High-speed Engine Research Articles

Multiple-objective optimization of Jet Controlled Compression Ignition (JCCI) mode with dual-direct injection in a high-speed light-duty engine

Jet Controlled Compression Ignition (JCCI) mode with dual-direct injection of diesel and gasoline has been demonstrated by the engine experiments to provide an effective control on the combustion process without sacrificing the advantages on efficiency and emissions performance. The multiple-objective optimization of JCCI mode based on the 186FA engine at 75 % engine load with an engine speed of 3000 r/min was carried out in this research by the combination of Three-Dimensional (3D) Computational Fluid Dynamics (CFD) and Genetic Algorithm (GA). The simulation results indicate that the ignition timing and the combustion phasing can be effectively controlled by the jet-injection diesel, and the pre-injection gasoline mainly affects the combustion stage from CA50 to CA90. With the increase of the pre-injection energy ratio, higher initial in-cylinder temperature is required to ensure the engine performance. The optimal results present that JCCI mode can achieve high efficiency and low emissions simultaneously when the combustion phasing is at 5 ∼ 9 °CA ATDC. The low EISFC, NOx and soot emissions can be realized when SOIpre and SOIjet are retarded to −63 and −28 °CA ATDC, respectively, which prepares the appropriate premixed charge considering the equivalence ratio and reactivity. The comparisons of the typical cases reveal that the high-temperature combustion process gradually translates to the two-stage characteristics when the SOIjet retards from −27.77 to −18.88 °CA ATDC, the combustion duration is prolonged slightly and the in-cylinder temperature is decreased, resulting in the reduction of pmax by 0.42 MPa, NOx emissions by 0.07 g/kWh, associating with the lower heat transfer loss and exhaust loss. In addition, the NOx emissions in JCCI mode are mainly generated within the high-temperature combustion region of the jet-injection diesel spray target location.

Anxiety and variation of clinical parameters during third molar surgery

During dental appointments, patients often present anxiety and exacerbated fear, especially in surgical procedures. These reactions can promote systemic alterations, such as elevated blood pressure, fainting, and convulsions. The aim of this study was to evaluate the level of anxiety of patients during the lower third molar extraction procedure, seeking indicative parameters of possible complications and, at the same time, contributing to a safe and less uncomfortable procedure for the patient. Forty patients needing extraction of the lower third molar were selected. The study had an evaluator to monitor the systemic variables: blood pressure, oxygen saturation, respiratory and heart rate - while the same surgeon performed the surgical procedures, always using the same surgical technique for all patients. At the anamnesis and at the end of the surgery, the patients answered a visual analogue scale (VAS) questionnaire on anxiety. The results showed that for the four variables observed during the surgery, only the oxygen saturation did not present a statistically significant variation during the procedure. All the others showed changes, mainly during the use of the high-speed engine. We concluded that anxiety, fear and stress showed influences on systemic factors during the extraction procedure. It shows the importance of careful anamnesis and the knowledge of patient systemic diseases before starting any surgery to prevent risks or complications.

Development of a Marine LPG-Fueled High-Speed Engine for Electric Propulsion Systems

As regulations on emissions from ships become stricter worldwide, new propulsion systems and the use of eco-friendly fuel are being introduced as alternative solutions. Therefore, many studies on electric propulsion systems using various power sources are being conducted. Conventional diesel propulsion systems are available from small to large scale, but in the case of LPG propulsion systems, some specifications are limited, and their application is impossible. In addition, due to the limitations of the companies participating in the development of small and medium-sized engines, marine empirical research into existing shore engines is required rather than developing new engines. In this study, a generator using LPG fuel was developed for such an eco-friendly electric propulsion system and tested in the field. Accordingly, a 230 kW-class waterjet type LPG engine for electric propulsion was developed and developed for patrol ships, which are small and medium-sized ships. A system that considers the marine environment was developed, and various data were recorded through test operation under various loads. The results of this study can be used for the development of various auxiliary engine systems, and the test operation procedure of this development can be applied to the development of small and medium-sized LPG engines of different capacities. In addition, it can have a big impact on the business of converting marine engines from onshore engines. However, the development costs and improving the efficiency are still areas to be further improved through future research.

