Search Results (13)

The mobility industry has experienced a fast evolution towards electric-based transport in recent years. Recently, hybrid electric vehicles, which combine electric and conventional combustion systems, have become the most popular alternative by far. This is due to longer autonomy and more extended refueling networks in comparison with the recharging points system, which is still quite limited in some countries. This paper aims to conduct a literature review on thermodynamic models of heat engines used in hybrid electric vehicles and their respective configurations for series, parallel and mixed powertrain. It will discuss the most important models of thermal energy in combustion engines such as the Otto, Atkinson and Miller cycles which are widely used in commercial hybrid electric vehicle models. In short, this work aims at serving as an illustrative but descriptive document, which may be valuable for multiple research and academic purposes. Full article

Considering nonlinear variation of working fluid’s specific heat with its temperature, finite-time thermodynamic theory is applied to analyze and optimize the characteristics of an irreversible Atkinson cycle. Through numerical calculations, performance relationships between cycle dimensionless power density versus compression ratio and dimensionless power density versus thermal efficiency are obtained, respectively. When the design parameters take certain specific values, the performance differences of reversible, endoreversible and irreversible Atkinson cycles are compared. The maximum specific volume ratio, maximum pressure ratio, and thermal efficiency under the conditions of the maximum power output and maximum power density are compared. Based on NSGA-II, the single-, bi-, tri-, and quadru-objective optimizations are performed when the compression ratio is used as the optimization variable, and the cycle dimensionless power output, thermal efficiency, dimensionless ecological function, and dimensionless power density are used as the optimization objectives. The deviation indexes are obtained based on LINMAP, TOPSIS, and Shannon entropy solutions under different combinations of optimization objectives. By comparing the deviation indexes of bi-, tri- and quadru-objective optimization and the deviation indexes of single-objective optimizations based on maximum power output, maximum thermal efficiency, maximum ecological function and maximum power density, it is found that the deviation indexes of multi-objective optimization are smaller, and the solution of multi-objective optimization is desirable. The comparison results show that when the LINMAP solution is optimized with the dimensionless power output, thermal efficiency, and dimensionless power density as the objective functions, the deviation index is 0.1247, and this optimization objective combination is the most ideal. Full article

The Atkinson cycle, where expansion ratio is higher than the compression ratio, is one of the methods used to improve thermal efficiency of engines. Miller improved the Atkinson cycle by controlling the intake- or exhaust-valve closing timing, a technique which is called the Miller cycle. The Otto–Miller cycle can improve thermal efficiency and reduce NOx emission by reducing compression work; however, it must compensate for the compression pressure and maintain the intake air mass through an effective compression ratio or turbocharge. Hence, we performed thermodynamic cycle analysis with changes in the intake-valve closing timing for the Otto–Miller cycle and evaluated the engine performance and Miller timing through the resulting problems and solutions. When only the compression ratio was compensated, the theoretical thermal efficiency of the Otto–Miller cycle improved by approximately 18.8% compared to that of the Otto cycle. In terms of thermal efficiency, it is more advantageous to compensate only the compression ratio; however, when considering the output of the engine, it is advantageous to also compensate the boost pressure to maintain the intake air mass flow rate. Full article

An improved thermodynamic open Dual cycle is proposed to simulate the working of internal combustion engines. It covers both spark ignition and Diesel types through a sequential heat release. This study proposes a procedure that includes (i) the composition change caused by internal combustion, (ii) the temperature excursions, (iii) the combustion efficiency, (iv) heat and pressure losses, and (v) the intake valve timing, following well-established methodologies. The result leads to simple analytical expressions, valid for portable models, optimization studies, engine transformations, and teaching. The proposed simplified model also provides the working gas properties and the amount of trapped mass in the cylinder resulting from the exhaust and intake processes. This allows us to yield explicit equations for cycle work and efficiency, as well as exhaust temperature for turbocharging. The model covers Atkinson and Miller cycles as particular cases and can include irreversibilities in compression, expansion, intake, and exhaust. Results are consistent with the real influence of the fuel-air ratio, overcoming limitations of standard air cycles without the complex calculation of fuel-air cycles. It includes Exhaust Gas Recirculation, EGR, external irreversibilities, and contemporary high-efficiency and low-polluting technologies. Correlations for heat ratio γ are given, including renewable fuels. Full article

