Hour 1: IC Engine Review, Thermodynamics and 0-D Modeling
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
Alternative Fuels, Vehicles & Technologies Feasibility
ALTERNATIVE FUELS, VEHICLES & TECHNOLOGIES FEASIBILITY REPORT Prepared by Eastern Pennsylvania Alliance for Clean Transportation (EP-ACT)With Technical Support provided by: Clean Fuels Ohio (CFO); & Pittsburgh Region Clean Cities (PRCC) Table of Contents Analysis Background: .................................................................................................................................... 3 1.0: Introduction – Fleet Feasibility Analysis: ............................................................................................... 3 2.0: Fleet Management Goals – Scope of Work & Criteria for Analysis: ...................................................... 4 Priority Review Criteria for Analysis: ........................................................................................................ 4 3.0: Key Performance Indicators – Existing Fleet Analysis ............................................................................ 5 4.0: Alternative Fuel Options – Summary Comparisons & Conclusions: ...................................................... 6 4.1: Detailed Propane Autogas Options Analysis: ......................................................................................... 7 Propane Station Estimate ......................................................................................................................... 8 (Station Capacity: 20,000 GGE/Year) ........................................................................................................ 8 5.0: Key Recommended Actions – Conclusion -
Small Engine Parts and Operation
1 Small Engine Parts and Operation INTRODUCTION The small engines used in lawn mowers, garden tractors, chain saws, and other such machines are called internal combustion engines. In an internal combustion engine, fuel is burned inside the engine to produce power. The internal combustion engine produces mechanical energy directly by burning fuel. In contrast, in an external combustion engine, fuel is burned outside the engine. A steam engine and boiler is an example of an external combustion engine. The boiler burns fuel to produce steam, and the steam is used to power the engine. An external combustion engine, therefore, gets its power indirectly from a burning fuel. In this course, you’ll only be learning about small internal combustion engines. A “small engine” is generally defined as an engine that pro- duces less than 25 horsepower. In this study unit, we’ll look at the parts of a small gasoline engine and learn how these parts contribute to overall engine operation. A small engine is a lot simpler in design and function than the larger automobile engine. However, there are still a number of parts and systems that you must know about in order to understand how a small engine works. The most important things to remember are the four stages of engine operation. Memorize these four stages well, and everything else we talk about will fall right into place. Therefore, because the four stages of operation are so important, we’ll start our discussion with a quick review of them. We’ll also talk about the parts of an engine and how they fit into the four stages of operation. -
Converting an Internal Combustion Engine Vehicle to an Electric Vehicle
AC 2011-1048: CONVERTING AN INTERNAL COMBUSTION ENGINE VEHICLE TO AN ELECTRIC VEHICLE Ali Eydgahi, Eastern Michigan University Dr. Eydgahi is an Associate Dean of the College of Technology, Coordinator of PhD in Technology program, and Professor of Engineering Technology at the Eastern Michigan University. Since 1986 and prior to joining Eastern Michigan University, he has been with the State University of New York, Oak- land University, Wayne County Community College, Wayne State University, and University of Maryland Eastern Shore. Dr. Eydgahi has received a number of awards including the Dow outstanding Young Fac- ulty Award from American Society for Engineering Education in 1990, the Silver Medal for outstanding contribution from International Conference on Automation in 1995, UNESCO Short-term Fellowship in 1996, and three faculty merit awards from the State University of New York. He is a senior member of IEEE and SME, and a member of ASEE. He is currently serving as Secretary/Treasurer of the ECE Division of ASEE and has served as a regional and chapter chairman of ASEE, SME, and IEEE, as an ASEE Campus Representative, as a Faculty Advisor for National Society of Black Engineers Chapter, as a Counselor for IEEE Student Branch, and as a session chair and a member of scientific and international committees for many international conferences. Dr. Eydgahi has been an active reviewer for a number of IEEE and ASEE and other reputedly international journals and conferences. He has published more than hundred papers in refereed international and national journals and conference proceedings such as ASEE and IEEE. Mr. Edward Lee Long IV, University of Maryland, Eastern Shore Edward Lee Long IV graduated from he University of Maryland Eastern Shore in 2010, with a Bachelors of Science in Engineering. -
Using Biodiesel Fuel in Your Engine
