Increased Engine Power Research Articles

Dynamic engine charge simulation for unmanned aerial vehicles

Rational use of wave processes of significant intensity in the intake pipes of piston engines allows providing dynamic charge, which leads to a noticeable increase in engine power, reduction of fuel consumption. This is especially true for engines used on unmanned aerial vehicles. For numerical calculation of the dynamic charge, a modification of the method of decay of an arbitrary discontinuity has been developed, based on the application of special gas-dynamic functions of the unsteady flow, which does not use a simplifying linearization and thus provides increased accuracy of the results required for wave processes of significant intensity. Corresponding calculations of the engine cylinder charge filling at dynamic charge have shown the possibility of the power increase by 24%, which corresponds well with the experimental data.

Pengaruh Turbocharger terhadap Daya Mesin Induk KN. Prajapati

The development of an increasingly rapid era requires the development in all fields, especially in the field of technology, making it easier for someone to do a job. Technology that is progressing is machining. Progress in this field can be seen in ship machinery now that always wants to increase the sense of comfort, satisfaction, security and friendliness to the environment. Research is carried out with a different treatment without a turbocharger and using a turbocharger. The results show the use of a turbocharger increases engine power

Optimalisasi Daya Mesin Diesel Common Rail

This research aims is to increase engine power by raising the air temperature and fuel temperature into the engine and its effect on the resulting of SFC. Diesel engines that are use turbocharger, the air temperatures have increased but the fuel temperature is still fixed. The problem is how if the air temperature and fuel temperature are raised whether the engine power will increase and the SFC will change. This study was conducted with experiments using a car that the air temperature is adjusted up to 100oC and the fuel temperature that goes into the engine is made a maximum of 70oC. The test results show that with rising air temperatures and fuel temperatures going into the average power engine will raise and save fuel, power and saving SFC occurs at 90°C and 70oC fuel. Rotation of engine that can produce power and fuel-efficient is at around 2000 rpm.

Investigating the effectiveness of geometric and human factors on the severity of urban crashes

Traffic safety is a major priority for multiple relevant organisations seeking to reduce accidents and traffic fatalities; considering the importance of this issue, it is necessary to provide solutions to reduce both the frequency and severity of such problems. The purpose of this study is thus to investigate the factors affecting the severity of urban crashes. To this end, accidents in the city of Zanjan were analysed using a Pearson’s chi-square test with a confidence level of 95%. The dependent variable was accident severity as judged by injury and property damage, and the independent variables were type of collision, general cause of accident, road type, road surface conditions, road geometry, lighting conditions, engine power of the at-fault vehicle, and gender of the at-fault vehicle’s driver. The results showed that side-to-side collisions have the lowest probability of injury or property damage. The highest probability of injury or property damage is caused by speeding. Furthermore, increase in engine power of the at-fault vehicle caused the probability of property damage to increase, and male drivers were found to experience more severe crashes in urban roads than female drivers. Appropriate recommendations were thus provided.

Centrifugal Compressor Design for a Gasoline Engine Turbocharger

With increasing challenges in both fuel consumption and emission, the turbochargers have played a very important role for gasoline engines. Turbochargers can increase engine power density, reduce physical dimensions and reduce engine weight. Most of the turbochargers have a rotor system including a centrifugal compressor and a turbo turbine. Centrifugal compressors is a turbomachine which increases the gas pressure with the help of a turbine. Centrifugal compressors dominate the turbocharger applications. Centrifugal compressor performances are very critical for turbocharger performance. Gasoline engines need compressor not only to have high efficiency at whole operating range but also have a wide operating range. This paper discussed a centrifugal compressor design for gasoline engine turbocharger. The modern compressor design process developed recently was used for this new compressor design. The performance of the new design was compared with original compressor in CFD (Computational Fluid Dynamics) analysis, gas stand test and engine test. It demonstrated that the newly developed compressor has better performance and also meet the engine operating needs from both numerical analysis and test. The new centrifugal compressor development is successful.

