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Electrified Powertrains
Published in Patrick Hossay, Automotive Innovation, 2019
The internal combustion engine has the remarkable advantage of tremendous flexibility of operation and range, but it also has its limits. It is easy to refuel, and the fuel is incredibly energy dense; so the effective range off a small tank of gas is large, and unlimited in a world that has ready available gasoline virtually on every block. In fact, it is only thanks to the incredible energy density of gasoline that the basic ICE is able to produce adequate power, as the typical thermal efficiency of an engine is only about 25%. Toyota recently unveiled a new engine that can achieve 40% thermal efficiency.1 This is a remarkable achievement, but it still represents less than half the energy input resulting in useful power. And no matter how much we improve on engine efficiency, it is by nature based on combustion and inevitably results in emissions. Some of these emissions cause immediate health and environmental threats, and others threaten the entirety of the planet through climate change. The emissions resulting from the manufacture of the gasoline only adds to the problem.
Gas Turbines
Published in D. Yogi Goswami, Frank Kreith, Energy Conversion, 2017
The gas turbine or engine efficiency is the ratio of the net power produced to the energy in the fuel consumed. The principal gas turbine fuels are liquid and gaseous hydrocarbons (distillate oil and natural gas) that have high hydrogen content. Consequently, the term engine efficiency needs to be qualified as to whether it is based on the higher or the lower heat content of the fuel (the difference between the two being the latent heat of condensation of the water vapor in the products of combustion). Utility fuel transactions are traditionally based on higher heating values (HHVs), and most engine publications presume the LHV of the fuel as the efficiency basis. In the case of natural gas fuel, the HHV efficiency is greater than the LHV efficiency by 10% of the value of the HHV efficiency.
Robust Passive Fault Tolerant Control for Air Fuel Ratio Control of Internal Combustion Gasoline Engine for Sensor and Actuator Faults
Published in IETE Journal of Research, 2023
Arslan Ahmed Amin, Khalid Mahmood-ul-Hasan
The process industry utilizes IC engines for various prime mover applications such as alternators and compressors [29]. These are classified as Compression Ignition (CI) and Spark Ignition (SI) depending upon the process of combustion. In the SI engines, spark plugs are used in the combustion cylinders to ignite the air fuel mixture and in the CI engines, the heat of compression of piston strokes ignites the mixture without using spark plugs [30]. The optimum combustion of fuel is of vital importance in these engines to achieve greater engine efficiency, energy savings due to efficient fuel utilization and lower carbon emissions for environmental protection. The combustion is obtained by mixing air and fuel in a particular ratio called Air Fuel Ratio (AFR). AFR is mathematically expressed as follows: where and denote the mass of air and fuel, respectively.
Statistical and experimental investigation of the influence of fuel injection strategies on gasoline/diesel RCCI combustion and emission characteristics in a diesel engine
Published in International Journal of Green Energy, 2021
Ramachander Jatoth, Santhosh Kumar Gugulothu, G.Ravi Kiran Sastry, M.Siva Surya
The methodology of numerical optimization was used in the present research to maximize the operating factors of the engine. The computational optimization of The Design-Expert is a technique used to optimize combinations of two or more responses like the paradigm of the CI engine. The main objective of the current study is to improve engine efficiency while sustaining emissions at their lowest value. “Therefore, during numerical optimization, when assigning optimization parameters, the criteria for BP, BTHE was selected as” maximum “and for HC, NOx was selected as” minimum. In addition, the main emissions produced from the combustion of biodiesel in the combustion chamber are HC and NOx emissions (Jinghua et al. 2010). Figure 16 shows optimization setup that minimizes or maximizes selected parameters according to the upper and lower limits used in the RSM model. The optimized parameters obtained from the optimization setup are shown in Figure 17. Three vertical red lines shows the best amount of engine load, injection pressure and injection timing according to output parameters, respectively. The optimum operation factors were obtained as 23 Nm engine load, FIP of 500 bar and fuel injection timing of 11.434bTDC. Corresponding to optimum operating factors, best responses are 38.29% of BTE, 342.09°C of EGT, BMEP of 4.832 bar, 0.1982 g/kWh of BSFC, 167.76 ppm of NOx, and 0.2634% of CO. These RSM results represent that performance parameters and exhaust emissions were significantly affected by engine load, injection timing and injection pressure (Cui et al. 2020).
Cetane index prediction of ABE-diesel blends using empirical and artificial neural network models
Published in Energy Sources, Part A: Recovery, Utilization, and Environmental Effects, 2020
Ibham Veza, Muhammad Faizullizam Roslan, Mohd Farid Muhamad Said, Zulkarnain Abdul Latiff, Mohd Azman Abas
The diesel engine is known for its highest engine efficiency as compared to any combustion engine owing to its high compression ratio and intrinsic lean-burn (Ong et al. 2014). Diesel fuels are normally used to run diesel engines for commercial and industrial applications (Manigandan et al. 2020a). However, a diesel engine can also be operated using various alternative fuels such as biodiesel (Kusumo et al. 2017), bioethanol (Sebayang et al. 2017), and biodiesel-alcohol blends (Silitonga et al. 2018). Recent studies have indicated the development of nano additives (Manigandan et al. 2020c), hydrogen (Manigandan et al. 2020d) and multiwall carbon nanotubes blends (Manigandan et al. 2020b) in the diesel engine.