Investigation of Vehicle Engine Driving Comfort Used in Vibration Dampers

In this study, it is aimed to reduce the vibration transmitted to the chassis by using vibration dampers in the connection between the vehicle engine and chassis. A theoretical and experimental study was examined. The vibration damper is an elastic material. In the structure of this material, spring and damping are combined with the suspension system. In this study, insulation ratios between the two were compared using new and old dampers. As the engine speed changes in the vehicles, the vibration size it produces also changes. This causes severe discomfort to the driver and passengers in the vehicle. It was observed that the vibration magnitude passing from the engine to the chassis decreased by 50%. When the old and new dampers are compared, it is seen that the vibration isolation of old dampers is very weak. Therefore, it was concluded that the appropriate damper should be selected according to the mass and operating conditions of the engine. Also, it was observed that vibration amplitude increases at low engine speeds, and vibration amplitude decreases at high engine speeds. It has been found that the new vibration damper is a better insulating material than the worn damper.

High-speed measurements and conditional analysis of boundary-layer flows at engine speeds up to 2500 rpm in a motored IC engine

The importance of near-wall processes in internal combustion engines, such as near-wall heat transfer, will increase with the current trend toward engine downsizing. Engine boundary layers have been shown to differ from canonical steady-state turbulent boundary layers. A comprehensive understanding of the structure and behaviour of engine boundary layers is required, especially for predictive wall models used in numerical simulations.In the present study, the boundary layer flow over the piston surface in an optically accessible spark ignition engine was investigated using high-resolution, high-speed particle tracking velocimetry. To resolve the phase-averaged viscous sublayer for technically relevant engine speeds up to 2500 rpm, a vector resolution of up to 5 µm perpendicular to the wall was implemented. During compression, the conventionally phase-averaged flow relative to the piston surface resembles canonical flows over a flat plate. However, the results show that no logarithmic layer is present even at higher engine speeds and Reynolds numbers, extending the findings of previous studies. At 2500 rpm and 0.95 bar intake load, the viscous sublayer (y+=5) gets as thin as 30 µm. Additionally, the outer layer is small, as the bulk flow already starts at a wall-scaled distance of y+=30−90, which has to be considered when applying wall models in numerical simulations.A conditional analysis revealed flow modes that differ substantially from the conventional phase-average. Furthermore, a strong impact of temporal flow evolution and horizontal position on the boundary layer was found. Even in the case of wall-parallel flows, a strong acceleration and deceleration of the flow can be observed, which affects the adherence of boundary layer profiles to the law-of-the-wall. Another dominant flow mode is the impingement on the piston, where the degree of boundary layer development increases with distance from the stagnation point. These results show a striking similarity to classical channel flows with impinging wall jets.

Noise-resilient and high-speed deep learning with coherent silicon photonics

The explosive growth of deep learning applications has triggered a new era in computing hardware, targeting the efficient deployment of multiply-and-accumulate operations. In this realm, integrated photonics have come to the foreground as a promising energy efficient deep learning technology platform for enabling ultra-high compute rates. However, despite integrated photonic neural network layouts have already penetrated successfully the deep learning era, their compute rate and noise-related characteristics are still far beyond their promise for high-speed photonic engines. Herein, we demonstrate experimentally a noise-resilient deep learning coherent photonic neural network layout that operates at 10GMAC/sec/axon compute rates and follows a noise-resilient training model. The coherent photonic neural network has been fabricated as a silicon photonic chip and its MNIST classification performance was experimentally evaluated to support accuracy values of >99% and >98% at 5 and 10GMAC/sec/axon, respectively, offering 6× higher on-chip compute rates and >7% accuracy improvement over state-of-the-art coherent implementations.

