Paper: ASAT-13-TH-03

13th International Conference on

AEROSPACE SCIENCES & AVIATION TECHNOLOGY,
ASAT- 13, May 26 28, 2009, E-Mail: asat@mtc.edu.eg
Military Technical College, Kobry Elkobbah, Cairo, Egypt
Tel : +(202) 24025292 24036138, Fax: +(202) 22621908

Investigation of a Single Cylinder Diesel Engine Performance

under Recycling and Conditioning of Exhaust for Air Intake
S. E. Elshamarka*, M. A. Elwahhab*, A. M. Rashad*, H. M. A. Elkhalek*
Abstract: The exhaust gases of a diesel engine have been conditioned in a recycling process
that made it suitable for reuse. The engine thus, is converted into a closed cycle diesel engine
(CCDE). The performance of this CCDE is investigated under the prepared synthetic
atmosphere. The engine used is a single cylinder air cooled diesel engine (Deutz FL-511),
displacement 825 cm3, 8.3 hp at 1500 rpm. The test rig is completely constructed and
equipped with all the instrumentation necessary for measuring the parameters needed for the
investigation. In addition, a theoretical model is developed to predict the overall performance
of a diesel engine operated with normal or synthetic air. Runs are performed in the following
conditions: a) Increasing O2 percentage in an open mode up to 30%, b) Increasing CO2
percentage in the inlet charge for a closed mode operation. The experimental work is used to
verify the theoretical model.
The results show that increasing O2 percentage in the inlet charge leads to increase the rated
brake power, decrease the BSFC and increase the BMEP of the engine. Also, the results show
that the presence of CO2 in the inlet charge would have a deleterious effect on the engine
performance.
Keywords: Closed cycle; diesel engine; synthetic atmosphere; engine performance

Abbreviations:
AIP
BSFC
Ca(OH)2
CCDE
CO2
GOX
KOH
I.C.E
IMEP
LOX
NaOH
O2

Air Independent Propulsion

Brake Specific Fuel Consumption
Calcium Hydroxide
Closed Cycle Diesel Engine
Carbon dioxide
Gaseous Oxygen
Potassium Hydroxide
Internal Combustion Engine
Indicated Mean Effective Pressure
Liquid Oxygen
Sodium Hydroxide
Oxygen

Egyptian Armed Forces

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Paper: ASAT-13-TH-03

1. Introduction
Diesel engine is an efficient mechanical power generator among all other types of
engines. There are many restricted fresh air supply areas, like in mines, caves, under
ground installation and, so on, where fresh air is not available for combustion and
operating such engines; So, synthetic air is the solution in these areas.
G. A. Karime [1] experimentally investigated the performance of compression ignition
engine in nonconventional atmosphere. He created the synthetic atmosphere by addition
of some gases, such as CO2 or O2 or N2 to the intake fresh charge. His study recorded that
increasing CO2 has a strong effect on the delay period, consequently; drop in the output
power. But, increasing O2 content in the intake charge improves the output power.
A. Fowler [2, 3], developed a hybrid computer simulation for the individual components
of the closed cycle diesel engine. The system was constructed and successfully operated.
The concentration of CO2 in the synthetic air was not exceeding 2- 4% (by volume) to
maintain same specific ratio as that of natural air.
J G Hawley et al [4, 5], used a 4 cylinder turbocharger diesel engine, after removing the
turbocharger to allow the engine to operate naturally-aspirated. Replacing the inert N2 in
air by CO2 his engine operated purely on (O2 / CO2) mixture, the engine was being
operated with 50% CO2 (by volume). Other ignition trials were done, where the
concentrations of CO2 reached to 70% and that of O2 up to 30% (by volume) and the
mixture was pre-heated to 150 C.
H W Wu and C T Shu [6], developed the first CCDE in Taiwan. They studied the engine
performance under transient and steady operating conditions. They found that the BSFC
decreases as the electric load or the injection pressure increases, and also decreasing
when using KOH as CO2 absorber rather than other absorbents [NaOH, Ca (OH) 2]. The
oscillation of O2 at a higher electric load is larger than at a lower electric load.