Economic aspects of using hydrogen in compression ignition engine operating on gas-diesel cycle

The article gives an overview of the economic aspects of a single-cylinder internal combustion engine dual fuel operation with diesel fuel and hydrogen. The engine operating costs are calculated. Two separate cases are investigated. The first case is at constant engine speed – 1500 rpm, constant engine power (1.5 kW) and variable hydrogen mass fraction in the total fuel mass (from 0 to 50%) and the second case is at constant engine speed – (1500 and 2000 rpm), constant hydrogen mass fraction in the total fuel mass (10%) and variable engine power (1 to 4 kW). The following parameters (as a function of the corresponding variable) are determined for both cases: expenses for hydrogen and diesel fuel (in €;/hour), price of the energy obtained at the engine crankshaft (in €;/kWh), expenses for the CO2 emissions emitted by the engine (in €;/hour). The weighted average of the fuel mixture price (in €;/kg) is also determined for the first case. The calculations are made using average fuel prices in Germany for April 2019. A predominant growth in the operating costs is observed as a function of the growing hydrogen mass fraction and increasing engine power. A significant reduction in the price of CO2 emissions at constant engine power and growing hydrogen mass fraction is observed due to the lower exhaust gas toxicity.

Mode-specific, semi-volatile chemical composition of particulate matter emissions from a commercial gas turbine aircraft engine

We measured and characterized semi-volatile chemical composition of particulate matter (PM) in aircraft engine exhaust plumes in a dedicated aircraft PM emission study (NASA's AAFEX 1 field measurement campaign). Mode-specific organic and sulfate components were observed with a compact time-of-flight aerosol mass spectrometer (C-ToF-AMS). Nitrate components in both the nucleation and soot mode particles were negligible. The organic composition for the nucleation mode particles decreases with increasing engine power. For the soot mode, organic fraction initially decreases with increasing engine power but then slightly increases again above 45% engine thrust, probably due to the increasing contribution from lubrication oil emissions. These results show that an appreciable amount of semi-volatile PM can be generated in the exhaust plumes from a commercial aircraft engine. Thus, volatile PM must be studied as carefully as non-volatile soot emissions to fully address local air quality and human health impacts of aviation.

Revised energy efficiency design index parameters for inland cargo ships of Bangladesh

A generalized CO2 emission benchmark (energy efficiency design index) cannot be established for inland ships in a similar fashion like the one established by International Maritime Organization for seagoing vessels. Difference in environmental, geographical and economic conditions, for example, shallow and restricted water effects, different fuel quality (to reduce operational cost), reduction in speed, increase in engine power, reduction in carrying capacity and cargo availability, forbids the direct use of energy efficiency design index as formulated by International Maritime Organization. These conditions have been addressed at first in this research, and revision of some parameters is presented for calculating energy efficiency design index for inland cargo ships of Bangladesh. Moreover, the ship data stored at different organizations of Bangladesh deviate from the existing ship data. As a result, the collected data have undergone through several verification processes. Based on the verified real data, CO2 emission benchmark for inland cargo ships of Bangladesh was established. This benchmark is one of the world’s first CO2 emission benchmark for inland cargo shipping. This benchmark will force ship designers of Bangladesh to design more energy efficient ships that will consume less energy per ton-mile. It is interesting to note that the energy efficiency design index curve for inland cargo ships using revised energy efficiency design index parameters is below the energy efficiency design index curve using International Maritime Organization formulation. The prime reasons behind this fact have also been explained in this research.

Study of Atkinson cycle in two-stroke diesel engine with opposed pistons

The paper presents possibilities of change working parameters of two-stroke diesel engine with opposed pistons. Obtaining of higher engine efficiency is realized by applying of Atkinson cycle. Modification of scavenging process by changing pistons position connecting with two crankshafts enables asymmetrical scavenge timing. Decreasing of shorter time of closing exhaust ports before compression process and longer expansion process give higher engine work and with high charging ratio increases engine power. These types of engines are recently recommended for power plant stations. The paper includes full analysis of engine work with scavenge and combus-tion processes for different timing phases based on geometry of the CI Leyland L60 engine by using of CFD modelling and own 0D model. Simulation tests indicate a high scavenge efficiency, good penetration of injected fuel and fast combustion process. The work contains figures of pressure, temperature traces and emission of main chemical species in exhaust gases with comparison of engine works for different timing phases. Atkinson cycle in two-cycle work of engine and full combustion process enables to achieve high total efficiency. The study is an input for realization of such processes in a future of power plant engines with different fuelling systems.

