A Vile Invention - The Diesel Engine

[nuvisys]

Vile Invention

Dark was that day when Diesel conceived his grim engine that begot you, vile invention, more vicious, more criminal than the camera even, metallic monstrosity, bale and bane of our culture, chief woe of our Commonweal. How dare the Law prohibit hashish and heroin yet license your use, who inflate all weak inferior egos? Their addicts only do harm to their own lives: you poison the lungs of the innocent, your din dithers the peaceful, and on choked roads hundreds must daily die by chance-medley. Nimble technicians, surely you should hang your heads in shame. Your wit works mighty wonders, has landed men on the Moon, replaced brains by computers, and can smithy a "smart" bomb. It is a crying scandal that you cannot take the time or be bothered to build us, what sanity knows we need, an odorless and noiseless staid little electric brougham.

W.H. Auden (1907-1973), A Curse:



[The diesel engine is indeed a vile invention coz the emissions cant be controlled even after the developmemt of aftertreatment technologies (egr, scr, dpf, doc, which are on the waste side of the engine). Due to this, Volkswagen had resorted to installing a cheating software to let it appear that their cars are emissions-compliant. VW had admitted that they had installed the cheating software to 11M cars worldwide!

*The diesel engine is indeed a vile invention if we take into account the dirty emissions it had caused to our cities. Due to the difficulty of cleaning its emissions, car mfrs, VW, etc, had cheated, installed cheating software to create the illusion that their cars' emissions are within standards.

Because of this, the EU is now banning diesel cars in some of their major cities; planning to remove the diesel engines entirely in the future.

[nuvisys]

The Diesel Engine

Rudolf Diesel was born in 1868 in Paris, France to Bavarian German parents. He spent his youth in France, England and Bavaria. After getting his degree in engineering in 1880, Diesel returned to Paris where he designed and built a modern refrigeration and ice plant.

At that time, ice was produced by large steam engines that created refrigeration. While powerful, steam engines are quite inefficient, with up to 90 percent of their energy being wasted, and Diesel began researching thermal and fuel efficiencies.

Diesel's goal was to create a high compression, self igniting engine based on the thermodynamic cycle. Experimenting with steam and ammonia vapor, Diesel eventually settled on an oil-based fuel that was injected at the end of compression, and ignited by the high temperature resulting from compression.

In 1896, Diesel demonstrated an engine with an unheard of 75 percent efficiency, and although refined many times over the years, the diesel engine that we use today is essentially Diesel's 1896 design.

Diesel envisioned his engine being used by individuals and small companies to compete with larger companies in areas such as farming and construction. Today, the diesel engine is indispensable in the transport and construction industries.

On the evening of September 29, 1913, Diesel boarded a ship in Antwerp on his way to England to discuss his engine with the British for their submarines. He never made it.
Instead, his body was found floating in the North Sea, and whether his death was from suicide or murder has never been determined.

[nuvisys]

"The simplest way to solve a problem is the correct one"
"K.I.S.S."

Modern diesel engines (euro 4 compliant) use DPFs the to trap the exhaust smoke and filter PM and other impurities. Eventually, it will be clogged and require maintenance. The EGR is so COMPLICATED and poorly designed. Imagine trapping engine exhaust to clean its exhaust. Illogical, imo. Cheap and simple electronic devices are required so that the EGR/DPF could be virtually eliminated or simplified so that diesel engines requires no/very less maintenance to be compliant with govt standards.

These devices could greatly reduce emissions from euro 1 engines (non-crdi, no scr/egr/dpf/doc/def).


"A Diesel Particulate Filter, or DPF, is a device designed to collect diesel particulate matter or soot from the exhaust gas of a diesel engine. When the filter gets clogged, it triggers a "regeneration cycle". This cycle floods the catalytic converter full of diesel fuel and then ignites the fuel to burn off the trapped soot. This is what causes the reduction in power and drivability of the vehicle. In addition, any unburned fuel ends up in the crankcase mixed with the engine oil. Furthermore, excessive soot backs up into the turbo, requiring mandatory maintenance or damage will occur. Eventually, after 50,000 to 100,000 miles, the DPF will need to be replaced at the cost of approximately $2000.00. The result...less mileage, reduced power, contaminated engine lubricants and increased maintenance costs.

The DPF Delete Kit is the solution for 2007 or newer Ford 6.4L Powerstroke, GM / Chevy LMM 6.6L Duramax andDodge 6.7L Cummins Diesel engines. It combines two elements, the DPF Delete Pipe and the Diesel Race Tuner."

[nuvisys]

*VW scandal: why is it so hard to make clean diesel cars?

VW may have to recall up to 500,000 diesel cars in the United States and 11 million vehicles worldwide because they emit up to 40 times the allowable levels of air pollutants that are called nitrogen oxides (NOx), The New York Times reported.