RENEWABLE AND ALTERNATIVE ENERGY FACT SHEET Using Biodiesel Fuel in Your Engine Introduction Biodiesel is an engine fuel that is created by chemically reacting fatty acids and alcohol. Practically speaking, this usually means combining vegetable oil with methanol in the presence of a cata- lyst (usually sodium hydroxide). Biodiesel is much more suitable for use as an engine fuel than straight vegetable oil for a number of reasons, the most notable one being its lower viscosity. Many large and small producers have begun producing biodiesel, and the fuel can now be found in many parts of Pennsylvania and beyond either as “pure biodiesel” or a blended mixture with tradi- tional petroleum diesel (e.g., B5 is 5 percent biodiesel, 95 percent petroleum diesel). The process of making biodiesel is simple enough that farm- ers can consider producing biodiesel to meet their own needs by growing and harvesting an oil crop and converting it into biodiesel. In this way, farmers are able to “grow” their own fuel (see the Penn State Cooperative Extension publication Biodiesel Safety and Best Management Practices for Small-Scale Noncom- biodiesel fuel has less energy per unit volume than traditional mercial Production). There are many possible reasons to grow or diesel fuel. use biodiesel, including economics, support of local industry, and environmental considerations. • Fuel efficiency: fuel efficiency tends to be slightly lower when However, there is also a great deal of concern about the effect using biodiesel due to the lower energy content of the fuel. of biodiesel on engines. Many stories have been circulating about Typically, the drop-off is in the same range as the reduction in reduced performance, damage to key components, or even engine peak engine power (3–5 percent). -
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. -
Physics 170 - Thermodynamic Lecture 40
Physics 170 - Thermodynamic Lecture 40 ! The second law of thermodynamic 1 The Second Law of Thermodynamics and Entropy There are several diferent forms of the second law of thermodynamics: ! 1. In a thermal cycle, heat energy cannot be completely transformed into mechanical work. ! 2. It is impossible to construct an operational perpetual-motion machine. ! 3. It’s impossible for any process to have as its sole result the transfer of heat from a cooler to a hotter body ! 4. Heat flows naturally from a hot object to a cold object; heat will not flow spontaneously from a cold object to a hot object. ! ! Heat Engines and Thermal Pumps A heat engine converts heat energy into work. According to the second law of thermodynamics, however, it cannot convert *all* of the heat energy supplied to it into work. Basic heat engine: hot reservoir, cold reservoir, and a machine to convert heat energy into work. Heat Engines and Thermal Pumps 4 Heat Engines and Thermal Pumps This is a simplified diagram of a heat engine, along with its thermal cycle. Heat Engines and Thermal Pumps An important quantity characterizing a heat engine is the net work it does when going through an entire cycle. Heat Engines and Thermal Pumps Heat Engines and Thermal Pumps Thermal efciency of a heat engine: ! ! ! ! ! ! From the first law, it follows: Heat Engines and Thermal Pumps Yet another restatement of the second law of thermodynamics: No cyclic heat engine can convert its heat input completely to work. Heat Engines and Thermal Pumps A thermal pump is the opposite of a heat engine: it transfers heat energy from a cold reservoir to a hot one. -
Internal and External Combustion Engine Classifications: Gasoline
Internal and External Combustion Engine Classifications: Gasoline and diesel engine classifications: A gasoline (Petrol) engine or spark ignition (SI) burns gasoline, and the fuel is metered into the intake manifold. Spark plug ignites the fuel. A diesel engine or (compression ignition Cl) bums diesel oil, and the fuel is injected right into the engine combustion chamber. When fuel is injected into the cylinder, it self ignites and bums. Preparation of fuel air mixture (gasoline engine): * High calorific value: (Benzene (Gasoline) 40000 kJ/kg, Diesel 45000 kJ/kg). * Air-fuel ratio: A chemically correct air-fuel ratio is called stoichiometric mixture. It is an ideal ratio of around 14.7:1 (14.7 parts of air to 1 part fuel by weight). Under steady-state engine condition, this ratio of air to fuel would assure that all of the fuel will blend with all of the air and be burned completely. A lean fuel mixture containing a lot of air compared to fuel, will give better fuel economy and fewer exhaust emissions (i.e. 17:1). A rich fuel mixture: with a larger percentage of fuel, improves engine power and cold engine starting (i.e. 8:1). However, it will increase emissions and fuel consumption. * Gasoline density = 737.22 kg/m3, air density (at 20o) = 1.2 kg/m3 The ratio 14.7 : 1 by weight equal to 14.7/1.2 : 1/737.22 = 12.25 : 0.0013564 The ratio is 9,030 : 1 by volume (one liter of gasoline needs 9.03 m3 of air to have complete burning). -
DOE Transportation Strategy: Improve Internal Combustion Engine Efficiency
