Diesel used as gasoline 'spark plug' improves economy and emissions

BigWarpGuy · 08-12-2009, 05:27 AM

Here is a Gizmag article on combing 'diesel' and 'gasoline' technology.

That is one big engine.

Perhaps a little too big for a Smart Fortwo.

chieftmc · 08-12-2009, 05:36 AM

Quote:

Originally Posted by BigWarpGuy

...
That is one big engine.

Perhaps a little too big for a Smart Fortwo.

Maybe not for a Cabrio

GHammerly · 08-12-2009, 06:38 AM

Awesome engine! Nice article. People in gas stations are going to be lining up to the pumps that have both Diesel and Gasoline and paying twice to get both fuels

. Two fuel caps to open LOL!

Old smart · 08-12-2009, 06:59 AM

I'd like to see Mercedes do more with their DiesOtto engine (like make a 1-liter, triple-lunger).

Smart Enuf · 08-12-2009, 07:19 AM

The engine shown in the pic looks like one of those enormous compression-ignition engines using bunker fuel (tarlike diesel substitute) on an ocean-going vessel. So it's probably unlikely that the "using diesel as a gasoline spark plug" is going to work in that particular type of engine.

Old smart · 08-12-2009, 09:01 AM

Quote:

Originally Posted by Smart Enuf

The engine shown in the pic looks like one of those enormous compression-ignition engines using bunker fuel (tarlike diesel substitute) on an ocean-going vessel. So it's probably unlikely that the "using diesel as a gasoline spark plug" is going to work in that particular type of engine.

The low-speed marine diesels such as the one noted are in fact dual-fuel engines. They burn pre-heated heavy fuel oil (Bunker C, #6 Oil, HFO 380, etc.) on the sea passage, and ambient temperature distillate (Marine Gasoil, Marine Diesel, #2 Oil, DFM, etc.) while maneuvering and in-port.

“Low-speed” means an engine designed to run between 90 and 120 RPM, and can propel a ship quite fast. The fact that they are low-speed eliminates the requirement for heavy, expensive reduction gears – they are clutched directly to the tailshaft and propeller. The engines can be described as “low-speed, direct-reversing, turbocharged, air-scavenging, two-stroke, crosshead diesels.” To back the vessel astern, the engine is slowed, de-clutched, stopped, re-started in reverse (a two-stroke can do that), and then re-clutched. Takes a while. The Chief Engineer is always fretting about “too many bells” from the bridge and running out of start-air in his accumulators. A cylinder can be taken off-line by disconnecting the piston at the crosshead, and the engine still can be run (somewhat). The engines are built-up modular-fashion by stacking cylinders – each basically an individual engine with a common crankshaft. During construction planning, ship owners order the required engine power by the number of cylinders.

I was happy to be a steam guy, and fortunately was only responsible for one large, low-speed powered vessel. I had a nine cylinder, 28,000 shaft HP, Mitsubishi-Sulzer 9RT in M/V JEB STUART that would push the 850’ ship at 21 knots (engine power, ship size, and speed moderate by current standards).

http://gcaptain.com/maritime/blog/emma-maersk-engine/

Smart Enuf · 08-13-2009, 04:47 PM

Quote:

Originally Posted by Old smart

The low-speed marine diesels such as the one noted are in fact dual-fuel engines. They burn pre-heated heavy fuel oil (Bunker C, #6 Oil, HFO 380, etc.) on the sea passage, and ambient temperature distillate (Marine Gasoil, Marine Diesel, #2 Oil, DFM, etc.) while maneuvering and in-port.

“Low-speed” means an engine designed to run between 90 and 120 RPM, and can propel a ship quite fast. The fact that they are low-speed eliminates the requirement for heavy, expensive reduction gears – they are clutched directly to the tailshaft and propeller. The engines can be described as “low-speed, direct-reversing, turbocharged, air-scavenging, two-stroke, crosshead diesels.” To back the vessel astern, the engine is slowed, de-clutched, stopped, re-started in reverse (a two-stroke can do that), and then re-clutched. Takes a while. The Chief Engineer is always fretting about “too many bells” from the bridge and running out of start-air in his accumulators. A cylinder can be taken off-line by disconnecting the piston at the crosshead, and the engine still can be run (somewhat). The engines are built-up modular-fashion by stacking cylinders – each basically an individual engine with a common crankshaft. During construction planning, ship owners order the required engine power by the number of cylinders.

I was happy to be a steam guy, and fortunately was only responsible for one large, low-speed powered vessel. I had a nine cylinder, 28,000 shaft HP, Mitsubishi-Sulzer 9RT in M/V JEB STUART that would push the 850’ ship at 21 knots (engine power, ship size, and speed moderate by current standards).

Wartsila-Sulzer Super Engine – The Emma Maersk’ s Enormous Power Plant

I don't disagree with you; I was just pointing out that the ocean-going vessel engine shown doesn't use gasoline, so injecting diesel into it "as a gasoline spark plug" wouldn't make much sense.

eddie.vandermark · 08-13-2009, 05:20 PM

Perhaps that would've saved me from a huge mistake when I was in Italy a few years ago and put diesel into my rented smart forfour instead of unleaded. Yeah, thank goodness we got the rental car insurance!

Tip for ya'll. When traveling by car in Italy, Gasolio is Diesel and Senza PB is Gasoline. Yeah, oops! =)

Old smart · 08-13-2009, 05:21 PM

Quote:

Originally Posted by Smart Enuf

I don't disagree with you; I was just pointing out that the ocean-going vessel engine shown doesn't use gasoline, so injecting diesel into it "as a gasoline spark plug" wouldn't make much sense.

Nah, no gasoline, but they do use walnut shells.

Yup, ground walnut shells are used at intervals to scour and blow out the turbochargers (two-stroke HFO diesel = beaucoup soot).

N.B. Gasoline has been used with distilate fuel in the past. Military/USAF JP-4 (and commercial Jet-B) was a 50-50 mixture of gasoline and aviation kerosene. Not used anymore - too dangerous.