DOCSLIB.ORG

Heavy-Duty Vehicle Diesel Engine Efficiency Evaluation and Energy Audit

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Heavy-Duty Vehicle Diesel Engine Efficiency Evaluation and Energy Audit CAFEE Center for Alternative Fuels, Engines & Emissions West Virginia University Heavy-Duty Vehicle Diesel Engine Efficiency Evaluation and Energy Audit October 2014 Final Report Arvind Thiruvengadam, Ph.D. – Principal Investigator Saroj Pradhan Pragalath Thiruvengadam Marc Besch Daniel Carder Mechanical and Aerospace Department West Virginia University, Morgantown, WV Oscar Delgado, Ph.D. The International Council on Clean Transportation Washington, DC Table of Contents EXECUTIVE SUMMARY .......................................................................................................................................... 1 1 INTRODUCTION ................................................................................................................................................... 4 1.1 BACKGROUND ................................................................................................................................................... 5 1.1.1 Simulation Modeling of Fuel Consumption ..................................................................................... 5 1.1.2 Engine Transient Phenomena .......................................................................................................... 5 1.1.3 Engine Efficiency and Loss Mechanisms ......................................................................................... 6 1.1.4 Engine Model ................................................................................................................................... 7 2 TEST ENGINE SPECIFICATION ........................................................................................................................ 9 2.1 US EPA 2010-COMPLIANT HEAVY-DUTY DIESEL ENGINE ............................................................................... 9 2.2 LEGACY US EPA 2004 COMPLIANT HEAVY-DUTY DIESEL ENGINE ............................................................... 10 2.3 US EPA 2010 COMPLIANT MEDIUM-DUTY DIESEL ENGINE ........................................................................... 11 3 EXPERIMENTAL SETUP ................................................................................................................................... 13 3.1 TEST CELL INTEGRATION ................................................................................................................................ 13 4 TEST PROCEDURE ............................................................................................................................................. 14 4.1 ENGINE INSTRUMENTATION ............................................................................................................................ 14 4.2 ENGINE LUG CURVE ........................................................................................................................................ 15 4.3 MOTORING PROCEDURE .................................................................................................................................. 15 4.4 FUEL MAP DEVELOPMENT .............................................................................................................................. 15 4.5 ENERGY AUDIT METHODOLOGY ..................................................................................................................... 18 4.6 WASTE HEAT RECOVERY SIMULATION ........................................................................................................... 20 5 RESULTS ............................................................................................................................................................... 23 5.1 FUEL MAP CHARACTERIZATION ..................................................................................................................... 23 5.1.1 MY 2005 Mercedes OM460 ........................................................................................................... 23 5.1.2 MY 2011 Mack MP8 505C ............................................................................................................. 24 5.1.3 Difference between steady-state and transient maps ..................................................................... 26 5.1.3.1 Transient Correction Factor ............................................................................................................................ 29 5.1.4 MY2011 Cummins ISB6.7 .............................................................................................................. 30 5.2 AUTONOMIE FUEL MAP .................................................................................................................................. 31 5.3 ENERGY AUDIT ............................................................................................................................................... 32 5.3.1 USEPA 2010 Heavy-Duty Engine Energy Audit ........................................................................... 33 5.3.2 USEPA 2010 Medium-Duty Engine Energy Audit ........................................................................ 34 5.4 FUTURE ENGINE PREDICTION .......................................................................................................................... 35 5.4.1 Oil Pump ........................................................................................................................................ 36 5.4.2 Water Pump ................................................................................................................................... 36 5.4.3 Air Compressor .............................................................................................................................. 37 5.4.4 Exhaust Backpressure .................................................................................................................... 37 5.4.5 Engine Friction .............................................................................................................................. 38 5.4.6 Prediction Methodology ................................................................................................................ 