The use of pneumatic cylinders with return springs when creating mechanical drives with recuperative energy

The use of pneumatic cylinders with return springs in mechanical drives with reusable energy for reusable and continuum movements, fixing the output link in the extreme positions are considered. A defined range of work operations can be used by these cylinders. The use of pneumatic actuators with return springs in mechanical drives based on linear spring batteries with two springs is proposed. Algorithms for compensating dissipative losses in mechanical spring drives are considered. The maximum mass values that can be moved by such mechanical drives for each size of the pneumatic cylinder are determined. It is proposed to use pneumatic cylinders with return springs in mechanical drives with energy recovery based on nonlinear spring batteries. A mechanical spring drive for unwinding rolls of packaging materials with discrete modes. In tasks of reciprocating movement of objects with a controlled stand in extreme positions, the reduction of energy costs is achieved when using mechanical spring drives with energy recovery. Energy costs can be reduced several times. Traditionally, a spring-loaded drive contains a linear or non-linear spring-loaded battery, a control system, controlled clips and a motor to compensate for dissipative losses. The use of electric motors to compensate for dissipative losses is also limited by low speed, as compensation for dissipative losses occurs throughout the displacement and with high speed increases engine power and requires transmission with a large gear ratio.

Numerical analysis of a turbocharger compressor

The automotive industry is under obligation to meet regulations for emission control that has resulted in further use of turbochargers in passenger cars to enable downsizing and increase engine power density. In this study, a set of numerical simulations are conducted along two turbocharger compressor speed lines of 150,000 rpm and 80,000 rpm to analyse and validate the results against experimental data. The domain includes the full compressor stage comprising intake, impeller as a Multiple Reference Frame, diffuser and outlet. The k-omega SST turbulence model with three different mesh sizes is used tosolve the compressible flow using ANSYS Fluent software. Three points on each speed-line are selected:one point each in regions close to surge and choke and a point in the stable zone of the compressor map. The simulations predict compressor performance in terms of the total–to–total pressure ratioand total–to–total efficiency. Results reveal the predicted pressure ratio error is in the range of 1-6%. At 150,000 rpm the pressure ratio is underpredicted for the point close to the surgebut overpredicted for the point close to the choke. However, the pressure ratio results are within 1% difference for 80,000 rpm. In all cases, the predicted efficiency increased when a finer mesh is used.While results are close to the experimental data in both the surge and stable areas of the map, the efficiency wasoverpredicted up to 20% in the region close to the choke. In conclusion, the finer mesh leads to higher pressure ratio and efficiency values that overpredict the performance, especially for the pointclose to choke.

Thermal efficiency and emission characteristics of a diesel-hydrogen dual fuel CI engine at various loads condition

Efforts to find alternative fuels and reduce emissions of CI engines have been conducted, one of which is the use of diesel hydrogen dual fuel. One of the goals of using hydrogen in dual-fuel combustion systems is to reduce particulate emissions and increase engine power. This study investigates the thermal efficiency and emission characteristics of a diesel-hydrogen dual fuel CI engine at various loads condition. The hydrogen was used as a secondary fuel in a single cylinder 667 cm3 diesel engine. The hydrogen was supplied to intake manifold by fumigation method, and diesel was injected directly into the combustion chamber. The results show that the performance test yielding an increase around 10% in the value of thermal efficiency of diesel engines with the addition of hydrogen either at 2000 or 2500 rpm. Meanwhile, emission analyses show that the addition of hydrogen at 2000 and 2500 rpm lead to the decrease of NOx value up to 43%. Furthermore, the smokeless emissions around 0% per kWh were occurred by hydrogen addition at 2000 and 2500 rpm of engine speeds with load operation under 20 Nm.

Comparative analysis on performance and emission characteristics of an in-Vietnam popular 4-stroke motorcycle engine running on biogasoline and mineral gasoline

In the world, Vietnam is one of the countries with a large number of motorcycles which have been considering as the vehicles causing the serious problem regarding pollution environment. From the beginning of 2018, E5-biogasoline was officially bought in the nationwide market to replace the fossil gasoline RON92 and RON95, and E10-biogasoline will be also used by 2019. In this study, the empirical research results on engine performance, and emission characteristics when using E10-biogasoline, E5-biogasoline and fossil gasoline-RON95 for the most popular in-Vietnam motorcycle based on the Chassisdyno 20 dynamometer and ECE R40 test-cycle, being Honda Wave RSX110, were carried out. As-presented results, there were about 2.3%–7.1% of increase in engine power, 1.6%–2.2% and 3%–6.7% of increase in NOx and CO2 emissions, respectively. In addition, a reduction around 2%–4% of fuel consumption, 1.6%–5.2% of CO emissions, and 5.4%–13.7% of HC emissions of test motorcycle fueled with E10-biogasoline in comparison with fossil gasoline-RON95 and E5-biogasoline were also reported in this study. These study results were the proof of confirmation about the benefits of biogasoline, diversification of fuel sources and reduction of environmental pollution.

