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New Technologies, Vehicle Features, and Technology Development Plan
Published in Vivek D. Bhise, Automotive Product Development, 2017
1.Forced induction/turbo charging/turbo-boost: Forced induction is the process of delivering compressed air to the intake port of an internal combustion engine. A forced induction engine uses a gas compressor (e.g., a turbo charger, which is an exhaust-powered or electric motor–driven turbine) to increase the pressure, temperature, and density of the air. An engine without forced induction is considered a naturally aspirated engine. Turbo charging has helped in downsizing engines and maintaining or even increasing their output. For example, many of the currently available turbo-boost gasoline engines are providing about 120 hp/L output as compared with about 80–100 hp/L outputs provided by naturally aspirated gasoline engines. Turbo chargers also help recycle exhaust energy and reduce the energy loss when hot exhaust gases are released into the atmosphere. The energy loss is typically about 25%–30% of the energy in the fuel consumed.
Engine systems
Published in Tom Denton, Automobile Mechanical and Electrical Systems, 2018
A naturally aspirated engine (one that does not use forced induction by a supercharger or turbocharger) relies on atmospheric pressure to charge the cylinder with gas (air or air/fuel mixture) ready for the combustion process. As the piston moves down the cylinder (from TDC to BDC), the volume increases and this causes the pressure in the cylinder to reduce, becoming lower than atmospheric pressure. This creates a pressure difference between the inside and outside of the cylinder, and as a result the atmospheric pressure (the higher pressure) forces gases into the cylinder (where there is lower pressure) until the pressure is balanced. Note that any restriction to the flow of gas will reduce the effectiveness of the cylinder charging process.
Effective utilization of waste plastic oil/n-hexanol in an off-road, unmodified DI diesel engine and evaluating its performance, emission, and combustion characteristics
Published in Energy Sources, Part A: Recovery, Utilization, and Environmental Effects, 2020
Damodharan Dillikannan, Dilipsingh J., Melvin Victor De Poures, Gopal Kaliyaperumal, Sathiyagnanam A. P., Rajesh Kumar Babu, Mukilarasan N.
Figure 2 shows the layout of a single-cylinder, naturally aspirated, four-stroke, water-cooled, DI diesel engine. The recent state-of-the-art diesel engines are typically turbocharged with cooled EGR, equipped with common rail direct injection and after-treatment for soot and NOx, the current Kirloskar engine was used for two specific reasons. First, a naturally aspirated engine represents a larger population of engines sold in agricultural and construction equipment during the last few decades in India. This particular engine is widely used in the Indian agricultural sector to drive pump-sets to supply water for irrigation purposes. Second, a naturally aspirated engine is more sensitive due to longer ignition delays and lower pressure injection equipment. Kirloskar engine is also one of the widely used engines in farm machinery, transport-vehicles, and small- and medium-scale commercial purposes in India. Hence, this engine is selected for the present research work.
Investigations on Biogas Fueled Dual Fuel DIesel Engine Employing Dimethyl Carbonate as a Fuel Blend
Published in Energy Sources, Part A: Recovery, Utilization, and Environmental Effects, 2020
Nihal Mishra, Abhishek Thapliyal, Shubham Mitra, Feroskhan M, Shyam Kumar M B
Biogas is usually produced by a method that uses anaerobic digestion with methogen organisms or by fermenting biodegradable materials (Khoiyangbam, Gupta, and Kumar 2011). Many researchers use biogas like alternative fuel in the present diesel engines in the absence of any major changes. This is because of its ignition by self-temperature is more, the burning capacities are less and the velocity of flame is also less (Swami Nathan, Mallikrajuna, and Ramesh 2009). The effects brought about by numerous operating conditions on performance of the engine and releases when compared to the usual diesel-fueled CI engines are observed and recorded. Since the self-ignition temperature is on the higher side, biogas is used alongside diesel in dual fuel operation. In the working of a dual fuel engine, when the charge consisting of a mixture of biogas and air is compressed, slight proportion of diesel is injected into the mixture, which is identified as the pilot fuel. This fuel introduced undergoes a self-ignition and then ignites the biogas which is inducted. The primary benefit of dual fuel engines is their ability to run using an extensive combination of gaseous fuels without the headache of modifying the engine repeatedly. In the conventional naturally aspirated engines, air is inducted into the combustion chamber at environmental pressure due to the downward motion of the piston. A method called supercharging is employed that increases the volumetric efficiency of the engine. This happens due to the rise in the density of intake air. It was also observed that the HC emissions underwent a significant decline (Patel, Dubey, and Feroskhan 2020).
A theoretical study of the mechanism with variable compression ratio and expansion ratio
Published in Mechanics Based Design of Structures and Machines, 2018
Curves in Figure 9 are similar to results from Rychter et al. (1992). When α ranges from −90∘ to 90∘, the expansion stroke is longer than the compression stroke. The effect of Atkinson is one of the major reasons for high efficiency of VR/LE. Also within this range, the intake stroke is shorter than that of CRE, which realizes downsizing automatically for turbocharged engines. To supply the intake mass, a higher boosting pressure is required. For naturally aspirated engines, it is suggested the power output should be sustained by increasing the displacement. Therefore this range of α shows great advantages in energy saving and will be used in the study below.