The article presents the application of the Fourier series to theoretical considerations on the method of maximum temperature control in thermodynamic cycles of internal combustion engines equipped with an additional independent kinematic system. The analysis assumes that the processes are zero-dimensional and the gases consumed in the engine cycles are perfect, simplifying the considerations for temperature control as a function of the two variables, pressure and volume, of which the volume as a geometric quantity can be completely controlled. In view of this fact, a predetermined temperature curve was assumed, ultimately reducing the considerations of specific volume changes, that is to say a kinematic system that could implement these changes. Moreover, in the analysis of volume changes, a cycle not used so far in the description of internal combustion engines was used. In the next step, the cycle was modified using the popular Vibe function, which was replaced in the theoretical cycle by two isochoric and isothermal transformations. Heat exchange was completely omitted in the considerations, in that it is of secondary importance, ultimately bringing the temperature function to the function of one variable, the angle of rotation of the crankshaft. Then, the kinematics was divided into the kinematics of the crank-piston system and the additional system, which was approximated with five words from the Fourier series, which in the technique correspond, for example, to the system of oscillators. At the end of the article we have explained one of the ways of actual technical implementation using a single nonlinear oscillator, the so-called ACC system equivalent to a few words from the mentioned Fourier series. Full article

Variation trends of dimensionless power density (PD) with a compression ratio and thermal efficiency (TE) are discussed according to the irreversible Atkinson cycle (AC) model established in previous literature. Then, for the fixed cycle temperature ratio, the maximum specific volume ratios, the maximum pressure ratios, and the TEs corresponding to the maximum power output (PO) and the maximum PD are compared. Finally, multi-objective optimization (MOO) of cycle performance with dimensionless PO, TE, dimensionless PD, and dimensionless ecological function (EF) as the optimization objectives and compression ratio as the optimization variable are performed by applying the non-dominated sorting genetic algorithm-II (NSGA-II). The results show that there is an optimal compression ratio which will maximize the dimensionless PD. The relation curve of the dimensionless PD and compression ratio is a parabolic-like one, and the dimensionless PD and TE is a loop-shaped one. The AC engine has smaller size and higher TE under the maximum PD condition than those of under the maximum PO condition. With the increase of TE, the dimensionless PO will decrease, the dimensionless PD will increase, and the dimensionless EF will first increase and then decrease. There is no positive ideal point in Pareto frontier. The optimal solutions by using three decision-making methods are compared. This paper analyzes the performance of the PD of the AC with three losses, and performs MOO of dimensionless PO, TE, dimensionless PD, and dimensionless EF. The new conclusions obtained have theoretical guideline value for the optimal design of actual Atkinson heat engine. Full article

Considering the finite time characteristic, heat transfer loss, friction loss and internal irreversibility loss, an air standard reciprocating heat-engine cycle model is founded by using finite time thermodynamics. The cycle model, which consists of two endothermic processes, two exothermic processes and two adiabatic processes, is well generalized. The performance parameters, including the power output and efficiency (PAE), are obtained. The PAE versus compression ratio relations are obtained by numerical computation. The impacts of variable specific heats ratio (SHR) of working fluid (WF) on universal cycle performances are analyzed and various special cycles are also discussed. The results include the PAE performance characteristics of various special cycles (including Miller, Dual, Atkinson, Brayton, Diesel and Otto cycles) when the SHR of WF is constant and variable (including the SHR varied with linear function (LF) and nonlinear function (NLF) of WF temperature). The maximum power outputs and the corresponding optimal compression ratios, as well as the maximum efficiencies and the corresponding optimal compression ratios for various special cycles with three SHR models are compared. Full article

