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The End of Compromise
Published in Patrick Hossay, Automotive Innovation, 2019
The potential to integrate new turbocharger technology with other performance features is tremendous. For example, the Hyboost project vehicle by British engineering firm Ricardo achieves radical engine downsizing using an electric supercharger coupled with a turbocharger and energy capture and storage technology.15 This extremely cost-effective design makes use of technology already on the market, adopting exhaust energy recapture and regenerative braking to drive an electric supercharger on a turbocharged GDI engine. The result is a three-cylinder, 1.0-liter engine that matches the performance of its 2.0-liter counterpart with a dramatic decrease in carbon emissions.16 Similarly, but with more dramatic effect, Formula 1 cars and Audi’s diesel R18 LeMans racer have coupled electric motors with turbochargers. The motor assists with low-speed boost, allowing the use of a larger turbine without lag and enabling a more significant high-end boost. Volvo’s production T6 Drive-E engine incorporates a turbocharger and supercharger in a 2.0-liter package that produces 316 horsepower and an impressive 35 highway mpg.17 Mercedes is taking this one step further by incorporating Formula 1 Motor Generator Unit (MGU) into its hypercar designs. The idea is to place a motor/generator onto the turbocharger shaft, allowing the generator to recover excess energy from the turbo as it spins down, store that in a battery, and use that energy to get the compressor spinning and eliminate lag.18
Effect of pilot injection timing using crude palm oil biodiesel on combustion process on dual fuel engines with compressed natural gas as the main fuel
Published in International Journal of Sustainable Engineering, 2021
Bambang Sudarmanta, Dori Yuvenda, Ary Bachtiar K.P., Arif Wahjudi, Ahmad Arbi Trihatmojo
The engine used is a direct injection diesel engine, four stroke, one cylinder, naturally aspirated. The engine has a compression ratio of 18: 1. The standard diesel injection timing is 13° BTDC. The details of the engine specifications are described in Table 2. The diesel engine is modified to a dual fuel (DF) engine using CNG fuel and CPO biodiesel. CNG fuel acts as the main fuel and CPO biodiesel fuel acts as pilot fuel. The DF engine is also equipped with an electric supercharger in order to forcibly add combustion air to lower the equivalent ratio value that has been studied from previous studies (Trihatmojo, Yuvenda, and Sudarmanta 2019). The DF engine is also coupled with an electric generator as a simulation of engine load using lights.
Investigation on the effect of intake air pressure in a biogas-diesel fueled dual-fuel engine
Published in Energy Sources, Part A: Recovery, Utilization, and Environmental Effects, 2020
Timir Patel, Ashutosh Dubey, Feroskhan M
In conventional naturally aspirated engines, the intake air enters the combustion cylinder at atmospheric pressure because of the downward (suction) stroke of the piston which creates a vacuum pressure area in the cylinder. Supercharging is a method which aims to improve the volumetric efficiency of the engine by increasing the density of the intake air. This is achieved by compressing the atmospheric air to a higher (gauge) pressure before supplying it to the intake manifold. This gauge pressure is often referred to as boost pressure. Supercharging leads to more mass of air, that is, more oxygen entering the combustion chamber and therefore, a leaner air-fuel ratio and better combustion efficiency can be achieved (Muqeem, Ahmad, and Sherwani 2015). Studies involving the use of supercharging in dual fuel engines with a gaseous fuel are becoming a recent interest and many useful statistics are observed in these studies. Jamaludin et al. (Jamaludin, Yuvenda, and Sudarmanta 2019) have shown that the increase in the air mass flow rate to 0.0095 kg/sec by means of an electric supercharger can increase the average air-fuel ratio by 64.31% for a dual fuel engine running on CNG and decrease the HC emissions by up to 15%. Nataraja et al. (Nataraja et al. 2015) have concluded that turbocharging an engine running on diesel and producer gas boosted the efficiency by 4.24% compared to the naturally aspirated operation with manufacturer settings. In the research conducted by Xiangyu et al. (Meng et al. 2019) on a dual fuel engine running on diesel and blends of n-butanol and CNG, it is observed that the thermal efficiency increases from 37.5% to 40% with increase in intake air pressure from 1 bar to 1.5 bar operating with 50% CNG substitution. However, the thermal efficiency decreases and the NOx emissions increase with the increase in intake air pressure with 70% CNG substitution. Nevertheless, at higher intake air pressures of 1.4 bar to 1.5 bar, the NOx emissions are observed to decrease. In another study on a dual fuel engine running on diesel and propane gas by Rajan et al. (Krishnan, Srinivasan, and Raihan 2016), it is shown that the combustion efficiency increases from 46% to 50% with the increase in boost pressure from 1 bar to 1.4 bar, but it drops from 50% to 43% with further increase in the boost pressure. It also indicated that the fuel consumption efficiency increases from 44% to 89% with the increase in boost pressure from 1 bar to 1.8 bar. Hassan et al. (Hassan et al. 2011) state in their study on the effect of supercharging on a biomass producer gas and diesel fueled dual fuel engine that the specific energy consumption decreases with the increase in the brake mean effective pressure in both the supercharged and normal conditions. Nevertheless, in the supercharged condition, it is reaching up to 15% whereas during normal test conditions without supercharging, it is reaching up to 23%. Talking about fuel replacement with supercharged conditions, diesel is replaced from 40% to 68% with the increase in brake mean effective pressure.