38 5.4.6.1 Pumping Loss Improvements ......................................................................................................................... 38 5.4.6.2 Engine Accessories ......................................................................................................................................... 39 5.4.6.3 Engine Friction ............................................................................................................................................... 39 5.4.6.4 Exhaust Energy ............................................................................................................................................... 39 5.4.6.5 Coolant Energy ............................................................................................................................................... 41 5.4.7 2017 Engine Map Analysis ............................................................................................................ 42 5.4.8 2020+ Engine Map Analysis .......................................................................................................... 46 5.5 REGULATORY CYCLE PREDICTIONS ................................................................................................................ 49 5.5.1 Heavy-duty SET Prediction ........................................................................................................... 50 5.5.2 Medium-duty FTP Prediction ........................................................................................................ 51 ii 5.6 WASTE HEAT RECOVERY ................................................................................................................................ 52 5.6.1 USEPA 2010 Heavy-Duty Diesel Engine WHR Model ................................................................. 53 5.6.2 USEPA 2010 Medium Duty Diesel Engine WHR Model ............................................................... 55 6 CONCLUSIONS .................................................................................................................................................... 57 7 REFERENCES ....................................................................................................................................................... 59 8 APPENDIX ............................................................................................................................................................. 61 iii ACKNOWLEDGEMENTS The West Virginia University Center for Alternative Fuels, Engines and Emissions would like to thank the International Council for Clean Transportation (ICCT) for funding this study. We thank Volvo Technology North America for supporting test cell integration of their engine, and thank Cummins Inc. for donating a medium-duty diesel engine for research purposes. In addition, we thank the Cummins and Volvo teams, Dr. Rachel Muncrief, and Fanta Kamakaté, for their reviews and input on an earlier version of the report. We also thank Dr. Oscar Delgado for being the technical lead from the ICCT and Dr. Nic Lutsey for providing valuable inputs during the course of the study. iv EXECUTIVE SUMMARY The modern diesel engine, the primary propulsion source for most heavy-duty vehicle freight movement, is subject to many design constraints, including durability, efficiency, and low emissions. The most stringent emission regulations, for example those in the United States and
Load more

Recommended publications
  • Within the Industry
    GROWING GALLONS WITHIN THE INDUSTRY Propane autogas is the leading alternative fuel in world — powering more than 25 million vehicles worldwide. The U.S. propane-autogas-powered vehicle market lags in acceptance with just over 200,000 vehicles. The propane industry fleet accounts for a small, but growing, percentage of the overall population. Thanks to recent improvements in propane autogas fuel system technology, a growing number of propane marketers are choosing propane autogas rather than diesel and gasoline powered engines when they specify and purchase vehicles. The original objective of this paper was to define the status of converting the propane industry’s fleet to our fuel and identify barriers that were obstructing growth in this industry and others. In this edition, we want to share an industry status update as well as recent successes in the expansion of propane autogas. Today, more marketers are choosing propane autogas for their fleets. As this report outlines, propane autogas is providing significant overall total cost-of-ownership (TCO) savings that translates into profits for all marketers regardless of fleet size. PROPANE AUTOGAS VEHICLES of the current propane vehicles requires an investment, but that Like other transportation markets, the propane industry follows investment is paying off in many ways. Pickup trucks, manager and standard practices when specifying and purchasing class 1-8 service vehicles, bobtails, and cylinder rack trucks all are available vehicles to safely transport payload, optimize vehicle performance, from multiple brands in both dedicated and bi-fuel models. These and provide the highest possible returns for their stakeholders. options provide comparable performance to conventional fuels with Propane autogas is becoming the choice for many marketer fleets a much lower TCO and much quicker ROI.
    [Show full text]
  • CORVETTE C7/C6/C5/C4 the World's Fastest C7s and C6s Are Powered by Procharger
    ProCharger® Intercooled Supercharger Systems for CORVETTE C7/C6/C5/C4 The World's Fastest C7s and C6s are Powered by ProCharger “ When you blast past a Lamborghini like it was standing still, there is great satisfaction to be had in knowing that you did it effortlessly and for significantly less money.”–Vette CORVETTE CONTENTS Proven Performance, Reliability and Drivability .........................4 Street/Strip Systems C7 (LT1) .......................................................8 C7 Z06 (LT4) ...................................................10 C6 (LS3) ......................................................12 C6 Z06 (LS7) ..................................................14 C6 (LS2) ......................................................16 C5 (LS1) ......................................................18 C5 Z06 (LS6) ..................................................19 C4 (LT1/LT4) ...................................................20 C4 (TPI L98) ...................................................21 Thermal Advantage/Intercooling Leadership ..........................22 Centrifugal Innovation ..............................................28 P-1X/D-1X Superchargers ...........................................34 Race Systems Bypass Valves ................................................35 Racing Domination ............................................36 F-Series ......................................................37 Building the Power. 40 Leadership Through Innovation ......................................42 Word on the Street .................................................44