The present study provides a feasible strategy for minimizing automotive CO₂ emissions by coupling the principle of the Atkinson cycle with the use of bioethanol fuel. Motor cycles and scooters have a stroke to bore ratio of less than unity, which allows higher speeds. The expansion to compression ratio (ECR) of these engines can be altered by tuning the opening time of the intake and exhaust valves. The effect of ECR on fuel consumption and the feasibility of ethanol fuels are still not clear, especially for short stroke engines. Hence, in this study, the valve timing of a short stroke engine was tuned in order to explore potential bioethanol applications. The effect of valve timing on engine performance was theoretically and experimentally investigated. In addition, the application of ethanol/gasoline blended fuels, E3, E20, E50, and E85, were examined. The results show that consumption, as well as engine performance of short stroke motorcycle engines, can be improved by correctly setting the valve controls. In addition, ethanol/gasoline blended fuel can be used up to a composition of 20% without engine modification. The ignition time needs to be adjusted in fuel with higher compositions of blended ethanol. The fuel economy of a short stroke engine cannot be sharply improved using an Atkinson cycle, but CO₂ emissions can be reduced using ethanol/gasoline blended fuel. The present study demonstrates the effect of ECR on the performance of short stroke engines, and explores the feasibility of applying ethanol/gasoline blended fuel to it. Full article

Power output ( $P$ ), thermal efficiency ( $\eta$ ) and ecological function ( $E$ ) characteristics of an endoreversible Dual-Miller cycle (DMC) with finite speed of the piston and finite rate of heat transfer are investigated by applying finite time thermodynamic (FTT) theory. The parameter expressions of the non-dimensional power output ( $\overline{P}$ ), $\eta$ and non-dimensional ecological function ( $\overline{E}$ ) are derived. The relationships between $\overline{P}$ and cut-off ratio ( $\rho$ ), between $\overline{P}$ and $\eta$ , as well as between $\overline{E}$ and $\rho$ are demonstrated. The influences of $\rho$ and piston speeds in different processes on $\overline{P}$ , $\eta$ and $\overline{E}$ are investigated. The results show that $\overline{P}$ and $\overline{E}$ first increase and then start to decrease with increasing $\rho$ . The optimal cut-off ratio ${\rho }_{opt}$ will increase if piston speeds increase in heat addition processes and heat rejection processes. As piston speeds in different processes increase, the maximum values of $\overline{P}$ and $\overline{E}$ increase. The results include the performance characteristics of various simplified cycles of DMC, such as Otto cycle, Diesel cycle, Dual cycle, Otto-Atkinson cycle, Diesel-Atkinson cycle, Dual-Atkinson cycle, Otto-Miller cycle and Diesel-Miller cycle. Comparing performance characteristics of the DMC with different optimization objectives, when choosing $\overline{E}$ as optimization objective, $\eta$ improves 26.4% compared to choosing $\overline{P}$ as optimization objective, while $\overline{P}$ improves 74.3% compared to choosing $\eta$ as optimization objective. Thus, optimizing $E$ is the best compromise between optimizing $P$ and optimizing $\eta$ . The results obtained can provide theoretical guidance to design practical DMC engines. Full article

Finite-time thermodynamic models for an Otto cycle, an Atkinson cycle, an over-expansion Miller cycle (M1), an LIVC Miller cycle through late intake valve closure (M2) and an LIVC Miller cycle with constant compression ratio (M3) have been established. The models for the two LIVC Miller cycles are first developed; and the heat-transfer and friction losses are considered with the effects of real engine parameters. A comparative analysis for the energy losses and performances has been conducted. The optimum compression-ratio ranges for the efficiency and effective power are different. The comparative results of cycle performances are influenced together by the ratios of the energy losses and the cycle types. The Atkinson cycle has the maximum peak power and efficiency, but the minimum power density; and the M1 cycle can achieve the optimum comprehensive performances. The less net fuel amount and the high peak cylinder pressure (M3 cycle) have a significantly adverse effect on the loss ratios of the heat-transfer and friction of the M2 and M3 cycles; and the effective power and energy efficiency are always lower than the M1 and Atkinson cycles. When greatly reducing the weights of the heat-transfer and friction, the M3 cycle has significant advantage in the energy efficiency. The results obtained can provide guidance for selecting the cycle type and optimizing the performances of a real engine. Full article