Combustion and performance characteristics of SI engine with bioethanol blended fuels

The combustion characteristics of single-cylinder spark-ignition (SI) engines with bioethanol blended fuels have been investigated experimentally. It is known that bioethanol (alcohol-based fuel) offers a range of advantages to be considered as a fuel for SI engines. This advantage range from its renewability to comparable fuel properties to conventional hydrocarbon fuels. Moreover, bioethanol can be produced from agricultural and municipal waste. The environmental benefits of bioethanol include its low contamination of atmosphere and reducing the dependency on conventional (eg, gasoline) fuel for the automotive sector. Analyses have been carried out to show the influence of bioethanol blended fuels (from 10% by vol. to 80% by vol.) on combustion and engine performance characteristics. Furthermore, the investigation is carried out for different blends and across different engine speeds including cycle-to-cycle variation analysis. Here pure gasoline (which already contains 10% by vol. ethanol) has been taken as a reference case. The apparent heat release rate has been computed using in-cylinder pressure. There is a significant increase in heat combustion with the increase in bioethanol contained in the fuel and maximum heat combustion is observed with a 60% bioethanol blend at higher engine speed. The fuel consumption increases with the increase in bioethanol percentage when compared with the reference case. Bioethanol addition to gasoline increases the in-cylinder peak pressure during combustion and overall volumetric efficiency. The results suggest that the E20 case shows a favorable choice and can be used over the E10 case for the studied engine without making any adjustments to the engine parameters (or engine control unit).

Многокритериальная оптимизация газообмена одноцилиндрового дизеля с помощью промежуточной нейросетевой модели

Optimization of the working process parameters is one of the main methods for improving the performance of piston engines, ensuring the growth of the engineering level and competitiveness. For high-speed engines, the gas exchange has a serious impact on the effective power and fuel consumption. So, its improvement can significantly improve engine performance. In this work, numerical simulation of gas exchange of the TMZ-450D engine was performed using a software based on the one-dimensional linearized Godunov method. The simulation results are generalized by creating a surrogate model of the “multilayer Perceptron” type, which describes the volumetric efficiency and pump losses. A multiobjective optimization of the engine gas exchange parameters (including the dimensions of the pipes and valve timing angles) was performed for increasing the volumetric efficiency and reducing fuel consumption. Three alternative configurations of parameters are proposed that provide (according to an estimate based on a one-dimensional model) a significant improvement in engine performance.

Modeling and Cycle Parameter Matching of a High-Speed Variable Cycle Turbofan-Ramjet Engine

AbstractVariable cycle turbofan-ramjet (VCTR) engine is a promising propulsion system candidate for future Mach 4+ vehicles. Compared with conventional turbine engines, the VCTR engine has a higher thrust-to-weight ratio, a smaller diameter and a more compact structure. A component-based simulation model is developed to explore the operating characteristics of a high-speed VCTR concept. Modeling methods of variable-geometry components are characterized in this paper, and then, the way to build the VCTR model solver is described. The VCTR engine simulation model is validated by the numerical and experimental results of double bypass (DB) variable cycle engines from NASA technical reports. Performance and control law of the VCTR engine along the flight trajectory with flight Mach number varying from 0.5 to 4.0 are obtained to maximize net thrust and compared with that of a conventional two-spool afterburning mixed-flow turbofan (MFTF). Results show that the VCTR's performance is highly dependent on the fan characteristics and limited by various operating constraints, such as fan surge margin, turbine inlet temperature, and compressor discharge temperature. In addition, the thrust level of the MFTF with the variable-area low-pressure turbine is close to the VCTR engine.