    [Show full text]
  • A Review of Performance-Enhancing Innovative Modifications in Biodiesel Engines
    energies Review A Review of Performance-Enhancing Innovative Modifications in Biodiesel Engines T. M. Yunus Khan 1,2 1 Research Center for Advanced Materials Science (RCAMS), King Khalid University, PO Box 9004, Abha 61413, Saudi Arabia; [email protected] 2 Department of Mechanical Engineering, College of Engineering, King Khalid University, Abha 61421, Saudi Arabia Received: 1 August 2020; Accepted: 24 August 2020; Published: 26 August 2020 Abstract: The ever-increasing demand for transport is sustained by internal combustion (IC) engines. The demand for transport energy is large and continuously increasing across the globe. Though there are few alternative options emerging that may eliminate the IC engine, they are in a developing stage, meaning the burden of transportation has to be borne by IC engines until at least the near future. Hence, IC engines continue to be the prime mechanism to sustain transportation in general. However, the scarcity of fossil fuels and its rising prices have forced nations to look for alternate fuels. Biodiesel has been emerged as the replacement of diesel as fuel for diesel engines. The use of biodiesel in the existing diesel engine is not that efficient when it is compared with diesel run engine. Therefore, the biodiesel engine must be suitably improved in its design and developments pertaining to the intake manifold, fuel injection system, combustion chamber and exhaust manifold to get the maximum power output, improved brake thermal efficiency with reduced fuel consumption and exhaust emissions that are compatible with international standards. This paper reviews the efforts put by different researchers in modifying the engine components and systems to develop a diesel engine run on biodiesel for better performance, progressive combustion and improved emissions.
    [Show full text]
  • And Heavy-Duty Truck Fuel Efficiency Technology Study – Report #2
    DOT HS 812 194 February 2016 Commercial Medium- and Heavy-Duty Truck Fuel Efficiency Technology Study – Report #2 This publication is distributed by the U.S. Department of Transportation, National Highway Traffic Safety Administration, in the interest of information exchange. The opinions, findings and conclusions expressed in this publication are those of the author and not necessarily those of the Department of Transportation or the National Highway Traffic Safety Administration. The United States Government assumes no liability for its content or use thereof. If trade or manufacturers’ names or products are mentioned, it is because they are considered essential to the object of the publication and should not be construed as an endorsement. The United States Government does not endorse products or manufacturers. Suggested APA Format Citation: Reinhart, T. E. (2016, February). Commercial medium- and heavy-duty truck fuel efficiency technology study – Report #2. (Report No. DOT HS 812 194). Washington, DC: National Highway Traffic Safety Administration. TECHNICAL REPORT DOCUMENTATION PAGE 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. DOT HS 812 194 4. Title and Subtitle 5. Report Date Commercial Medium- and Heavy-Duty Truck Fuel Efficiency February 2016 Technology Study – Report #2 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Thomas E. Reinhart, Institute Engineer SwRI Project No. 03.17869 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Southwest Research Institute 6220 Culebra Rd. 11. Contract or Grant No. San Antonio, TX 78238 GS-23F-0006M/DTNH22- 12-F-00428 12. Sponsoring Agency Name and Address 13.
    [Show full text]
  • Shifting Gears: the Effect of a Future Decline in Diesel Market Share On
    WHITE PAPER JULY 2017 SHIFTING GEARS: THE EFFECTS OF A FUTURE DECLINE IN DIESEL MARKET SHARE ON TAILPIPE CO2 AND NOX EMISSIONS IN EUROPE Sonsoles Díaz, Josh Miller, Peter Mock, Ray Minjares, Susan Anenberg, Dan Meszler www.theicct.org [email protected] BEIJING | BERLIN | BRUSSELS | SAN FRANCISCO | WASHINGTON ACKNOWLEDGMENTS The authors thank the reviewers of this report for their guidance and constructive comments, with special thanks to Anup Bandivadekar, John German, Uwe Tietge, Dan Rutherford and two anonymous reviewers. For additional information: International Council on Clean Transportation Europe Neue Promenade 6, 10178 Berlin +49 (30) 847129-102 [email protected] | www.theicct.org | @TheICCT © 2017 International Council on Clean Transportation Funding for this work was generously provided by the ClimateWorks Foundation and Stiftung Mercator. SHIFTING GEARS: THE EFFECTS OF A FUTURE DECLINE IN DIESEL MARKET SHARE EXECUTIVE SUMMARY Diesel vehicles currently account for more than half of new light-duty vehicle registrations in Europe. Previous ICCT analyses of the costs of attaining more stringent CO2 emission standards assumed a constant diesel market share in future years. However, the diesel market share in Europe could decrease in future years as a result of a combination of forces, including changing consumer choices in the wake of the defeat device scandal; vehicle manufacturers shifting away from diesel technology in response to tighter NOX emission standards and real-driving emissions testing; availability of cheaper and more powerful electric and hybrid cars; and government programs to discourage diesel vehicle use (e.g., by restricting their circulation, or increasing taxes on diesel fuel). A decreasing market share of diesel passenger cars could have broad implications for the cost of attaining CO2 emission targets and the magnitude of fleetwide NOX emissions.
