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The hydrous ethanol combined with the turbocharged engine with exhaust gas recirculation (EGR) has been investigated with a phenomenological simulation model. This paper analyzes the influence of the low pressure and high pressure cooled EGR, the intercooler and the amount of recirculated gases, as they affect the performance parameters in a spark-...
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Context 1
... pressure and temperature ratings of the turbocharger system were all determined via the aforementioned equations. Table 1 shows the engine's geometric and operating parameters that were used. The adopted efficiency for the intercooler was 70%, and 72.5% for the turbine and compressor performance respectively. ...Context 2
... Load,1500rpm,20%WG, lambda=1.0 LP -0%EGR LP -5%EGR LP -10%EGR LP -15%EGR HP -0%EGR HP -5%EGR HP -10%EGR HP -15%EGR 0 90 180 270 360 450 540 630 When comparing the systems LP-EGR and HP-EGR systems the performance parameters are almost equal, but the HP-EGR has the best values of the power, for detonation tendency integral, thermal and volumetric efficiencies, and smaller formation the NO x . The real gasoline turbocharged engine on which this ethanol simulation is based utilizes the HP EGR system. ...Context 3
... give a better analysis of the knock and the influence of the intercooler, the next results are for 1500rpm, varying the WG% and the engine with ICs and without IC. Figure 13 shows the instantaneous pressure as a function of the crank angle . 0 90 180 270 360 450 540 630 720 0 1 2 3 4 5 6 x 10 ...Context 4
... pressure and temperature ratings of the turbocharger system were all determined via the aforementioned equations. Table 1 shows the engine's geometric and operating parameters that were used. The adopted efficiency for the intercooler was 70%, and 72.5% for the turbine and compressor performance respectively. ...Context 5
... Load,1500rpm,20%WG, lambda=1.0 LP -0%EGR LP -5%EGR LP -10%EGR LP -15%EGR HP -0%EGR HP -5%EGR HP -10%EGR HP -15%EGR 0 90 180 270 360 450 540 630 When comparing the systems LP-EGR and HP-EGR systems the performance parameters are almost equal, but the HP-EGR has the best values of the power, for detonation tendency integral, thermal and volumetric efficiencies, and smaller formation the NO x . The real gasoline turbocharged engine on which this ethanol simulation is based utilizes the HP EGR system. ...Context 6
... give a better analysis of the knock and the influence of the intercooler, the next results are for 1500rpm, varying the WG% and the engine with ICs and without IC. Figure 13 shows the instantaneous pressure as a function of the crank angle . 0 90 180 270 360 450 540 630 720 0 1 2 3 4 5 6 x 10 ...Similar publications
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Citations
... The modeling of the turbocharger with EGR was based in the equation of the balances of energy, mass and ideal gases. [28]. The formulation the how to calculi the mass intake the turbine depends on the type of cooled EGR, in this work is high pressure, so the formulation for cooled and the turbine is shown next because mass in the compressor is the mass the air intake. ...
This work emphasizes the importance of water present in the air and in hydrous ethanol, which is widely used in Brazilian flex-fuel vehicles. Mathematical models are good tools to study the influence of technologies on engine performance, reducing the time and financial resources compared to experimental studies. It was utilized a phenomenological model for the aspirated and turbocharged engine with exhaust gases recirculation (EGR). The model uses a Wiebe function to determining the fraction of burned mass, two zones in the combustion chamber, and correlations from Hohemberg and from Nishiwaki for the heat transfer. For the emission NOx, the model used the Zeldovich mechanism. As a knock indicator, the Knock Integral Method presented by the Douaud and Eyzat is adopted. The turbocharger was modeled with the energy balances between turbine and compressor. In this work, the percentage of water in the ethanol was varied from 0% to 10%, and the dry air and moist air (RH=60%) were considered. The results presented are the study of the influence of water in the air and in the ethanol, for a stoichiometric mixture, 1500rpm, both for the aspirated engine and the turbocharged engine with EGR (5% and 10%). The comparison of anhydrous ethanol with hydrous ethanol shows an increase in the water molar fraction of about 6%, using moist air (60% RH).Varying the humidity of the air from dry air until 60%RH with anhydrous ethanol, this variation was 9.36%. The water content in the gases influences some parameters of the combustion; the unburned gases temperature and the pressure influence the knock, and the burned gases temperature influence the NOx formation. When the aspirated engine uses hydrous ethanol (5% v.v water) both peak temperature and the peak of pressure reduces. The indicator of knock decrease about 20% some cases and the emission NOx decreases 5% when compared with anhydrous ethanol. However, the power is lower for the hydrous ethanol, by about 6%. The same tendencies observed in the aspirated engine hold for the turbocharged engine.
In the present work the effects a Tri-charged technology on a single-cylinder four-stroke diesel engine was investigated at different operating conditions. The supercharger consumes output power, and the turbocharger has turbo-lag; thus, the tri-charged system is introduced to overcome the drawback of both super and turbocharger. The experimental trials were conducted at constant speed engine of 1500 rpm with variable load and compression ratio. The load varies from 0 kg to 12 kg at an interval of 2 kg each, and compression ratio 16–20. The result indicates a significant improvement in the volumetric efficiency due to super, turbo and tri-charged boost air, whereas the thermal efficiency reduces at low and part load due to super and turbocharger for all compression ratios. Further the engine modified with a tri-charged boost the thermal efficiency improved by 0.41 and 0.78% when operate at part and full load capacity. The tri-charging impact on the engine emissions also, CO, HC, NOX are reduced by 0.38, 0.73, and 0.53% respectively for CR18. Therefore the tri-charger can be applied to a single cylinder diesel engine without modification in design, engine performance and emission regulations can be satisfied.
