Stringent emission regulations around the world necessitate the use of high-efficiency catalytic converters in vehicle exhaust systems. Therefore, determining the optimum geometry of the honeycomb monolith structure is necessary. This structure requires a high surface area for treating gases while maintaining a low pressure drop in the engine. In the present paper, an adapted sub-grid scale modeling is used to predict the pressure loss of square-and hexagonal-cell-shaped honeycomb monoliths. This sub-grid scale modeling represents the actual variations in the pressure drop between the inlet and outlet for various combinations of wall thickness and cell density. A comparison is made between the experimental and numerical results established in literature. The present approach is found to provide better and more comprehensive results than the single channel technique.

Design and performance of thermal devices are improved by optimizing their geometrical parameters. This study utilized numerical simulation to examine the heat transfer and flow properties of a rectangular corrugated channel at which nanofluid of silicon dioxide (SiO2) and water is flowing. It is determined how the height-to-width ratio (hc/W) and pitch-to-length ratio (pch/L) of a structure affect its thermal and hydraulic properties. The numerical simulations of flow include nanofluids with SiO2-to-water volume fractions of 8% is accomplished by employing the finite volume method (FVM) with SIMPLE algorithm for discretization of the governing equations and coupling of the pressure-velocity system while the k−ε turbulence model was employed to resolve turbulence. The results demonstrate that, in comparison to the (Pch/L) ratio, the (hc/W) ratio has a stronger influence on the enhancement of heat transfer. In reference to the values at minimum Re (Re = 10000), the ratio Pch/L = 0.05 offers the largest increase in Nuav over the Re range by 180.8%. At Reynolds number (Re) 30000, an increase in 99.5% of average Nusselt number (Nuav) is obtained when the (hc/W) ratio is increased from 0.0 to 0.05. The numerical results indicate that the hc/W of 0.05 with a Pch/L of 0.1075 are the optimum parameters and have shown significant improvement in thermal performance criteria (PEC).

<p><span lang="EN-US">This study presents the development of water injection system for turbocharged spark ignition engine. The water injection control system is built for turbocharged spark ignition (SI) engine where water was injected at the intake port just before the throttle body. The data was collected from the simulation through the GT-Power software to determine the optimized injection output for the engine. Single-stage statistical engine responses and boundary models were established by using Model-Based Calibration Toolbox. Control system was built using Simulink and simulation tests were conducted based on the speed and throttle position as the variables. The highest value of brake torque achieved in the GT-Power simulation was taken as the base value to determine the injection amount. The mean value of the predicted injection was recorded at 12.29 g/s while the variance of the predicted injection to the optimized injection was below 1%. The control system was simulated with the set predicted injection and the standard deviation of the predicted injection was 1.18. The control system simulation recorded a low percentage of 0.04% variance to the optimized injection with the pulse width modulation signal. The control system is ideal to be constructed and tested on actual engine test bed.</span></p>

Nowadays, drone technology is seen to be rapidly advancing in various fields and applications including photography, military, transportation, sports, and many more. Therefore, each drone designs require different aerodynamic requirements, which includes different types of propeller designs. By revolving and generating airflow, the propellers give drones or unmanned aerial vehicles (UAV) a lift force or thrust. This work examines the method to calculate the thrust force generated by propellers using the Blade Element Momentum Analysis which is programmed in MATLAB. This program is developed to perform the calculation of thrust and torque for a given propeller blade geometry. This investigation compares the thrust coefficient produced by different propeller designs a various rotation speeds and parameters using the extended blade element momentum theory. Five different types of propellers are analysed and simulated using the in-house MATLAB program. The effects of rotational speeds are then added to these databases. At low advance ratios compared to a generic blade element-momentum model, a considerable improvement in modelling accuracy is seen when results are compared to experimental ones. The calculation may overestimate performance by 5% to 10%.

This paper discusses the evaluation of the energy recovery potential of turboshaft separated (decoupled) electric turbocharger and its boosting capability in a spark-ignition engine through simulation-based work and comparing it to a conventional turbocharged engine in terms of fuel consumption. The main objective of this study is to evaluate the amount of energy that can be recovered over a steady state full-load operating conditions and boosting capabilities from a decoupled electric turbocharger of an SI engine using a 1-D engine simulation software. The electric turbocharged system includes two motors and a battery pack to store the recovered electrical energy. Gt-Power engine simulation software was used to model both engines and utilizes each of the components described earlier. The conventional turbocharged engine is first simulated to obtain its performance characteristics. An electric turbocharger is then modelled by separating the turbine from the compressor. The turbine is connected to the generator and battery, whereas the compressor is connected to the motor. This electrically turbocharged engine was modelled at full load and controlled to produce the same brake power (kW) and brake torque (Nm) properties as the similarly sized conventional turbocharged engine. This step was necessary to investigate the effect an electrical turbocharger without a wastegate has on the engine’s BSFC and determine the energy that can be recovered by the electrical boosting components, and cycle-averaged fuel consumption was evaluated. The evaluation of energy recovered from the electrically turbocharged engine from the analysis can assessed in full-load steady state conditions that can be useful for research in part-load and transient studies involving the decoupled electrical turbocharger. The study revealed that a maximum of 21.6 kW of electrical power can be recovered from the decoupled electrical turbocharger system, whereas 2.6% increase in fuel consumption can be observed at 5000 rpm engine speed.