2. Theoretical Model
The basic concept of the closed cycle diesel engine is relatively simple, but its practical
implementation is quite complex, expensive and time consuming. This is due to many
different designs and operating variables associated not only with the engine itself but
also, with the subsystems used to create and manage the synthetic air loops.
Thus, it is decided to develop a model which can be used to predict the overall
performance of diesel engines, operated by normal or synthetic air.
Input data and output results of the model are shown in Fig. (1), by which the
performance of the engine operated on open or closed mode were evaluated to save time,
effort and cost.

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Paper: ASAT-13-TH-03

Input data

Output data
Pressure and
Temperature at
the end of each
stroke

Fuels chemical
composition
Inlet synthetic air
compositions (by
volume)
Excess air factor
No. of cylinders

Thermal
Calculations

Speed

IMEP , BMEP, Pm
Thermal
efficiency
Fuel consumption
(Gf , gi , gb )
Power
(Ni , Nb , Nm )

Compression ratio

Fig. (1) Input and output data of the model

The model is written in (Visual Basic) language for use with any computer, the runs were
performed to determine the engines performance for the following conditions:

Operating the engine by natural air on open mode. Increasing and decreasing O2
percentage in the inlet charge about its normal percentage in the normally aspirated
air (21% by volume).

Operating the engine by synthetic air on closed mode. Then, increasing CO2
percentage in the inlet charge to 40% (by volume) on the expense of N2 percentage,
under constant O2 percentage at 21% (by volume).

It is difficult analytically to determine the work performed in an actual cycle, since the
losses resulting from each individual process can not be evaluated beforehand for a given
engine.
In diesel engine, which is used in present research, the value of the excess air factor () is
varied greatly depending on the load of the engine (from over 5 in small loads to [1.3:1.5]
in full load), so the combustion equation in this case ( > 1), can be expressed as:
C16H34 + (y O2 +x CO2 + (1-y-x) N2) 1CO2+ 2 H2O+3 N2+4O2
That equation is used in calculating the pressure and temperature of the mixture during
the combustion process.
The pressure in the cylinder during admission can be determined assuming steady state
process by using the Bernoulli's equation, such as:
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Paper: ASAT-13-TH-03

pin

in

in2
2

gH in

pa

is2
2

is

is2
2

gH a

By applying the heat balance for a fresh charge and the residual gases before and after
mixing, and assuming that the mixing process takes place at constant pressure, we can
calculate the temperature at the end of admission process as follow,
Ta

Tin T res Tres

1 res

Hence, the pressure and temperature at the end of compression process are,
pcom = pa n1
Tcom = Ta n1-1
The pressure and temperature at the end of combustion and expansion processes can be
calculated as follow,
p combustion p com

z Hl
U resU "c
c
8314Tc U " z 8314Tz
M 1 1 res
1 res
1
p exp p com n 2

1
T exp T com n 2 1

Using the previous equations, we can calculate the design indicated work of the whole
cycle, as follow:

1
1
1
W i .d p com V com 1
1 n2 1
1 n1 1
n2 1

n1 1

Consequently, calculating the indicated and brake performance of the engine, which
characterizes the perfection of the cycle as a utilization of heat and is used to compare
between the engines performances when operated on open or closed modes and varying
the concentrations of the inlet charge.

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Paper: ASAT-13-TH-03

3. Experimental Setup and Procedure

Figure (2) shows a schematic drawing for the construction of the test rig and the location
of the installed instruments used in this study. The test rig consists of three subsystems
(diesel engine coupled with an electric generator, load control system, and exhaust
treatment loop. The engine is a 825 cm3, single cylinder, air cooled, four stroke, direct
injection diesel engine (Deutz-F1L-511), Table (1).
In order to produce a synthetic atmosphere, the combustion products which consist of
CO2, H2O, excess O2, N2 and small solid particles (ash and soot) must pass through the
treatment loop, to remove the unfavorable constituents from the exhaust flow, and
prepare it for mixing with the fresh moderating gases by the suitable percentages.
Exhaust gases from the engine flow into the washer to reduce its temperature before
entering the scrubber, thus improves the efficiency of the chemical reaction. The cooled
gases flow into the absorber as shown in Fig. (3). The main feature of the absorber is the
adoption of a simple bubbling method to absorb CO2 from the exhaust gases by a
chemical reaction with a solution of NaOH used as the absorbent with a concentration of
50 % by mass in this study.