DOE Transportation Strategy: Improve Internal Combustion Engine Efficiency Gurpreet Singh, Team Leader Advanced Combustion Engine Technologies Vehicle Technologies Program U.S. Department of Energy Presented at the ARPA-E Distributed Generation Workshop Alexandria, VA June 2, 2011 Program Name or Ancillary Text eere.energy.gov Outline Current state of vehicle engine technology and performance trends (efficiency and emissions) over time Headroom to improve vehicle engine efficiency Future technical pathways and potential impact DOE’s current strategy and pathways eere.energy.gov Passenger Vehicle Fuel Economy Trends Significant fuel economy increases (in spite of increases in vehicle weight, size and performance) can be largely attributed to increase in internal combustion engine efficiency. Source: Light-Duty Automotive Technology, Carbon Dioxide Emissions, and Fuel Economy Trends: 1975 through 2010, EPA. eere.energy.gov Progress In Heavy-Duty Diesel Engine Efficiency and Emissions Historical progress in heavy-duty engine efficiency and the challenge of simultaneous emissions reduction, illustrate positive impact from DOE R&D support. (Adapted from DEER presentation, courtesy of Detroit Diesel Corporation). 20 Steady State 2.0 hr) - Test NOx + HC Particulate Matter 15 1.5 g/bhp NOx Transient Test (Unregulated) 90% NOx NO + HC 10 x 1.0 Oil savings from heavy-duty vehicles alone PM (Unregulated) 2002 (1997 – 2005) represent an over 35:1 return NOx on investment (ROI) of government funds for 5 0.5 heavy-duty combustion engine R&D. PM NOx + NMHC 90% Oxides ofOxides Nitrogen ( Urban Bus PM 0 0.0 Source: Retrospective Benefit-Cost Evaluation of U.S. DOE 1970 1975 1980 1985 1990 1995 2000 2005 2010 Vehicle Advanced Combustion Engine R&D Investments: Model Year 2007 Impacts of a Cluster of Energy Technologies, U.S. -
Robosuite: a Modular Simulation Framework and Benchmark for Robot Learning
robosuite: A Modular Simulation Framework and Benchmark for Robot Learning Yuke Zhu Josiah Wong Ajay Mandlekar Roberto Mart´ın-Mart´ın robosuite.ai Abstract robosuite is a simulation framework for robot learning powered by the MuJoCo physics engine. It offers a modular design for creating robotic tasks as well as a suite of benchmark environments for reproducible re- search. This paper discusses the key system modules and the benchmark environments of our new release robosuite v1.0. 1 Introduction We introduce robosuite, a modular simulation framework and benchmark for robot learning. This framework is powered by the MuJoCo physics engine [15], which performs fast physical simulation of contact dynamics. The overarching goal of this framework is to facilitate research and development of data-driven robotic algorithms and techniques. The development of this framework was initiated from the SURREAL project [3] on distributed reinforcement learning for robot manipulation, and is now part of the broader Advancing Robot In- telligence through Simulated Environments (ARISE) Initiative, with the aim of lowering the barriers of entry for cutting-edge research at the intersection of AI and Robotics. Data-driven algorithms [9], such as reinforcement learning [13,7] and imita- tion learning [12], provide a powerful and generic tool in robotics. These learning arXiv:2009.12293v1 [cs.RO] 25 Sep 2020 paradigms, fueled by new advances in deep learning, have achieved some excit- ing successes in a variety of robot control problems. Nonetheless, the challenges of reproducibility and the limited accessibility of robot hardware have impaired research progress [5]. In recent years, advances in physics-based simulations and graphics have led to a series of simulated platforms and toolkits [1, 14,8,2, 16] that have accelerated scientific progress on robotics and embodied AI. -
Vehicle Fuel Efficiency
Vehicle Fuel Efficiency Potential measures to encourage the uptake of more fuel efficient, low carbon emission vehicles Public Discussion Paper Prepared by Australian Transport Council (ATC) and Environment Protection and Heritage Council (EPHC) Vehicle Fuel Efficiency Working Group With support from The Australian Government September 2008 Closing date for comments: 7 November 2008 © Commonwealth of Australia 2008 This work is copyright. You may download, display, print and reproduce this material in unaltered form only (retaining this notice) for your personal, non-commercial use or use within your organisation. Apart from any use as permitted under the Copyright Act 1968, all other rights are reserved. Requests and inquiries concerning reproduction and rights should be addressed to Commonwealth Copyright Administration Attorney General’s Department Robert Garran Offices National Circuit Barton ACT 2600 or posted at http://www.ag.gov.au/cca Disclaimer The discussion paper has been prepared by the Australian Transport Council/Environment Protection & Heritage Council Vehicle Fuel Efficiency Working Group. The opinions, comments and analysis expressed in the discussion paper are for discussion purposes only and cannot be taken in any way as an expression of current or future policy of the Australian Government nor any state or territory government. The views and opinions expressed do not necessarily reflect those of the Australian Government or the Minister for the Environment, Heritage and the Arts, the Minister for Infrastructure, Transport, Regional Services and Local Government, or the Minister for Climate Change and Water. While reasonable efforts have been made to ensure that the contents of this publication are factually correct, the Commonwealth does not accept responsibility for the accuracy or completeness of the contents, and shall not be liable for any loss or damage that may be occasioned directly or indirectly through the use of, or reliance on, the contents of this publication. -
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. -
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.