows t h a t the extent of
the influence of h u m i d i t y on the SO u formation becomes more
significant at a higher charge temperature. This can be as-
cribed to the acceleration of SOu formation with higher hu-
midity as observed by Gabriel et al (1990). Hence, higher
h u m i d i t y a n d t e m p e r a t u r e of the inducted air would promote
SO2 f o r m a t i o n , l e a d i n g to p o s s i b l e o c c u r r e n c e of low-
t e m p e r a t u r e corrosion a n d acid rain.
Conclusions
The influences of h u m i d i t y a n d t e m p e r a t u r e of charge air
on the performances a n d exhaust gas characteristics of a
four-stroke n a t u r a l l y aspirated diesel engine were investi-
gated experimentally. The conclusions of this study are sum-
marized as follows:
1. The effects of charge air t e m p e r a t u r e on the engine per-
formance are more significant t h a n those of charge air hu-
midity. The charge air t e m p e r a t u r e could be readily adjusted
by u s i n g the sources of waste heat, steam or cooling water in
a m a r i n e power p l a n t to improve the required engine perfor-
mance.
2. The brake specific fuel consumption, carbon monoxide,
and sulfur dioxide increase while the air consumption rate,
brake torque, and nitrogen oxides decrease with both the
temperature and humidity of the charge air. Hence, an opti-
mum combination of humidity and temperature of charge air
is weighed based on practical considerations of marine engi-
neers.
3. The percentage of excess oxygen in the exhaust tends to
decrease with charge air temperature while the percentage of
COu tends to increase. This is due to the decrease in charge
air flow as the charge air temperature increases.
4. The effects of the humidity of the charge air on the for-
mation of carbon dioxide and sulfur dioxide are more pro-
nounced at a higher charge air temperature. Therefore, it is
JUNE 1996
suggested t h a t the e x h a u s t t e m p e r a t u r e of a m a r i n e power
p l a n t in a n e n v i r o n m e n t of high h u m i d i t y a n d t e m p e r a t u r e
be set above its corresponding dew point i n order to p r e v e n t
the occurrence of low-temperature corrosion a n d acid rain.
Acknowledgment
The authors wish to t h a n k Mr. Chu-Sheng W u a n d Mr.
Wei-Ming Wei in assisting with the experimental data acqui-
sition. The financial support of this investigation from the
National Science Council, R.O.C., u n d e r Contract No. NSC
82-0401-E-019-040, is also acknowledged.
References
BRACCO,F.V. 1990 Somechallenges in engine combustion. Invited pa-
per, Technical Meeting, Eastern Section of Combustion Institute.
BRITISHSTANDARD 1987 Reciprocating Internal Combustion Engines:
Performance. BS 5514, Part 1.
GABRIEL,Y. B., KALSHTEIN,I., ANDBRODSKY,N.C. 1990 Corrosionprob-
lems in power plants. Corrosion Review, 19, 207-234.
GREEV~S,G., KHAN,I. M., ANDONION, G. 1976 Effectsof water induction
on diesel engine combustion and emissions. Proceedings, 16th Interna-
tional Symposium on Combustion, 321-336.
HEYWOOD,J.B. 1988 Internal Combustion Engine Fundamentals. Mc-
Graw-Hill, New York, 54-55.
INTERNATIONALSTANDARD 1987 Reciprocating Internal Combustion En-
gines: Performance. ISO 3046.
ISHIYAMA,M. K. AND ATSUO, T.K. 1991 Experimental study on fuel-air
mixture formation and ignition process in diesel engines. Transactions,
Japanese Society of Mechanical Engineers, Part B, 57, N544.
JUVA, A., ZELENKA,P., ANDTRITTHART 1989 Influences of diesel fuel prop-
erties and ambient temperature on engine operation and exhaust emis-
sions. SAE Paper 890012, Society of Automotive Engineers.
KAMIMOTO,T. AND KOBAYASHI,H. 1991 Combustion processes in diesel
engines. Progress in Energy Combustion Science, 17, 163-189.
LEFEBVRE, A.H. 1983 Gas Turbine Combustion. Hemisphere Publish-
ing Corp., 12-16.
LEGAULT, R. A. AND PEARSON,V.P. 1987 Atmospheric corrosion in ma-
rine environment. Corrosion, 34, 433.
MELTON, R. B., LESTZ, S. J., QUILLIAN, R. D., AND RAMBIE,
E.J. 1974 Direct water injection cooling military engines and ef-
fects on the dieselcycle.Proceedings, 16th International Symposiumon
Combustion, 1389-1399.
MUP~WMA,T. 1978 Experimentalreduction of NOx, smoke and BSFC
in a dieselengineusing uniquelyproduced water to fuel emulsion. SAE
Paper 780224, Societyof AutomotiveEngineers.
OHASHI,K. 1989 Influenceofenvironmenta] condition on diesel engine
performance. Journal of Mechanical Engineering Laboratory, 43, 6,
29-38.
PLEE,S. L. ANDAHMAD,T. 1983 Relativeroles of premixed and diffusion
burning in diesel combustion. SAE Paper 831733, Societyof Automo-
tive Engineers.
REDSELL,M., LUCAS,G. G., ANDASHFORD,N.J. 1993 Factorsaffectingcar
fuel consumption. Proceedings of the Institution of Mechanical Engi-
neers, Part D: Automobile Engineering, 207, 6, 1-12.
TSUNEMOTO,H. 1987 Friction losses and fuel economy in a passenger
car diesel engine at low temperature. Japanese Society of Automotive
Engineers Review, 8, 3, 92-94.
WINKLER,M.e. 1992 Fuels and fuel treatment. Marine Engineering,
R. L. Harrington, Ed., SNAME, 438-461.
JOURNAL OF SHIP RESEARCH 177