1- Calibrated pipette for fuel flow rate measurement, 2, 3- Orifice meters for
inlet synthetic air and exhaust gases flow rates measurement, 4- Shaft encoder
(WDG58B- G24) for engine speed and crank angle measurement,
5- Piezoelectric sensor (PCB-112B11) for in-cylinder pressure measurement,
6, 7, 8, 9- K type thermocouples for exhaust gases temperature measurement,
10, 11- Gas analyzer (UEI Automotive Auto 4-2) for exhaust gases and inlet
synthetic atmosphere concentrations measurement.

Fig. (2) Layout of the test rig

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Paper: ASAT-13-TH-03
Table (1) Specifications of the diesel engine
Parameter
Model
Combustion chamber
Bore
Stroke
Displacement
Compression ratio
Cooling system
Number of cylinders
Maximum output
Injection timing
Starting

Description
Deutz F1L 511
Open type
100 mm
105 mm
825 cm3
17 : 1
Air cooling
One - vertical
8.3 HP at 1500 rpm
23o CA, BTDC
Electrical

Fig. (3) Assembly drawing of CO2 absorbing unit

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Paper: ASAT-13-TH-03
2NaOH + CO2 Na2CO3 + H2O + 1909.6 kJ / kg CO2
After passing through the absorber, the gases pass through the mist separator, in order to
protect the mixer, the surge tank and the engine from the corrosion effects due to NaOH
vapours. Then, the flow passes through the gas mixing unit which provides spices to the
exhaust gases moderating gases from high pressure bottles, in order to produce the
required synthetic air by the required concentrations. The fresh gases are stored in high
pressure bottles (100 bars), and fed to the mixing unit, via a system of control valves
(coarse and fine valves) for each bottle.
Then the prepared synthetic atmosphere passes into a surge tank, its volume is 0.156 m3
(more than 100 times the engine swept volume) in order to obtain more exact
concentration to the entire flow, lower pressure oscillation of the added fresh gases and to
ensure a steady and uniform flow for the entire synthetic air before entering the engine.
The experimental sequence is as follow, all the measuring instruments are calibrated and
zero adjusted before the starting of any experiment. Starting the engine must be done on
normal air mode, till it reaches to the steady state operation, Turning the mode of
operation to the closed mode, via control valves at the inlet and outlet of the engine, and
start feeding the treated exhaust by O2 and CO2 from high pressure bottles till reaching to
the desired inlet charge concentrations, checked by the gas analyzer device at the inlet of
the engine.
Using ASME Standard committee MFC- 2M [2], for uncertainties in flow measurements,
the uncertainties are determined and shown in Table (2).
Table (2) Conclusions of the uncertainty of the measured parameters
Parameter
Temperature
Orifice area
Synthetic air mass flow rate
Fuel consumption
power

Uncertainty %
Minimum Maximum
0.0222
0.434
0.799
1.14
0.8
1.2
3.33
4.33
0.46
2.05

Comment
High precision
High precision
High precision
Less precision
High precision

4. Results and Discussions

More than twenty three experiments were carried out to define the load characteristics of
the engine at open and closed modes with varying the concentrations of the inlet charge.
The experimental work is done in two parts having the same test conditions and constant
speed of 1500 rpm; the first is operating the engine on open mode for defining the
performance of the engine on normal air, with different O2 percentage in the engine
intake.

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The data acquisition system is used to record the data from the in-cylinder pressure
transducer and the crank shaft encoder to trace the cylinder pressure versus crank angle
() for each test. At variable loads, for different inlet charge concentrations, in-cylinder
pressure is taken for each 1 of crank angle and average of 100 consecutive engine cycles
to have accurate results. These results are used to observe the effect of varying the inlet
charge concentration on the combustion process.
Figures (4) to (6) show the improvement of the engine's performance due to increase O2
percentage in the inlet charge from 21% to 25% by volume on the expense of N2
concentration and the comparison between the theoretical and experimental results.
The reported improvement in the rated brake power of the engine by 20:30% from idling
to full load, as shown in Fig. (6), decreasing the fuel consumption by 17:22% from idling
to full load, as shown in Fig. (5), are due to increasing the pressure and the temperature
inside the cylinder, as shown in Fig. (4).
Brake power
Brake power

