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Fundamentals of Vehicle Propulsion and Braking
Published in Mehrdad Ehsani, Yimin Gao, Stefano Longo, Kambiz M. Ebrahimi, Modern Electric, Hybrid Electric, and Fuel Cell Vehicles, 2018
Mehrdad Ehsani, Yimin Gao, Stefano Longo, Kambiz M. Ebrahimi
The fuel economy characteristic of an internal combustion (IC) engine is evaluated by the amount of fuel per kilowatt-hour of energy output, which is referred to as the specific fuel consumption (g/kWh). The typical fuel economy characteristic of a gasoline engine is shown in Figure 2.18. The fuel consumption is quite different from one operating point to another. The optimum operating points are close to the points of full load (wide-open throttle). The speed of the engine also has a significant influence on the fuel economy. With a given power output, the fuel consumption is usually lower at low speed than at high speed. For instance, when the engine shown in Figure 2.18 has a power output of 40 kW, its minimum specific fuel consumption would be 270 g/kWh at a speed of 2080 rpm.
Fundamentals of Vehicle Propulsion and Brake
Published in Mehrdad Ehsani, Yimin Gao, Ali Emadi, and Fuel Cell Vehicles, 2017
Mehrdad Ehsani, Yimin Gao, Ali Emadi
The fuel economy characteristic of an IC engine is evaluated by the amount of fuel per kWh energy output, which is referred to as the specific fuel consumption (g/kWh). The typical fuel economy characteristic of a gasoline engine is shown in Figure 2.30. The fuel consumption is quite different from one operating point to another. The optimum operating points are close to the points of full load (wide open throttle). The speed of the engine also has a significant influence on the fuel economy. With a given power output, the fuel consumption is usually lower at low speed than at high speed. For instance, when the engine shown in Figure 2.30 has a power output of 40 kW, its minimum specific fuel consumption would be 270 g/kWh, at a speed of 2080 rpm.
The Development of a Multipoint Sequential Injection Hydrogen Fuelled Engine.
Published in Naim Hamdia Afgan, Maria da Graça Carvalho, New and Renewable Energy Technologies for Sustainable Development, 2020
These are the initial and starting settings of the engine. For comparison, these figures also show the results with the carburetted fuel mixing system. The increase of the power output and torque for the injection version is mainly due to the better filling of the engine. These tests are done with wide open throttle (WOT). For part load conditions the mixture is set leaner and leaner (λ=5 is possible), as is done for diesel regulations, except for idling conditions.
Effect of swirl at intake manifold on engine performance using ethanol fuel blend
Published in Energy Sources, Part A: Recovery, Utilization, and Environmental Effects, 2020
Ahmed N. Abdalla, R. A. Bakar, Hai Tao, D. Ramasamy, K. Kadirgama, Benedict Fooj, F. Tarlochan, S. Sivaraos
At WOT, the addition of a swirl generator has an enormous influence on fuel consumption. With WOT at high speed, the fuel mixture in the combustion chamber performs better. Furthermore, the addition of a swirl generator in the intake manifold causes airflow into the combustion chamber to be more turbulent. Increasing swirl in the combustion chamber will increase the mixing process of air and fuel; thus, the mixture of fuel and air will be more homogeneous.
Performance and emission analysis of enriched biodiesel and its combined blends with petrodiesel
Published in Biofuels, 2020
Engine power tests were conducted using the Society of Automotive Engineers (SAE) Standard Engine Power Test Code for diesel engines (SAEJ1349) as a guideline [30]. This standard stipulates that engine power is the product of engine dynamometer speed and torque obtained at wide-open throttle. To define the power curve, data were recorded for seven operating speeds, approximately evenly spaced, between the lowest stable speed and the maximum speed recommended by the manufacturer (3000 rpm). For each fuel, the engine was started and allowed to warm up for several minutes at half throttle and a load of approximately 3 Nm. The throttle was then increased until the engine reached wide-open throttle (WOT). Once WOT was obtained, the engine load was increased to the highest possible load, at which the engine speed was maintained. Preliminary tests were conducted to determine the stable speed range of the engine, which was to be used in determining the speed intervals that allowed stabilized speed and torque measurements to be made. The maximum loaded engine speed for the purpose of these tests was recorded. The engine was allowed to run at this setting until speed and torque measurements were stable for at least 2 min. Data of performance was collected after the engine completely entered steady-state operation conditions. Determination of steady-state operation conditions was made by monitoring the change in the engine exhaust temperature, using a meter fixed on the dynamometer control unit. When the change (difference) in the exhaust temperature was less than 1%, the engine was considered to be in a steady-state situation. This monitoring needed 2 min to attain a steady state of the engine. Once the measurements were stabilized, data collection was initiated. Upon completion of data collection at this speed, the load on the engine was then increased while maintaining WOT until the engine speed decreased to the next desired engine speed. The measurements were allowed to stabilize, and data collection was repeated. The testing process was conducted repetitively for each desired engine speed. Engine speed and torque were used to determine the horsepower of the engine at each targeted speed. The speeds that were sufficiently stable for testing were 3000, 2800, 2600, 2400, 2200, 2000 and 1800 rpm. Measurements of the exhaust concentrations of HC, NOx and CO emissions, and EGT, were conducted concurrently with performance tests for the investigated fuels.