Аналіз характеристик турбореактивного двоконтурного двигуна з форсажною камерою згоряння з впорскуванням води на вході до компресора високого тиску

Aircraft capabilities determine the performance of the engine that powers it, and therefore, the creation of the latest high-speed aircraft is directly related to the development level of aircraft engine building. The main requirements for high-speed aircraft engines are an extended operating envelope in terms of speed and flight altitude. Specific thrust and specific impulse increase with each new generation of turbofan engines with afterburner, but the use of high technology leads to a significant increase in engine cost. Simultaneously, the design of existing engines has large reserves for modernization. The water injection system in the turbofan engine with afterburner is one of the available ways to improve the design. Such updated engines will theoretically meet the requirements of high-speed air-craft developers regarding thrust and other key parameters. Simultaneously, communication with the existing types of power plants will remain. This article considers the possibility of expanding the operating envelope and short-term forcing of the turbofan engine with afterburner of classical configuration to flight speeds equal to Mach number 3. This paper studied the effect of water injection at the high-pressure compressor inlet of the turbofan engine with afterburner on its performances. The authors present the results of calculations regarding the effect of water injection at the high-pressure compressor inlet of turbofan engine with afterburner on the parameters of working fluid along the engine duct. The application of the obtained results will improve the thermodynamic efficiency and expand the operating envelope of turbofans engines with afterburner using materials widely applicable in the production of aircraft gas turbine engines in our time, as well as reduce the period of creating competitive engines for high-speed aircraft due to targeted search their rational thermodynamic and constructive-geometric outline.

On some possible effects of using renewable oxygenated fuels in a large marine diesel engine

For the continuous reduction of the anthropogenic CO2 large diesel engines require the use of alternative fuels such as oxygenated renewable biofuels. These types of fuels will help in fulfilling future standards of regulated pollutant emissions for industrial, railways or marine applications In this sense, a theoretical investigation has been carried out on a four-stroke large marine diesel engine (nominal power of 2870kW at the rated speed of 1100 rpm). Different mixtures were investigated different mixtures of diesel–ethanol with ethanol volumetric fractions of 5%, 15%, 30%. The same ethanol fractions have been considered while replacing the diesel fuel with biodiesel B20 (20% rapeseed biofuel and 80% diesel fuel in volumetric fractions). The study covers two engine operating conditions characterized by full-load operation at the rated speed of 1100rpm and at mid-speed of 700rpm. It was found that a reasonable compromise can be achieved for an acceptable loss in power of 5% by using the diesel–ethanol15 mixture, which reduces NOx by 9.69%. Using the B20–ethanol05 mixture, will reduces Soot by 19.28% but increases NOx by 21.94% at low speed 700 rpm. At a high engine speed of 1100rpm, for the same both fuels diesel–ethanol15 and B20–ethanol05, Soot increases by 7.84% while NOx decreases by 10.91%, respectively Soot decreases by 17.65% and NOx increases by 37.27%.

Experimental study on the cycle variation characteristics of direct injection hydrogen engine

• A cycle variation study of direct injection hydrogen engine was carried out. • CoV IMEP is the evaluating indicator of cycle variation in this study. • The influence of the start of injection on the cycle variation was studied. Hydrogen energy is an important technical route to achieve carbon peak and carbon neutrality. Direct injection hydrogen engine is one of the ways of hydrogen energy application. It has the advantages of high thermal efficiency and limit/reduce abnormal combustion phenomena. In order to explore the cycle characteristics of direct injection hydrogen engine, based on a 2.0L direct injection hydrogen engine, an experimental study on the cycle characteristics of direct injection hydrogen engine was carried out. The experimental results show that cycle variation increases from 0.67% to 1.02% with the increasing of engine speed. The cycle variation decreases from 1.52% to 0.64% with the increasing of engine load. As the equivalence ratio increases, the cycle variation first decreases significantly from 2.52% to 0.35% and then stabilizes. The ignition advance angle has a better angle to minimize the cycle variation. An experimental study on the influence of the start of injection on the cycle variation was carried out. As the engine speed/engine load is 2000 rpm/4bar, the cycle variation increases from 0.72% to 2.42% with the start of injection changing from −280°CA to −180°CA; then rapidly decreases to 0.99%, and then increases to 2.26% with the start of injection changing from −180°CA to −100°CA. The experimental results show that SOI could cause significant influence on cycle variation because of intake valve closing and shortening mixing time, and both the process of intake valve closing and lagging the SOI could cause the cycle variation to increase. The SOI remarkably affects the cycle variation at low engine load/equivalence ratio and high engine speed. This study lays the foundation for the follow-up research of hydrogen engine performance matching of the cycle variation.

