Performance evaluation of nonthermal plasma reactors for NO oxidation in diesel engine exhaust gas treatment

The discharge plasma-chemical hybrid process for NO/sub x/ removal from the due gas emissions is an extremely effective and economical approach in comparison with the conventional selective catalytic reduction system. In this paper we bring out a relative comparison of several discharge plasma reactors from the point of NO removal efficiency. The reactors were either energized by AC or by repetitive pulses. Ferroelectric pellets were used to study the effect of pellet assisted discharges on gas cleaning. Diesel engine exhaust, at different loads, is used to approximately simulate the due gas composition. Investigations were carried out at room temperature with respect to the variation of reaction products against the discharge power. Main emphasis is laid on the oxidation of NO to NO/sub 2/, without reducing NOx concentration (i.e., minimum reaction byproducts), with least power consumption. The produced NO/sub 2/ will be totally converted to N/sub 2/ and Na/sub 2/SO/sub 4/ using Na/sub 2/SO/sub 3/. The AC packed bed reactor and pelletless pulsed corona reactor showed better performance, with minimum reaction products for a given power, when the NO concentration was low (/spl sim/100 ppm). At high engine loads (NO>300 ppm) there was not much decrease in NO/sub x/ reduction and more or less all the reactors performed equally. The paper discusses these observations in detail.

Influence of stack geometry and resonator length on the performance of thermoacoustic engine

Thermoacoustic engines convert heat energy into high amplitude sound waves, which is used to drive thermoacoustic refrigerator or pulse tube cryocoolers by replacing the mechanical pistons such as compressors. The increasing interest in thermoacoustic technology is of its potentiality of no exotic materials, low cost and high reliability compared to vapor compression refrigeration systems. The experimental setup has been built based on the linear thermoacoustic model and some simple design parameters. The engines produce acoustic energy at the temperature difference of 325-450 K imposed along the stack of the system. This work illustrates the influence of stack parameters such as plate thickness (PT) and plate spacing (PS) with resonator length on the performance of thermoacoustic engine, which are measured in terms of onset temperature difference, resonance frequency and pressure amplitude using air as a working fluid. The results obtained from the experiments are in good agreement with the theoretical results from DeltaEc. (C) 2012 Elsevier Ltd. All rights reserved.

Effect of resonator length and working fluid on the performance of twin thermoacoustic heat engine - experimental and simulation studies

Success in the advancement of thermoacoustic field led the researchers to develop the thermoacoustic engines which found its applications in various fields such as refrigeration, gas mixture separation, natural gas liquefaction, and cryogenics. The objective of this study is to design and fabricate the twin thermoacoustic heat engine (TAHE) producing the acoustic waves with high resonance frequencies which is used to drive a thermoacoustic refrigerator efficiently by the influence of geometrical parameters and working fluids. Twin TAHE has gained significant attention due to the production of high intensity acoustic waves than single TAHE. In order to drive an efficient thermoacoustic refrigerator, a twin thermoacoustic heat engine is built up and its performance are analysed by varying the resonator length and working fluid. The performance is measured in terms of onset temperature difference, resonance frequency and pressure amplitude of the oscillations generated from twin TAHE. The simulation is performed using free software DeltaEC, from LANL, USA. The simulated DeltaEC results are compared with experimental results and the deviations are found within +10%.

Aerodynamic performance of a bypass engine with fan nozzle exit area change by warped chevrons

Variation of the bypass nozzle exit area enables optimization of the turbofan engine operating cycle over a wider range of operational conditions resulting in improved thrust and/or fuel consumption. Two mechanisms for varying the nozzle area have been investigated. The first uses an array of chevrons which when closed, form a full body of revolution and when warped/curved, increase the exit area while forming a serrated trailing edge. The second technique incorporates an axially translating section of the nacelle shroud and uses the change in the nozzle boat-tail radial location with the axial location as a means to vary the nozzle exit area. To analyse the effects on a typical rotor/stator stage, computational fluid dynamics simulations of the NASA Rotor 67, Stator 67A stage integrated into a custom-built nacelle were performed. Nozzles with 8, 12, and 16 chevrons were simulated to evaluate the impact of the variation in geometry upon the nacelle wake and local forces. Gross thrust of the nacelle and the turbulent kinetic energy (TKE) variation through the wake is compared. The chevron nozzle attains a nearly 2 per cent maximum thrust improvement over the translating nozzle technique. The chevron nozzle also has significantly lower (nearly 8 per cent) peak TKE levels in the jet plume.