    [Show full text]
  • Summary of Current Status of Alternative Fuels and Vehicles
    1. INTRODUCTION Motor vehicles are the underlying source for two major global issues the United States (U.S.) faces: 1) the dependence on foreign oil from unstable political regions, and 2) the increase in carbon dioxide (CO2) emissions, a leading contributor of greenhouse gases (GHGs) that affect Earth’s climate. There are 200 million drivers traveling 10 trillion vehicle miles each year in the U.S. In the Denver region alone, vehicles are driven more than 70 million miles each day. Dependence on foreign oil: A matter of U.S. Security The U.S. uses about 14.5 million barrels of oil per day for transportation (which equates to 609 million gallons) and imports more than 60% of its petroleum, two-thirds of which is used to fuel vehicles in the form of gasoline and diesel. The demand for petroleum imports is increasing and with much of the worldwide petroleum resources located in politically volatile countries, the U.S. is vulnerable to supply disruptions. Climate Change While the U.S. contains only 5% of the world’s population, it is responsible for 25% of global GHG emissions. Transportation accounts for 28% of GHG emissions in the U.S., second to electric power Figure 1 (Figure 1). It is the 2006 U.S. Greenhouse Gas Emissions fastest growing by sector (Million Metric Tons CO2 Equivalent) source of GHGs, Residential accounting for 47% of Commericial 5% the net increase in 6% total U.S. GHG Agriculture emissions since 1990. 8% Trends in Colorado are similar, with Electric Power electric power being 34% the lead source of Industry 19% CO2 emissions at 42%, followed by transportation at 31% Transportation (Figure 2).
    [Show full text]
  • High Efficiency VCR Engine with Variable Valve Actuation and New Supercharging Technology
    AMR 2015 NETL/DOE Award No. DE-EE0005981 High Efficiency VCR Engine with Variable Valve Actuation and new Supercharging Technology June 12, 2015 Charles Mendler, ENVERA PD/PI David Yee, EATON Program Manager, PI, Supercharging Scott Brownell, EATON PI, Valvetrain This presentation does not contain any proprietary, confidential, or otherwise restricted information. ENVERA LLC Project ID Los Angeles, California ACE092 Tel. 415 381-0560 File 020408 2 Overview Timeline Barriers & Targets Vehicle-Technology Office Multi-Year Program Plan Start date1 April 11, 2013 End date2 December 31, 2017 Relevant Barriers from VT-Office Program Plan: Percent complete • Lack of effective engine controls to improve MPG Time 37% • Consumer appeal (MPG + Performance) Budget 33% Relevant Targets from VT-Office Program Plan: • Part-load brake thermal efficiency of 31% • Over 25% fuel economy improvement – SI Engines • (Future R&D: Enhanced alternative fuel capability) Budget Partners Total funding $ 2,784,127 Eaton Corporation Government $ 2,212,469 Contributing relevant advanced technology Contractor share $ 571,658 R&D as a cost-share partner Expenditure of Government funds Project Lead Year ending 12/31/14 $733,571 ENVERA LLC 1. Kick-off meeting 2. Includes no-cost time extension 3 Relevance Research and Development Focus Areas: Variable Compression Ratio (VCR) Approx. 8.5:1 to 18:1 Variable Valve Actuation (VVA) Atkinson cycle and Supercharging settings Advanced Supercharging High “launch” torque & low “stand-by” losses Systems integration Objectives 40% better mileage than V8 powered van or pickup truck without compromising performance. GMC Sierra 1500 baseline. Relevance to the VT-Office Program Plan: Advanced engine controls are being developed including VCR, VVA and boosting to attain high part-load brake thermal efficiency, and exceed VT-Office Program Plan mileage targets, while concurrently providing power and torque values needed for consumer appeal.