Rancang Bangun Alat Uji Momen Inersia Massa Suatu Elemen Mesin dalam Tiga Arah Sumbu

The moment of inertia of the mass is a quantity that is very much needed in designing high-speed engine parts, because it can cause a very large force and the magnitude can be thousands of times its weight. There are two ways to determine the moment of inertia, namely theoretically or testing, if using theory if the shape of machine parts is complicated, of course it is also difficult to determine the magnitude and the second way, namely by testing, it is very easy to get the price of the moment of mass inertia sought even though the shape is complicated. The moment of inertia test equipment is used to determine the value of the moment of inertia of a machine element by means of testing. This tool is also the result of its own design and engineering, which has never been developed by another party. This tool is intended to assists in the Research Development Program in the Department of Machinery, Faculty of Industrial Technology, Jayabaya University. The design of the Test Equipment is based on the Torque Moment principle where the system is considered to have mass and elasticity and from a practical and economical point of view it is very easy to implement. The results of testing the pitch direction and yaw direction with the same test object, namely the connecting rod, it turns out that the test results are Ip = 0.00298 kgm2 and Iy = 0.00304 kgm2 and for testing the direction of rotation using a mass disk of aluminum obtained Ir = 0.00125 kgm2 , the calculation results obtained Ir = 0.1271 kgm2, not too far away or it can be said that the three-axis test equipment, namely the direction of pitch, yaw and rolling can be used for testing the moment of mass inertia for machine elements.

박용고속엔진의 프로판 개조를 위한 점화시기 분석

Regulations on exhaust emissions of marine engines are being strengthened, and many related technologies are being developed. In this study, the combustion characteristics of the engine were analyzed for the propane conversion of a 225 kW high-speed engine. The movement of the piston was simulated using a variable grid from 120 degrees before TDC to 120 degrees after TDC, and the ignition timing was analyzed by changing the ignition timing from 20 degrees before TDC to five degrees after TDC at intervals of five degrees. Residual fuel mass fraction was rapidly reduced to 80% during ten degrees of crank angle after ignition, and then decreased slowly thereafter. After combustion, the amount of residual fuel increased significantly when the ignition timing was later than five degrees before TDC. Nitrogen oxide was greatly reduced as the ignition timing was delayed. The engine output was highest at five degree before TDC and decreased when the ignition timing was earlier or later. Considering performance and exhaust emissions, the optimal ignition timing is five degrees before TDC under this engine operating condition.

Effects of intake charge temperature and relative air-fuel ratio on the deterministic characteristics of cyclic combustion dynamics of a HCCI engine

Homogenous charge compression ignition (HCCI) combustion can significantly reduce automotive pollution and increase the thermal efficiency of the engine. However, combustion phasing control is a major challenge in HCCI engines due to severe cyclic combustion variations. This study investigates the cyclic combustion dynamics of the HCCI engine using nonlinear dynamic methods such as return maps, recurrence plots (RPs), and recurrence quantitative analysis (RQA). Combustion stability and cyclic variations of HCCI combustion parameters were investigated on a modified four-stroke diesel engine. The experiments were conducted by varying relative air-fuel ratios ([Formula: see text]) and intake air temperatures ([Formula: see text]) at two engine speeds. In-cylinder pressure data of 2000 consecutive engine combustion cycles is logged for each test condition. In this study, deterministic characteristics of combustion phasing (CA50) and crank angle position of maximum cylinder pressure ([Formula: see text]) are investigated and compared by employing nonlinear dynamical methods. Return maps revealed that [Formula: see text] is having distinct and more frequently observed deterministic characteristics in comparison to CA50. Patterns in RPs showed a more persistent and sudden change in the combustion dynamics at higher engine speeds. Recurrence plot-based analysis found the existence of deterministic features in the combustion dynamics irrespective of the operating conditions. It was found using RQA parameters that the deterministic nature becomes stronger with a decrease in [Formula: see text] and any deviation in intermediate values of [Formula: see text]. Additionally, RQA measures advocate that CA50 has more deterministic characteristics at higher engine speed while [Formula: see text] at lower engine speed. Strong coupling and synchronization between [Formula: see text] and CA50 is indicated by cross-recurrence plots and CPR index when engine operated with a comparatively richer mixture.