A Theoretical and Experimental Study of Resonance in a High Performance Engine Intake System: Part 1

The unsteady gas dynamic phenomena in engine intake systems of the type found in racecars have been examined. In particular, the resonant tuning effects, including cylinder-to-cylinder power variations, which can occur as a result of the interaction between an engine and its airbox have been considered. Frequency analysis of the output from a Virtual 4-Stroke 1D engine simulation was used to characterise the forcing function applied by an engine to an airbox. A separate computational frequency sweeping technique, which employed the CFD package FLUENT, was used to determine the natural frequencies of virtual airboxes in isolation from an engine. Using this technique, an airbox with a natural frequency at 75 Hz was designed for a Yamaha R6 4-cylinder motorcycle engine. The existence of an airbox natural frequency at 75 Hz was subsequently confirmed by an experimental frequency sweeping technique carried out on the engine test bed. A coupled 1D/3D analysis which employed the engine simulation package Virtual 4-Stroke and the CFD package FLUENT, was used to model the combined engine and airbox system. The coupled 1D/3D analysis predicted a 75 Hz resonance of the airbox at an engine speed of 9000 rpm. This frequency was the induction frequency for a single cylinder. An airbox was fabricated and tested on the engine. Static pressure was recorded at a grid of points in the airbox as the engine was swept through a speed range of 3000 to 10000 rpm. The measured engine speed corresponding to resonance in the airbox agreed well with the predicted values. There was also good correlation between the amplitude and phase of the pressure traces recorded within the airbox and the 1D/3D predictions.

A Theoretical and Experimental Study of Resonance in a High Performance Engine Intake System: Part 2

The unsteady gas dynamic phenomena in a racecar airbox have been examined, and resonant tuning effects have been considered. A coupled 1D/3D analysis, using the engine simulation package Virtual 4-Stroke and the CFD package FLUENT, was used to model the engine and airbox. The models were experimentally validated. An airbox was designed with a natural frequency in the region of 75 Hz. A coupled 1D/3D analysis of the airbox and a Yamaha R6 4 cylinder engine predicted resonance at the single-cylinder induction frequency; 75 Hz at an engine speed of 9000 rpm.

Investigations Into the Performance of a Turbogenerated Biogas Engine During Speed Transients

Turbogenerating is a form of turbocompounding whereby a Turbogenerator is placed in the exhaust stream of an internal combustion engine. The Turbogenerator converts a portion of the expelled energy in the exhaust gas into electricity which can then be used to supplement the crankshaft power. Previous investigations have shown how the addition of a Turbogenerator can increase the system efficiency by up to 9%. However, these investigations pertain to the engine system operating at one fixed engine speed. The purpose of this paper is to investigate how the system and in particular the Turbogenerator operate during engine speed transients. On turbocharged engines, turbocharger lag is an issue. With the addition of a Turbogenerator, these issues can be somewhat alleviated. This is done by altering the speed at which the Turbogenerator operates during the engine’s speed transient. During the transients, the Turbogenerator can be thought to act in a similar manner to a variable geometry turbine where its speed can cause a change in the turbocharger turbine’s pressure ratio. This paper shows that by adding a Turbogenerator to a turbocharged engine the transient performance can be enhanced. This enhancement is shown by comparing the turbogenerated engine to a similar turbocharged engine. When comparing the two engines, it can be seen that the addition of a Turbogenerator can reduce the time taken to reach full power by up to 7% whilst at the same time, improve overall efficiency by 7.1% during the engine speed transient.