8.45

7.45

6.45

5
4
kW

kW

5.45
4.45
30% O2

3.45

25% O2
24% O2

2.45

21% O2

23% O2

22% O2

22% O2

1.45

23% O2

24% O2

21% O2

25% O2

0.45

0%

20%

40%

60%

80%

0%

100%

20%

40%

60%

80%

100%

Load %

Load %

Fig. (4) Theoretical and experimental effect of increasing O2 on brake power

Fuel consumption
1.8

1.8
1.7
1.6
1.5
1.4
1.3
1.2
1.1
1
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0

1.6
1.4
1.2
kg/hr

kg / hr

Fuel consumption

1
0.8
0.6
21% O2

21% O2

0.4

22% O2

22% O2

23% O2

23% O2

0.2

24% O2

24% O2

25% O2

25% O2

30% O2

0
0%

0%

20%

40%

60%

80%

100%

20%

40%

60%

80%

100%

Load %

Load %

Fig. (5) Theoretical and experimental effect of increasing O2 on Fuel consumption

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Combustion pressure
9
Combustion pressure

75
70

7
MPa

65

6
bar

60

21% O2
22% O2
23% O2
24% O2
25% O2
30% O2

5
4

55
50

21% O2
22% O2
23% O2

45

24% O2

25% O2

0%

20%

40%

60%

80%

40

100%

0%

Load %

20%

40%

60%

80%

100%

Load %

Fig. (6) Theoretical and experimental effect of increasing O2 on

combustion pressure
The second part of experimental work is operating the engine on closed mode, increase
CO2 percentage in the inlet charge to 35% by volume, 8% increment step, with constant
O2 percentage at 21%.
It is noticed that the presence of CO2 in the intake mixture would have a measurably
deleterious effect on the engine's performance in comparison with that achievable on a
normal air mixture.
In closed mode operation, especially at high loads, the engine becomes more available of
the presence of CO2 which reaches to 11% by volume in the inlet charge, the degradation
in engine performance and the validation of theoretical results can be clearly seen on
Figs. (7) to (9).
CO2 absorbs more energy than normal air in order to reach the same final temperature.
During the compression stroke it doesn't attain the auto-ignition temperature at the same
position of the piston, leads to increase the ignition delay period over that experienced in
naturally aspirated conditions, and reduce the reaction rate. Consequently, delays the
starting of combustion which leads to incomplete burning of the fuel, reducing the
available time for combustion and substantial drop in the max pressure is observed, as
shown in Fig. (9), which shows the reduction in the combustion pressure by increasing
the CO2 percentage.
The pressure reduction is more noticeable at high loads, as CO2 percentage increased,
when compared to normal air. This leads to increase the exhaust gas temperature,
increase the consumed fuel Fig. (8), reduce torque and output brake power Fig. (7) and
increase the BSFC.

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Brake power
6

7
6.5
6
5.5
5
4.5
4
3.5
3
2.5
2
1.5
1
0.5
0

kW

kW

Brake power

Normal air
CCDE

Normal air

CCDE-14% CO2

CCDE

CCDE-22% CO2

14% CO2

CCDE-30% CO2

22% CO2

CCDe-35% CO2

30% CO2

CCDE-40% CO2

35% CO2

0%

20%

40%

60%

80%

100%

0%

20%

40%

Load %

60%

80%

100%

Load %

Fig. (7) Theoretical and experimental effect of CCDE and increasing CO2 on brake
power
Fuel consumption

Fuel consumption
2

2.5
1.8
1.6

2
1.2

1.5

kg / hr

kg / hr

1.4

1
0.8

Normal air
CCDE
CCDE-14%CO2
CCDE-22% CO2
CCDE-30%CO2
CCDE-35%CO2
CCDE-40% CO2

0.5

Normal air

0.6

CCDE
14% CO2

0.4

22% CO2

0.2

30% CO2
35% CO2

0%

20%

40%

60%

80%

0%

100%

20%

40%

60%

80%

100%

Load %

Load %

Fig. (8) Theoretical and experimental effect of CCDE and increasing CO2 on fuel
consumption
Combustion pressure