Analisis penggunaan alat magnetisasi bahan bakar secara elektromagnetik terhadap unjuk kerja mesin empat langkah satu silinder

The effort to increase fuel economy and to thrift the usage of fossil fuel is becoming main focus in the entire the world. One of those efforts is by using electromagnetic field in order to increase the quality of the combustion process and reducing fuel consumption. This research investigates the effect of the number of cooper wire winding on electromagnetic field on engine torque, engine power and fuel consumption of 100 cc four stroke single cylinder gasoline engine. The numbers of cooper wire windings are, 3000, 4000 and 4500. The engine performance was analyzed at several engine rotations. The result shows that there is an increase of engine power by 13% and on the other hand the fuel consumption reduced by 11% on 4000 windings at 6000 rpm.

Meningkatkan Daya Mesin Diesel jenis Common Reel yang dilengkapi Turbocharger dengan Menaikkan Suhu Bahan Bakar dan Suhu Udara

This research aims is to increase engine power by raising the air temperature and fuel temperature into the engine and its effect on the resulting of SFC. Diesel engines that are use turbocharger, the air temperatures have increased but the fuel temperature is still fixed. The problem is how if the air temperature and fuel temperature are raised whether the engine power will increase and the SFC will change. This study was conducted with experiments using a car that the air temperature is adjusted up to 100oC and the fuel temperature that goes into the engine is made a maximum of 70oC. The test results show that with rising air temperatures and fuel temperatures going into the average power engine will raise and save fuel, power and saving SFC occurs at 90°C and 70oC fuel. Rotation of engine that can produce power and fuel-efficient is at around 2000 rpm.

Improving Diesel Engine Efficiency and Emissions Using Fuel Additives

Diesel engine is widely used in the different applications of the modern life. Diesel fuel quality is an important indicator of the engine efficiency and exhaust emissions. However, the low cetane number of the commercial diesel resulting from improper refining processes lead to significant reduction in the engine efficiency. Hence, the aim of this study is to use diethyl ether to improve the fuel quality for better engine performance at lower engine emissions. Diethyl ether has been used at 5% percentage with commercial diesel, and the cetane number of the fuel was measured. Engine test was conducted at increasing speed to evaluate the engine performance and emissions. The study results show an improvement in the fuel cetane number from 49 to 51 with 5% diethyl ether. Furthermore, significant increase in engine power by about 10% has been recorded for the whole engine speed with slightly lower specific fuel consumption at low and medium engine speeds. Moreover, noticeable reduction in NOx emissions and CO emissions has been observed compared to commercial diesel. Therefore, it can be concluded that the utilization of diethyl ether as a fuel additive with commercial diesel can be considered for improving engine efficiency and control exhaust emissions.

Analysis and experimental investigation of ceramic powder coating on aluminium piston

Energy conservation and efficiency have always been the quest of engineers concerned with internal combustion engines. The diesel engine generally offers better fuel economy than its counterpart petrol engine. Even the diesel engine rejects about two thirds of the heat energy of the fuel, one-third to the coolant, and one third to the exhaust, leaving only about one-third as useful power output. Theoretically if the heat rejected could be reduced, then the thermal efficiency would be improved, at least up to the limit set by the second law of thermodynamics. Low Heat Rejection engines aim to do this by reducing the heat lost to the coolant. Thermal Barrier Coatings (TBCs) in diesel engines lead to advantages including higher power density, fuel efficiency, and multifuel capacity due to higher combustion chamber temperature. Using TBC can increase engine power by 8%, decrease the specific fuel consumption by 15-20% and increase the exhaust gas temperature by 200K. Although several systems have been used as TBC for different purposes, yttria stabilized zirconia with 7-8 wt.% yttria has received the most attention. Several factors playing important role in TBC life include thermal conductivity, thermo chemical stability at the service temperature, high thermo mechanical stability to the maximum service temperature and thermal expansion coefficient (TEC). This work mainly concentrates on the behaviour of three TBC powders under the same diesel engine conditions. This work finds out the best powder among yttria, alumina and zirconia to be used as a piston coating material i.e., the one resulting in lowest heat flux and low side skirt and bottom temperature has been chosen for the coating purpose. This work then analyses the coated sample for its surface properties such as hardness, roughness, corrosion resistance and microstructural study. This work aims at making it easier for the manufacturers choose the coating material for engine coating purposes and surface properties for operating them in their service period.