The paper presents the results of research on the turbocharged spark ignition engine with additional exhaust expansion in a separate cylinder, which is commonly known as the five-stroke engine. The research engine has been constructed based on the four cylinder engine in which two outer cylinders work as the fired cylinders, while two internally connected inner cylinders constitute the volume of the additional expansion process. The engine represents a powertrain realizing an ultra-expansion cycle. The purpose of the study was to find an effective additional expansion process in the five-stroke engine. Cylinder-pressure indicating measurements were carried out for one of the fired cylinders and the additional expansion cylinder. The study was performed for over 20 different points on the engine operation map. This allowed us to determine a dependence between the pressure indicated in the fired cylinders and in the additional expansion cylinders. A function of the mean pressure indicated in the additional expansion cylinder versus a brake mean effective pressure was also presented. This showed a load threshold from which the work of the cylinders of additional expansion produced benefits for the output of the experimental engine. The issues of mechanical efficiency and effective efficiency of this engine were also discussed. Full article

On the basis of introducing the origin and development of finite time thermodynamics (FTT), this paper reviews the progress in FTT optimization for internal combustion engine (ICE) cycles from the following four aspects: the studies on the optimum performances of air standard endoreversible (with only the irreversibility of heat resistance) and irreversible ICE cycles, including Otto, Diesel, Atkinson, Brayton, Dual, Miller, Porous Medium and Universal cycles with constant specific heats, variable specific heats, and variable specific ratio of the conventional and quantum working fluids (WFs); the studies on the optimum piston motion (OPM) trajectories of ICE cycles, including Otto and Diesel cycles with Newtonian and other heat transfer laws; the studies on the performance limits of ICE cycles with non-uniform WF with Newtonian and other heat transfer laws; as well as the studies on the performance simulation of ICE cycles. In the studies, the optimization objectives include work, power, power density, efficiency, entropy generation rate, ecological function, and so on. The further direction for the studies is explored. Full article

The relative fuel consumption reduction strengths of multiple passenger car powertrains are investigated. These include [A] conventional compression ignition (CI) direct injection (DI) turbocharged (TC) diesel (D) [CI-DI-TC-D]; [B] Atkinson cycle charge sustaining (CS) “split-hybrid” electric vehicles (HEV) fueled by gasoline/petrol (G) [HEVG]; plug-in (P) hybrid gasoline/petrol [PHEVG)]; and indirect fuel injected (IDI) spark-ignited (SI) internal combustion engines (ICE) fueled by gasoline/petrol [SI-IDI-NA-G]. When we use simulation to evaluate the behavior of PHEVG powertrains, the size is a four-to-five passenger car platform that would be regarded as “compact” in the U.S. and standard in Europe. A careful distinction between probable driving patterns for PHEVGs when in charge-depletion (CD) mode vs. charge sustaining (CS) operation is made. Effects of variation in the amount of kWh storage and the CD strategy, between PHEVs with varying km of electric-equivalent range are also investigated. The effect of electric drive (battery and motor) power (kW) on ability of a vehicle to operate all-electrically, relative to its ability to reduce oil use, is examined. Four degrees of hybridization are briefly examined, including stop-start (SS), integrated starter-generator (ISG), mild parallel (MP), and full parallel (FP). Each of the parallel PHEVs examined is an FP. Powertrain model simulations and limited dynamometer test results for such PHEVGs are compared to the other vehicle types for certification and “on-road” driving cycles from Europe and the U.S. It is illustrated that the conventional wisdom that HEVG has significant superiority over CG primarily in urban stop and go driving should not automatically be extended to PHEVGs. The driving cycle information is related to systematically varying consumer patterns of dwelling choice and vehicle use in cities, suburbs, and rural areas, as well as across nations. Effects of fuel taxation choices by nation — for gasoline, diesel and electric fuel — are investigated. The effects that residential location and type, driving cycle, and fuel cost have on the relative marketability of the studied powertrains, when initially entering the market, are summarized. The sequence of events leading to early emergence of original equipment automaker production and marketing of PHEVGs is discussed. Full article