The company is now embroiled in a scandal after it was revealed that Volkswagen deliberately turned off the filter designed to trap NOx from the exhaust.

"They just wrote a piece of code that said, 'only turn it on when you're being tested,'" said Jorn Herner, chief of the Research Planning, Administration, and Emission Mitigation Branch of the California Air Resources Board's research division. The breadth and flagrant nature of the cheating has enraged many car owners and has forced the company's CEO to resign. [Hyperloop, Jetpacks & More: 9 Futuristic Transit Ideas]

But the recall has also raised this question: Was it so hard to make diesel cars run with low emissions that the company had to resort to cheating?
It turns out that diesel engines have an inherent trade-off between power, fuel efficiency and clean emissions, experts said.

"You have power, you have energy, you have emissions: You get to choose two of them," said Don Hillebrand, the director of energy systems research at Argonne National Laboratory in Illinois, and the former president of the Society for Automotive Engineers.

In this case, Volkswagen prioritized power and fuel economy over meeting the state and the U.S. Environmental Protection Agency's emissions standards, Herner said.

[nuvisys]

Gasoline engines

To understand why this trade-off exists, it's helpful to know about the differences between diesel and gasoline combustion engines. The gasoline engines that most American cars use work by igniting a vapor of gasoline and air using a spark plug. When the gasoline-air vapor combusts, it expands and pushes a piston down, producing the torque that turns the wheels and propels the car.
Because gasoline is highly refined, it's composed of a fairly uniform mix of relatively short chains of linked hydrogen and carbon atoms, known as hydrocarbons, Hillebrand said.
"You know exactly what the fuel looks like," Hillebrand told Live Science. "It's fairly easy to know exactly the chemical composition of your exhaust."

With uniform combustion products, it's a relatively simple matter to clean the exhaust. Gas engines use simple catalysts, such as a material like platinum, to bind poisonous chemicals like carbon monoxide, and convert them to harmless substances such as carbon dioxide. (Carbon dioxide is the primary greenhouse gas driving climate change, but is also the harmless substance we exhale whenever we breathe.) Carmakers have become extremely good at cleaning gasoline emissions, Hillebrand said.

"After exhaust comes out of a gasoline engine, the air is actually cleaner than the background air in Chicago," Hillebrand said. [6 Unexpected Effects of Climate Change]

Diesel engines

Diesel engines work differently. Instead of using a spark plug to combust the fuel, a diesel engine compresses a mist of the liquid fuel and air to incredibly high temperatures and pressures — sometimes thousands of degrees Fahrenheit. This pressure-cooker environment is actually what causes the mixture to spontaneously combust.

Because the mixture spontaneously combusts, it's at the perfect pressure and temperature to efficiently burn energy in the fuel. The greater gas expansion causes more powerful compression of the pistons, which produces more torque, Hillebrand said. Big rigs use diesel precisely for this extra towing ability, he said. (To withstand the ultrahigh temperatures and pressures produced in the combustion process, diesel engines must also be made of much sturdier, thicker materials, which is why they can run for hundreds of thousands of miles, Hillebrand added).

Diesel fuel

Diesel fuel is also different from gasoline. The thick, syrupy substance isn't much different from the oil pulled directly from deep underground. Chemically, it's barely refined and contains a mix of much longer hydrocarbon chains and other mystery compounds, Hillebrand said.
Because it's chock full of longer hydrocarbon chains, each gallon of diesel fuel contains more energy. Combining the more energy-dense fuel with its more efficient combustion process, the diesel engine can achieve much higher fuel economy.

But, the trouble is that "it's got chemicals in there and things that will burn that you don't always know what they are," although many of them are rich in sulfur, Hillebrand said.
The old diesel cars that belched stinky, sooty exhaust were spewing lots of this sulfurous particulate matter into the atmosphere. Nowadays, carmakers have gotten very good at trapping this type of air pollutantfrom diesel exhaust, he said. (Ultra-low sulfur diesel fuel also dramatically reduces these emissions, according to the U.S. Department of Energy.)

Noxious fumes

But Volkswagen ran into trouble when trying to trap another type of pollutant, called NOx. NOx includes a variety of nitrogen and oxygen chemical compounds (such as NO2, NO3, etc.) that only form at high temperatures. NOx reacts with sunlight in the atmosphere and converts into ozone, and ozone is an irritant, Herner said.

"It's what makes your eyes water, it makes your throat hurt, it exacerbates asthma and there are all sorts of cardiovascular problems you can get from it," Herner said.
Diesel cars produce much more NOx than gasoline cars. For instance, when Herner and his colleagues tested emissions from 20,000 2009 and later model passenger cars in Los Angeles, just 0.6 percent were diesel cars, yet they produced a significant fraction of the NOx emissions, and most came from Volkswagens and Audis, he said.

