Adaptive system of supplying lubricant to the internal combustion engine E P Barylnikova, A T Kulakov and O A Kulakov -Particular mechanism for continuously varying the compression ratio for an internal combustion engine S Raiu, R Ctlinoiu, V Alexa et al. Abstract. The large amount of heat is scattered in the internal combustion engine through exhaust gas, coolant, convective and radiant heat transfer. Of all these residual heat sources, exhaust gases have the potential to recover using various modern heat recovery techniques. Waste heat recovery from an engine could directly reduce fuel consumption, increase available electrical power and improve overall system efficiency and if it would be used a turbochargers that can also produce energy. This solution is called turbo aggregation and has other ways to develop it in other areas of research like the electrical field. [1-3] IntroductionThe design of road transport engines is even more focused on reducing emissions. Recently, greenhouse gas commitments have brought new technological challenges. Exhaust gas recovery has great potential, given the amount of mechanical or electrical work that could be generated on board. The paper considers the recovery that could be obtained from exhaust gases that expand them into an additional turbine (turbo-mixing). Over the years, the road transport sector has faced a period of strong technological change to reduce harmful emissions and, more recently, CO2 emissions, for example fuel consumption. The real technological surprise was that the emission reduction was achieved without losing the expected mechanical performance of the engine (torque, speed, driving fun, etc.). The results obtained were excellent: over the last two decades, the specific power (per unit of swept volume) increased by a factor of 1.5, while the emission level was 10 times. The EURO limits have progressively (and significantly) reduced steps, producing cleaner and more powerful engines.[4] One of today's biggest challenges for reducing CO2 emissions is energy recovery, a key sector due to quantitative importance: the exhaust gases of an internal combustion engine have an energy content equal to about one-third of the chemical energy of the fuel. [5][6] The first type of recovery seems to be more technologically simpler than the second one, which introduces a clear complexity when handled on board. The first recovery, which has the nature of direct recovery, is addressed in the literature as a turbo blend and has been extensively treated. Many manufacturers (John Deere, Volvo, Caterpillar), especially heavy engines, have already applied turbocharging, but have been very focused on the possibility of extra-mechanical power. Recently, in the literature, the possibility of having an energy recovery due to the turbo mix in the form of electricity has gained interest. [7]
Internal combustion engines are constantly developing. Currently, a solution in full development is a hybrid car that has an internal combustion engine propulsion combined with an electrical motor. The electrical motor is powered by a battery which in turn is connected to other electricity suppliers for recharging. Therefore, the aim is to recover the thermal energy from the car, through various solutions, in order to transform it into electricity. Electricity is for the car’s battery as well as for its consumers. After an analysis of the energy balance of the internal combustion engine, it can be seen that the engine energy still has great potential to be transformed into electrical energy through various solutions. Electrical energy can be produced even from braking or other mechanical devices that transform mechanical energy into electrical energy. For example, a co generator of energy hybrid electric turbocharger aims to recover exhaust gas energy and to capitalize it. The turbocharger is connected through a shaft with a generator. Between the compressor wheel and the generator is a speed reducer with a gear ratio of 1:10. This article aims to present the analysis based on the results of the experimental and simulation research of the hybrid turbocharger. The tests were performed using a diesel internal combustion engine with 4 cylinders at a capacity of 1.9 liters. The simulations will be performed using AMESim software developed by Siemens. The main parameters, which are highlighted, are: pressure ratio of the turbocharger, the rotation speed of the turbocharger and the power from the experimental results in relation to time and engine power at 100% load.
The aim of the article is to present and evaluate the results of a internal combustion engine with the Dyno-Max Software and the test bed, which has a high applicability in the field of internal combustion engines and automobiles as well as the peripheral related equipment. For research it was used a Chevy 350 engine with a 350 cubic inch (5.7-liter) small block V8 with a 4.00 and 3.48 inch bore and stroke. The base version of this engine makes 195 horsepower and features an 8.5 compression ratio.
The internal combustion engines performance can be increase. The residual gases can be recovered through turbo charging systems because is an important reserve of exhaust gas energy, which can be capitalized. The turbo charging solution is one of the most popular technical solutions for increasing the energy performance of internal combustion engines. The solutions proposed for the theoretical and experimental research is the hybrid turbocharger. The hybrid turbocharger has a double function: to compress the fresh air and to generate electric energy for the vehicle. The compressed fresh air is compress by the rotor wheel of the compressor. The generator which produces the electrical energy is linearly coupled to the rotor on the compressor shaft outside zone. The electrical energy can be used for consumption of the military vehicles or can be stored in to the battery of the vehicle. The military vehicle must have a internal combustion engine or a hybrid engine equipped with a hybrid turbocharger. The article aim is to present the results of the hybrid turbocharger. The simulation was realised with the AMESim Software developed by Siemens. To simulate the exhaust gas energy was used a CIMAT test bed which can provides high pressure air.
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