The Method for Producing Copper Nanoparticles and Analysis of their Lubricating Ability

In this paper described the possibility for using the copper nanoparticles as additives to lubricating oil. Copper nanoparticle has a decreased melting point and low shearing strength, therefore, the particles exhibit a high degree of slip. Adding copper nanoparticles to lubricating oil, can reduce the friction and wear of the friction surfaces, increase engine power, while reducing air pollution with an increase operating life of the engine. In this paper also described the liquid reduction process as a method for copper nanoparticle manufacture, which can be carried out without expensive special equipment. Generally in the process of gathering products – nanoparticles need to use the ultracentrifuge, and there is the phenomenon of aggregation of nanoparticles. In this paper obtained copper nanoparticles with dimensions of 30-80 nm without using the ultracentrifuge by adding organic solvent to a solution of the reduction reaction. Also presented the test results for friction and wear of the parts in the environment of the lubricating oil added copper nanoparticles. The experimental test results confirmed the theoretical assumption that copper nanoparticles improve the operational properties of the oil and reduce the abrasion of the surface of friction parts.

Performance investigation of a novel Franchot engine design

Summary The double-acting Franchot engine is inferior to the double-acting Siemens engine under configurations limited by the Siemens engine. In this contribution, the performance of a novel Franchot engine design without the Siemens engine limitations is investigated with a new mathematical definition of the regenerator end temperatures, and the initial statement is challenged. The main advantages of the Franchot engine compared with the Siemens engine are the free control of the phase angle and the thermal separation of the cylinders. Here, the performance of a cylinder-heated/cooled air-filled Franchot engine is investigated at medium temperature under variations of engine speed, phase angle, geometry, dead volume, and gas density. A second-order thermodynamic model with nonconstant, polytropic heat transfer is developed and implemented in Matlab/Simulink for this investigation. The nonconstant heat transfer is crucial to accurately model the behaviour of the direct cylinder heating and cooling. The results show that the phase angle and air charge density have the largest effect on the engine performance. An increase of the phase angle from 90o to 150o at a speed of 1000 RPM led to an increased output power of 58 W compared with a maximum power less than 20 W for a phase angle of 90o. The efficiency at a phase angle of 150o is approximately 25% which is slightly lower than the ideal Curzon and Ahlborn efficiency of 29.3%. This discrepancy can be explained by the nonconstant, polytropic heat transfer. In addition to the increase in engine power, the operation at higher phase angles reduces the pressure difference across the power piston by a factor larger than 4 which leads to a significant reduction in gas leakage across the power pistons. This shows that at higher phase angles, the 2 main disadvantages compared with the Siemens engine are at least reduced and arguably completely removed. Thus, the Franchot engine has the potential to be superior to the Siemens engine if freed from the operational restrictions of the Siemens engine.

Common-Rail Dizel Motorda Aspir Biyodizeli ile Eurodizel Karışımlarının Motor Performansı ve Emisyonlarına Etkisinin İncelenmesi

ln this study, produced by the transesterification method safflower methyl ester material is used. Trials, 4-stroke, 4-cylinder, with engine test was conducted in a water-cooled engine has common rail fuel system. And B2 (2% v safflower biodiesel - 98% Eurodiesel), B10 and B50 biodiesel-Eurodiesel fuel blends have been accepted as the reference fuel. The results are given in comparatively. The main factor of the observed changes in engine performance when biodiesel is used is the low calorific value fuel compared to Eurodiesel fuel. There is an increase in engine power as a result of the improvement of the fuel oxidation of oxygen in the body of biodiesel in the partial load conditions. While emission changes are taking place in accordance with the terms of reference fuel emission produced by alternative fuels, it has constructed the partial differences in the rate of increase and decrease. Due to the fact that the engine used in the experiments keeps the fuel under a very high pressure, HC emissions are lower than the other engines.