Effect of Exhaust Gas Recirculation Combined with Selective Catalytic Reduction on NO x Emission Characteristics and Their Matching Optimization of a Heavy-Duty Diesel Engine.

Exhaust gas recirculation (EGR) and selective catalytic reduction (SCR) have become important technologies to reduce the NOx emission of heavy-duty diesel engines and meet the increasingly stringent emission regulations. This paper studied the effect of EGR combined with SCR on the NOx emission characteristics of a heavy-duty diesel engine based on the engine bench test. The results showed that the NO reduction rate of EGR-coupled SCR increased with the increase of engine load, and the effect was no longer significant when the NO reduction rate exceeded a certain limit under the same working conditions. EGR combined with SCR has little effect on NO2 emission reduction, and the increase of engine speed can significantly improve the efficiency of the NO2 reduction rate at 75 and 100% load. 25% opening of the EGR valve (OEV) and 50% OEV have very similar effects on the NOx reduction rate when the engine speed is at a low level. Compared with low engine speeds, increased OEV or ammonia NOx molar ratio (ANR) had a more obvious effect on the NOx reduction rate at high engine speeds. SCR combined with low valve-opening EGR had a more significant effect on the NOx reduction rate. The increase of OEV led to the increase of fuel consumption rate, but the effect on the fuel consumption rate decreased gradually with the increase of diesel engine speed. Meanwhile, this study optimized the matching relationship between OEV and ANR based on the data of the genetic algorithm, which provides a theoretical research method and application basis for diesel engine-matching of EGR and SCR.

The influence of intake flow and coolant temperature on gasoline spray morphology during early-injection DISI engine operation

Multi-hole gasoline injectors operating at conditions spanning throttled early-intake stroke operation produce spray plumes that either remained separated or merge and collapse due to flash boiling. Flash boiling occurs due to the sudden expansion of gas bubbles in the liquid fuel at high fuel temperature and low ambient pressure. This study records high-speed images of spray-morphology changes due to in-cylinder flow, thereby revealing operating conditions that do and do not affect the self-induced morphology observed in quiescent vessels. Specifically, in a central-injection, four-valve, high-tumble engine, where the thermodynamic state and in-cylinder cross flow are dynamic. Motivated by cold start and hot restart operation, the fuel pressure, coolant temperature, in-cylinder air pressure, and engine rpm were systematically varied over relevant operating conditions, which bracketed the range from non- to flash-boiling sprays. The results reveal the operating conditions at which the in-cylinder cross flow disrupts the spray morphology as well as the extent of the disruption. At 650 rpm, the spray morphology was similar to that observed in quiescent vessels at nominally equivalent fuel temperature and in-cylinder pressure, indicating that the spray’s self-induced entrainment flow dominated the in-cylinder flow. However, for fuel temperature and ambient pressure near the transition between non- and flash-boiling, the intake cross flow at higher engine speed (1950 rpm) significantly disrupted the spray morphology. The high cross-flow velocity appears to induce plume merging and collapse, whereas none was evident at low rpm (650 rpm). This study led to the postulate that the spray merging and collapse are governed by the rate of atomization near the nozzle exit, presumed to be controlled by either or both aerodynamic atomization and flash-boiling intensity. It would then follow that spray modeling in CFD requires atomization models that blend the effects of both physical processes.