5.99
5.79
5.59
5.39
5.19
4.99
4.79
4.59
4.39
4.19
3.99
3.79
3.59
3.39

70

60

bar

MPa

Combustion pressure
80

Normal air
CCDE
CCDE-14% CO2
CCDE-22% CO2
CCDE-30% CO2
CCDE-35% CO2
CCDE-40% CO2

50

40

21% O2
CCDE
14% CO2

30

22% CO2
30% CO2
35% CO2

20

0%

20%

40%

60%

80%

100%

0%

20%

40%

60%

80%

100%

Load %

Load %

Fig. (9) Theoretical and experimental effect of increasing CO2 on combustion

pressure in CCDE
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By increasing the CO2 percentage in the inlet charge to 35% by volume, 8% increment
step, more degradation in the engine's performance (brake power, BSFC and fuel
consumption) are observed for air and synthetic air operation.
It can be seen that a reduction of about 4:10% of the rated brake power from idling to
80% partial load respectively, increase in the fuel consumption by about 11:20% from
idling to 80% partial load. Also, it can be seen that the results of experimental work have
the same trend of the theoretical results but there are some discrepancies in some values
due to the used coefficients in the theoretical model which needs some correlations and
mean that the model is acceptable for presenting the engine's performance for open and
closed modes.

5. Conclusions
The basic concept of the closed cycle diesel engine is relatively simple, but its practical
implementation is quite complex, expensive and time consuming. This is due to many
different designs and operating variables associated not only with the engine itself but
also, with the subsystems used to create and manage the synthetic air loops. Much
attention should be given to well matching of subsystems and sufficient precaution and
safety awareness will be taken.
From the present work the following could be concluded:
1.

Increasing O2 percentage leads to increase the released heat from combustion

process which transformed into extra work for the engine, translated into enhancing
the output performance of the engine as increasing the rated brake power of the
engine by 20:30% from idling to full load, decreasing the BSFC by 25:30%,
increasing the BMEP by 20-25% and decreasing the fuel consumption by 17:22%
from idling to full load.

2.

Complete closed cycle has been successfully developed; presence of CO2 in the
inlet charge is a thermodynamic problem. CO2 is a tri-atomic gas; its presence in
the inlet charge increases the heat capacity of the mixture, hence decreasing the
ratio of specific heats and reducing the temperature and pressure within the cylinder
at the end of compression stroke. Operating the engine on closed mode and
increasing CO2 percentage to 35% on the expense of N2, at constant O2 percentage,
leads to a lowering the in-cylinder peak pressure by about 15:25% from idling to
full load.

3.

Theoretical model for calculating thermodynamic properties of the engine has been
successfully developed. Modifications to existing model have been improved from
experimental work to be successful for predicting the engine's performance whilst
operating under air or synthetic air.

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6. References
[1]
[2]
[3]
[4]
[5]
[6]
[7]

G. A. Karime, D. E. Gee and R. T. C. Satterford, "Performance of a C.I engine in

unconventional atmosphere", Journal of The Engineer, Technical Contributors
Section, Vol. 219, pp 551-556, March 1965.
A. Fowler, "Hybrid computer simulation and validation of a closed cycle diesel
engine", proceedings of UKSC Conference on Computer Simulation, Bath
University, pp 380-390, September, 1984.
A. Fowler, "Underwater power sources", Society for under water Technology, Sub
technical 83 Conference, 1983.
J. G. Hawley, S. J. Ashcroft and M. A. Patrick, "The effects of non- air mixtures on
the operation of a diesel engine by experiment and by simulation", proceedings of
IMechE, paper A04169, Vol. 212, part A, pp 55-67, 1998.
J. G. Hawley, S. J. Ashcroft and M. A. Patrick, "Diesel engine research for
underwater applications", Transaction IMareE, Vol. 106, part 2, pp 61-75, 1993.
H. W. Wu, C. T. Shu, "Effects of operating parameters on steady and transient
behaviors of a closed cycle diesel engine", Journal of Energy Conversion and
Management, Vol. 47, pp 2070-2080, March 2006.
R. B. Abernethy, R. P. Benedict and R. B. Dowdell, ASME measurement
uncertainty, Journal of Fluids Engineering, Transactions of the ASME, Vol. 107,
pp 162-164, June 1985.

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