    [Show full text]
  • A Review: Concept of Diesel Vapor Combustion System
    ISSN(Online) : 2319-8753 ISSN (Print) : 2347-6710 International Journal of Innovative Research in Science, Engineering and Technology (An ISO 3297: 2007 Certified Organization) Vol. 5, Issue 4, April 2016 A Review: Concept of Diesel Vapor Combustion System Vijayeshwar.B.V P.G. Student, Department of Mechanical Engineering, Sri Venkateshwara College of Engineering, Bangalore, Karnataka, India ABSTRACT: This paper presents a concept of technique for delivery of heavy fuel oil (diesel fuel) in vapour form (gaseous state) to SI engine manifold and process of combustion of heavy fuel oil mixture (vapour and air) in light weight spark-ignition engines. If the diesel fuel is delivered to SI engine combustion chamber in vapour form (diesel fumes) through a technique of vaporization of diesel fuel and mixing of air-fuel, complete combustion of air-fuel mixture can be achieved, more improved mileage can be obtained with less emissions without compromising with engine performance aspects which is the must required criteria for any automobile. Here the principle used in vaporization of diesel is a hot air vaporization technique, where hot air is supplied at the bottom diesel sub tank/ vaporizing container as a result of which these air bubbles extract the diesel vapours forming diesel fumes from liquid diesel and these diesel vapours when delivered to engine with appropriate mixing with air and when undergoes combustion gives the above expected results. KEYWORDS: diesel fuel vapours, fuel vaporizer, air-fuel mixture, vapour combustion, reduced emission. I. INTRODUCTION The diesel engine (also known as a compression-ignition or CI engine) is an internal combustion engine in which ignition of the fuel that has been injected into the combustion chamber is initiated by the high temperature which a gas achieves when greatly compressed (adiabatic compression).
    [Show full text]
  • Biodiesel Fleet Durability Study
    Draft Final Report Biodiesel Fleet Durability Study Prepared for: Mr. Bob Okamoto California Air Resources Board 1001 "I" Street P.O. Box 2815 Sacramento, CA 95812 July 2010 Submitted by: Dr. Thomas D. Durbin Dr. J. Wayne Miller Ms. S. Michelle Jiang University of California CE-CERT Riverside, CA 92521 951-781-5791 951-781-5790 (fax) Disclaimer This report was prepared as an account of work sponsored by the California Air Resource Board. The statements and conclusions in this report are those of the contractor and not necessarily those of California Air Resources Board. The mention of commercial products, their source, or their use in connection with material reported herein is not to be construed as actual or implied endorsement of such products. Acknowledgments We acknowledge funding from the California Air Resources Board (CARB) under the grant No. G06-AF38. i Table of Contents Disclaimer i Acknowledgments i Table of Contents ii List of Tables iv Table of Figures v Abstract vi Acronyms and Abbreviations viii Executive Summary ix 1 Introduction 1 2 Biodiesel Use in Use in Compression Ignition Engines 3 2.1 Biodiesel Basics 3 2.1.1 What is Biodiesel? 3 2.1.2 Properties of Commercial #2 Diesel and Biodiesel Fuels 3 2.1.3 Biodiesel Fuel Standards 5 2.2 Engine and Fuel System with Biodiesel Use 7 2.2.1 Biodiesel Use in Compression Ignition Engines 7 2.2.2 Statement of the Diesel Fuel Injector Manufacturers 9 2.2.3 Warranties 9 2.2.4 Engine Performance 12 2.2.5 Biodiesel Solvency & Filter Plugging 12 2.2.6 Materials Compatibility 12 2.3
    [Show full text]
  • Why the Development of Internal Combustion Engines Is Still Necessary to Fight Against Global Climate Change from the Perspective of Transportation
    applied sciences Editorial Why the Development of Internal Combustion Engines Is Still Necessary to Fight against Global Climate Change from the Perspective of Transportation José Ramón Serrano * , Ricardo Novella and Pedro Piqueras CMT—Motores Térmicos, Universitat Politècnica de València, 46022 València, Spain; [email protected] (R.N.); [email protected] (P.P.) * Correspondence: [email protected] Received: 26 September 2019; Accepted: 4 October 2019; Published: 29 October 2019 Internal combustion engines (ICE) are the main propulsion systems in road transport. In mid-2017, Serrano [1] referred to the impossibility of replacing them as the power plant in most vehicles. Nowadays, this statement is true even when considering the best growth scenario for all-electric and hybrid vehicles. The arguments supporting this position consider the growing demand for transport, the strong development of cleaner and more efficient ICEs [2,3], the availability of fossil fuels, and the high energy density of said conventional fuels. Overall, there seems to be strong arguments to support the medium-long-term viability of ICEs as the predominant power plant for road transport applications. However, the situation has changed dramatically in the last few years. The media and other market players are claiming the death of ICEs in the mid-term [4]. Politicians from several G7 countries, such as France, Spain, and the United Kingdom, have announced the prohibition of ICEs in their markets [5], in some cases, as early as 2040. Large cities, such London, Paris, Madrid, and Berlin, are also considering severe limits to ICE-powered vehicles. What is the analysis that can be made from this new situation? 1.
