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The purpose of this paper is to investigate power performance, economy and hydrocarbons (HC)/carbon monoxide (CO) emissions of diesel fuel on a two-stoke direct injection (DI) spark ignition (SI) engine.

Experimental study was carried out on a two-stroke SI diesel-fuelled engine with air-assisted direct injection, whose power performance and HC/CO emissions characteristics under low-load conditions were analysed according to the effects of ignition energy, ignition advance angle (IAA), injection timing angle and excess-air-ratio.

The results indicate that, for the throttle position of 10%, a large IAA with adequate ignition energy effectively increases the power and decrease the HC emission. The optimal injection timing angle for power and fuel consumption is 60° crank angle (CA) before top dead centre (BTDC). Lean mixture improves the power performance with the HC/CO emissions greatly reduced. At the throttle position of 20%, the optimal IAA is 30°CA BTDC. The adequate ignition energy slightly improves the power output and greatly decreases HC/CO emissions. Advancing the injection timing improves the power and fuel consumption but should not exceed the exhaust port closing timing in case of scavenging losses. Burning stoichiometric mixture achieves maximum power, whereas burning lean mixture obviously reduces the fuel consumption and the HC/CO emissions.

Gasoline has a low flash point, a high-saturated vapour pressure and relatively high volatility, and it is a potential hazard near a naked flame at room temperature, which can create significant security risks for its storage, transport and use. The authors adopt a low volatility diesel fuel for all vehicles and equipment to minimise the number of different devices using various fuels and improve the potential military application safety.

Under low-load conditions, the two stroke port-injected SI engine performance of burning heavy fuels including diesel or kerosene was shown to be worse than those of gasoline. The authors have tried to use the DI method to improve the performance of the diesel-fuelled engine in starting and low-load conditions.

The SPV580 stepped piston engine has been designed and developed for UAV application. The gasoline engine produces a minimum of 30kW at 5000 RPM, increasing to 35.4kW if exhaust tuning can be permitted. The gasoline performance of this novel engine design is presented together with work to investigate the feasibility and performance characteristics of kerosene fuelling.

The purpose of this paper is to compare the combustion characteristics, including the combustion pressure, heat release rate (HRR), coefficient of variation (COV) of indicated mean effective pressure (IMEP), flame development period and combustion duration, of aviation kerosene fuel, namely, rocket propellant 3 (RP-3), and gasoline on a two-stoke spark ignition engine.

This paper is an experimental investigation using a bench test to reflect the combustion performance of two-stroke spark ignition unmanned aerial vehicle (UAV) engine on gasoline and RP-3 fuel.

Under low load conditions, the combustion performance and HRR of burning RP-3 fuel were shown to be worse than those of gasoline. Under high load conditions, the average IMEP and the COV of IMEP of burning RP-3 fuel were close to those of gasoline. The difference in the flame development period between gasoline and RP-3 fuel was similar.

Gasoline fuel has a low flash point, high-saturated vapour pressure and relatively high volatility and is a potential hazard near a naked flame at room temperature, which can create significant security risks for its storage, transport and use. Adopting a low volatility single RP-3 fuel of covering all vehicles and equipment to minimize the number of different devices with the use of a various fuels and improve the application safeties.

Most two-stroke spark ignition UAV engines continue to combust gasoline. A kerosene-based fuel operation can be applied to achieve a single-fuel policy.

The purpose of this paper is to investigate the knock combustion characteristics, including the combustion pressure, heat release rate (HRR) and knock intensity of aviation kerosene fuel, that is, Rocket Propellant 3 (RP-3), on a port-injected two-stoke spark ignition (SI) engine.

Experimental investigation using a bench test and the statistical analysis of data to reflect the knock combustion characteristics of the two-stroke SI unmanned aerial vehicle (UAV) engine on RP-3 kerosene fuel.

Under the full load condition of 4,000 rpm, at the ignition timing of 25 degree of crank angle (°CA) before top dead centre (BTDC), the knock combustion is sensitive to the thinner mixture; therefore, the knock begins to occur when the excess air ratio is larger than 1.0. When the excess air ratio is set as 1.2, the knock obviously appears with the highest knock intensity. At the excess air ratio of 1.2, better engine performance is obtained at the ignition timing range of 20-30 °CA BTDC. However, the ignition timing at 30° CA BTDC significantly increases the peak combustion pressure and knock intensity with the advancing heat release process.

Gasoline has a low flash point, a high-saturated vapour pressure and relatively high volatility, and it is a potential hazard near a naked flame at room temperature, which can create significant security risks for its storage, transport and use. The authors adopt a low-volatility single RP-3 kerosene fuel for all vehicles and equipment to minimise the number of different devices using various fuels and improve the military application safety.