"The temperatures and pressures under which a diesel engine runs the most fuel efficient and the most peppy are also the conditions that will convert the maximum amount of oxygen and nitrogen into NOx," Herner told Live Science.

The United States has moved to sharply curb NOx emissions, and the Obama administration recently proposed even lower ozone standards, which will fuel even further NOx reductions. In Europe, where about half of the cars run on diesel fuel, regulators have instead focused on raising fuel economy and reducing carbon emissions, with the trade-off being dirtier air, Herner said. [The 10 Most Polluted Places on Earth]

Dirty emissions, greater power

Cleaning NOx from diesel fuel is also a challenging process. Because of the fuel's more varied composition and the engine's use of spontaneous combustion, it's not clear exactly when and exactly which compounds have formed, making it trickier to clean up, Hillebrand said.
About a decade ago, before emissions standards were lowered, car companies pursued different strategies for solving this problem.

"Different manufacturers made bets on different technology," Herner said.
Cars built by Mercedes-Benz, for instance, inject an extra fluid called urea to convert NOx into less harmful substances. This approach (called Bluetec) doesn't compromise on fuel economy or power, but it requires a separate tank for the urea, which must be periodically refilled, Herner said.

[nuvisys]

"The simplest way to solve a problem is the correct one"
"K.I.S.St****"

Based on the above info, the diesel engine should be phased-out, asap. SCR/EGR/DPF are first aid (temporary) measures, designed by inventors so that the diesel will emit less smoke and thus, save the environment. Without these gizmos, the world will look down on the diesel engine as a vile invention.

Please observe that these devices are all on the 'waste side', which means that they are illogical and complicated. Who, in his right mind will feed back a portion of his waste to clean his waste? A doctor would be shocked at the idea. The designs trap the waste (smoke) in the muffler system for processing. This is the function of the DPF. EGR will feed back a portion of the waste (smoke) into the engine. SCR also trap the smoke for processing. The muffler should not have anything that will impede the exhaust, such as the Euro 1 and Euro 2 engines.

(Imo, SCR is a better design than EGR because nothing is fed back to the engine).

One of the possible 'cure' in removing smog is by electronic devices that oppositely polarize the air/fuel particles. When the two elements (air/fuel) are sucked in the mixing chamber, they are thoroughly mixed, resulting in the highest level of combustion, thus, almost all the fuel is burned. (without the expensive crdi). We call this 'Polarized Combustion'.

In the future, we hope that these device/s will be tested by EPA/CARB so that the future of the diesel engine is ensured. One scenario that we are expecting is, if our devices reduce the smoke down to less than 1% (CO), a greatly simplified version of SCR (minus DPF) can be installed to bring down CO to less than 0.50%. When electronic devices will be installed in tandem with a modernize SCR, expect great things to happen!

[nuvisys]

[QUOTE=nuvisys;32211]

"The simplest way to solve a problem is the correct one"
"K.I.S.St****"

"Based on the above, the diesel engine should be phased-out, asap. SCR/EGR/DPF are first aid (temporary) measures, designed by inventors so that the diesel will emit less smoke and thus, save the environment. Without these gizmos, the world will look down on the diesel engine as a vile invention and kick it out of existence."

*{Ordinarily, random charges on the air and fuel molecules occur, manufacturers resorted to crdi, efi, 'swirl', etc., to mix these two elements for better combustion. Such measures didn't burn the fuel properly and try as they may, severe emissions still persists. The application of SCR, EGR, DPF, DEF, DOC, etc., didn't solve emissions completely; and now here come the much acclaimed ACCT of the EU, which could be complicated, expensive and massive in size; maybe.

Here comes the NUVITRON, a simple, lightweight and cheaper (just a wee bit over 300usd) alternative way of reducing diesel emissions. We call the process of it's operation, 'Polarized Combustion'. We applied opposite polarization on the air and fuel molecules. This process of mixing air and fuel particles is by far the simplest way to mix air/fuel in the mixing chamber. They don't have to be coaxed to cling together. They naturally do this on their accord. The result? A Euro 1 engine with CO = 8% will drop down to 0.76% in less than two seconds!

I am but a mere radio technician who have several decades of dabbling in electronic circuits. Why am I here? It's because, I believe that some divine or supernatural entity had guided me all these years to extract this idea from the akashic records, the source of all knowledge. If you call me 'nuts', you may be right. What matters most is that I am pleased to be the instrument to bring this process to prevent the demise of the 'vile' invention - the diesel engine and help combat climate change by reducing smog and help clean the air today and for all coming generations. Thus, I bow down to end this boring monologue.}