    [Show full text]
  • A Review of Gasoline Compression Ignition
    energies Review A Review of Gasoline Compression Ignition: A Promising Technology Potentially Fueled with Mixtures of Gasoline and Biodiesel to Meet Future Engine Efficiency and Emission Targets Yanuandri Putrasari 1,2 and Ocktaeck Lim 3,* 1 Graduate School of Mechanical Engineering, University of Ulsan, San 29, Mugeo2-dong, Nam-gu, Ulsan 44610, Korea; [email protected] or [email protected] 2 Research Centre for Electrical Power and Mechatronics—Indonesian Institute of Sciences, Jl. Cisitu No 154/21D, Bandung 40135, Indonesia 3 School of Mechanical Engineering, University of Ulsan, San 29, Mugeo2-dong, Nam-gu, Ulsan 44610, Korea * Correspondence: [email protected]; Tel.: +82-10-7151-8218 Received: 25 November 2018; Accepted: 5 January 2019; Published: 14 January 2019 Abstract: Efforts have been made to develop efficient and alternative powertrains for internal combustion engines including combustion at low-temperature (LTC) concepts. LTC has been widely studied as a novel combustion mode that offers the possibility to minimize both nitrogen oxide (NOx) and particulate matter (PM) via enhanced air-fuel mixing and intake charge dilution, resulting in lower peak combustion temperatures. Gasoline compression ignition (GCI) is a new ignition method related to the extensive classification of combustion at low-temperature approaches. In this method of ignition, a fuel with high evaporation characteristics and low autoignition sensitivity, for instance gasoline, is burned in a high pressure process. Despite many research efforts, there are still many challenges related with GCI performance for compression ignition (CI) engines. Unstable combustion for idle- to low-load operation was observed because of the low reactivity characteristics of gasoline, and this will affect the efficiency and emissions of the engine.
    [Show full text]
  • Electric Boosting and Energy Recovery Systems for Engine Downsizing
    energies Review Electric Boosting and Energy Recovery Systems for Engine Downsizing Mamdouh Alshammari 1,2, Fuhaid Alshammari 2 and Apostolos Pesyridis 1,* 1 Centre of Advanced Powertrain and Fuels (CAPF), Department of Mechanical, Aerospace and Civil Engineering, Brunel University London, Middlesex UB8 3PH, UK; [email protected] 2 Department of Mechanical Engineering, University of Hai’l, Hail 55476, Saudi Arabia; [email protected] * Correspondence: [email protected] Received: 31 October 2019; Accepted: 4 December 2019; Published: 6 December 2019 Abstract: Due to the increasing demand for better fuel economy and increasingly stringent emissions regulations, engine manufacturers have paid attention towards engine downsizing as the most suitable technology to meet these requirements. This study sheds light on the technology currently available or under development that enables engine downsizing in passenger cars. Pros and cons, and any recently published literature of these systems, will be considered. The study clearly shows that no certain boosting method is superior. Selection of the best boosting method depends largely on the application and complexity of the system. Keywords: engine downsizing; electrically assisted turbocharger; electric supercharger; e-turbo; waste heat recovery; turbocharging; supercharging; turbocompounding; organic Rankine cycle 1. Introduction Although internal combustion engines are getting more efficient nowadays, still the major part of fuel energy is transformed into wasted heat. In terms of harmful exhaust emissions, the transportation sector is responsible for the one-third of CO2 emissions worldwide and approximately 15% of the overall greenhouse gas emissions [1]. Moreover, owing to the limited amount of fossil fuels, prices fluctuate significantly, with consistent general rising trends, resulting in economic issues in non-oil-producing countries.
    [Show full text]