Enhancing the Spark Ignition Engine Performance for Use LPG Liquid Phase by Modified the Ignition Timings

LPG is one of the potential alternative fuels use in a spark-ignition engine. This paper presents the result of the experimental effect that modified the spark ignition timing for the latest generation LPG, using liquid phase. The objective of this study is explicitly to determine the quality of engine performance behavior at the maximum brake torque (MBT) condition as compared to gasoline fuel. Experiments were carried out at engine speed from 1500rpm to 3500rpm and the throttle positions were tested at 25%, 50% and 75%. Both of fuels have excess air coefficient at the stoichiometric ratio for the completed combustion process. Performance parameters, namely brake power (BP) and brake specific fuel consumption (BSFC) studied. It was shown, the LPG liquid phase significantly improves the engine performance in the range of 0.3% to 12.63% when the spark ignition was adjusted at -20 °CA to -10°CA BTDC from low to high engine speed as produced MBT condition. The fuel consumption also improves by 4.5% to 13.6%. The result showed that the LPG liquid phase had improved more than conventional fuel with modified ignition timing until the achieved the MBT condition.

Instability threshold analysis and optimization of a rotor system considering the Alford force

Under certain circumstances, the Alford force might induce instability of the rotor system. The mechanism and influence factors of the Alford force induced instability were analyzed with the Jeffcott rotor. Then a method for calculating the instability threshold was proposed. Finally, the optimization model of a high-speed micro-turbojet engine was established to optimize the instability threshold. The results show that the anisotropy of support stiffness and the damping ratio can both improve the threshold of instability. The instability threshold can be greatly improved by optimizing bearing stiffness and diameter of the rotor system.

Triboelectric based high-precision self-powering cage skidding sensor and application on main bearing of jet engine

Monitoring the dynamic behavior of rolling bearings is important to ensure the reliability of rotating machinery. In this study, a novel, high-precision, self-powering triboelectric bearing skidding sensor (HP-TEBSS) is developed for the real-time monitoring of bearing skidding degree and cage stability characteristics. A floating sweeping, freestanding mode is adopted to ensure long-term reliability, and the HP-TEBSS does not affect the bearing structure and dynamic behavior. The proposed sensor consists of an interdigital electrode plate, a dielectric ring with a protruding surface, and a fixed ring. The dielectric ring, which is pasted to the side surface of the integral copper cage, rotates synchronously with the cage and sweeps to the electrode plate. The HP-TEBSS generates Ne (number of electrode finger pairs) times of instantaneous cage speed information than that of commercial sensor, and the deviation between these two sensors is less than 1%. This shows the advanced real-time performance and monitoring accuracy of the proposed sensor. Experiments are conducted under variable working conditions with different structural parameters to optimize the sensor output performance. The self-powering and 50 h durability capabilities of the HP-TEBSS are demonstrated. Bearing skidding and cage rotation stability under variable spindle rotation speeds and bearing axial loads are systematically evaluated. It was found that in the light-load range, the skidding degree showed an increasing trend as the speed increased, whereas it showed the opposite trend under the heavy-load range. The monitoring results of cage speed fluctuations, which indicate running stability, provide recommendations for preventing bearing operation in the vulnerable range. Furthermore, the proposed bearing dynamic model is validated using the HP-TEBSS test results to demonstrate the wide applicability, high portability, and high-speed performance of the HP-TEBSS prototype. The application of the HP-TEBSS on a high-speed jet engine test bench is analyzed. It is found that cage skidding shows a certain degree of hysteresis in the deceleration stage, as compared to the acceleration stage, owing to cage inertia. Finally, theoretical and experimental aspects of the presented self-powering multifunctional HP-TEBSS that can be applied in the smart rolling bearing field are presented.