Most two-stroke SI UAV engines for military applications burn gasoline. A kerosene-based fuel for stable engine operation can be achieved because the knock combustion can be effectively suppressed through the combined adjustment of the fuel amount and spark timing.

This paper aims to present experimental experience of heavy fuelling of a spark ignition crankcase scavenged two-stroke cycle unmanned aerial vehicle (UAV) engine, particularly focusing on the effects of compression ratio variation, and to cross-correlate with the results of fluid dynamic modelling of the engine and fuels used.

One-dimensional modelling of the engine has been conducted using WAVE software supported by experimental dynamometer testing of a spark ignition UAV engine to construct a validated computational model using gasoline and kerosene JET A-1 fuels.

The investigation into the effects of compression ratio variation via fluid dynamic simulation and experimental testing has allowed an assessment of the approach for improving heavy fuel operation of UAV engines using auxiliary transfer port fuel injection. The power level achieved with reduced compression ratio heavy fuel operation is equal to 15.35 kW at 6,500 revolutions per minute compared to 16.27 kW from the standard gasoline engine or a reduction of 5.7%.

The studied engine is specifically designed for UAV applications. The validation of the computational models to explore the effects of compression ratio and heavy fuel injection on the solution and cost is supported by experimental tests.

The application of auxiliary port fuel injection of heavy fuel and associated compression ratio optimisation offers an alternative approach to achieve the safety and logistical challenges of the single fuel policy for UAVs. The application of WAVE to simulate crankcase scavenged two-stroke cycle engines has been applied in very few cases. This study shows further exploratory work in that context.

The purpose of this paper is to present results of practical experience of cold starting a gasoline engine on low volatility fuel suitable for unmanned aerial vehicle (UAV) deployment.

Experimental research and development is carried out via dynamometer testing of systems capable of achieving cold start of a spark ignition UAV engine on kerosene JET A-1 fuel.

Repeatable cold starts have been satisfactorily achieved at ambient temperatures of 5°C. The approximate threshold for warm engine restart has also been established.

For safety and supply logistical reasons, the elimination of the use of gasoline fuel offers major advantages not only for UAVs but also for other internal combustion engine-powered equipment to be operated in military theatres of operation. For gasoline crankcase-scavenged two-stroke cycle engines, this presents development challenges in terms of modification of the lubrication strategy, achieving acceptable performance characteristics and the ability to successfully secure repeatable engine cold start.

The majority of UAVs still operate on gasoline-based fuels. Successful modification to allow low volatility fuel operation would address single fuel policy objectives.

Describes the basic orbital combustion process X engine and gives the specification of the lubricant required. Sets out the objectives of a programme for the development of a lubricant for the IAPAC two‐stroke engine being developed in France and Italy. Also describes ELEVATE, another development engine.

EKATO, specialists in mixing technology, have developed single and double acting mechanical seals with silicon carbide rings specifically designed for installation in bottom entry agitators as a protection against crystallising and abrasive suspensions.

Controlling paint production. Paint users are placing higher demands on the manufacturer. All paint producers should now consider data acquisition — and possibly automated paint manufacturing if the volumes of certain products will justify it.

This work aims to investigate the effects of neglecting, modelling or partly resolving turbulent fluctuations of velocity, temperature and concentrations on the predicted turbulence-chemistry interaction in urea-selective non-catalytic reduction (SNCR) systems.

Numerical predictions of the NO conversion efficiency in an industrial urea-SNCR system are compared to experimental data. Reactor models of varying complexity are assessed, ranging from one-dimensional ideal reactor models to state-of-the-art computational fluid dynamics simulations based on the detached-eddy simulation (DES) approach. The models use the same reaction mechanism but differ in the degree to which they resolve the turbulent fluctuations of the gas phase. A methodology for handling of unknown experimental data with regard to providing adequate boundary conditions is also proposed.

One-dimensional reactor models may be useful for a first quick assessment of urea-SNCR system performance. It is critical to account for heat losses, if present, due to the significant sensitivity of the overall process to temperature. The most comprehensive DES setup evaluated is associated with approximately two orders of magnitude higher computational cost than the conventional Reynolds-averaged Navier–Stokes-based simulations. For studies that require a large number of simulations (e.g. optimizations or handling of incomplete experimental data), the less costly approaches may be favored with a tolerable loss of accuracy.

Novel numerical and experimental results are presented to elucidate the role of turbulent fluctuations on the performance of a complex, turbulent, reacting multiphase flow.