Aufladung von Verbrennungsmotoren

Zinner, Karl A.

doi:10.1007/978-3-662-11204-5

Cited by 32 publications

(10 citation statements)

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“…After opening of the exhaust valve the hot exhaust gases are expelled to the outlet receiver. The blowdown was represented according to Zinner (1980) and is also described by Stapersma (2010b). The blow down temperature can be calculated as follows:…”

Section: Zinner Blowdownmentioning

confidence: 99%

Charge air configurations for propulsion diesel engines aboard fast naval combatants

Rusman

2018

Proceedings of the International Naval Engineering Conference and Exhibition (INEC)

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The Royal Netherlands Navy (RNLN) wants to reduce the fossil fuel dependency of its fleet significantly, to decrease logistic efforts and environmental impact (Defensie, 2015). One of the methods to reduce fossil fuel dependency of ships is to reduce their energy requirement. The operational profile of fast naval combatants for the RNLN requires that the ships operate on the diesel engines for 90 percent of the time, often in part load where the turbocharger cannot supply the engine with the right amount of charge air. This results in a limited operating envelope for the diesel engine, and a decreased efficiency in part load. However, in part load, advanced charge air configurations can potentially resolve this. In this study a Mean Value First Principle (MVFP) diesel engine was used to investigate the effects of advanced charge air configurations on the efficiency and acceleration performance of diesel engines in hybrid configurations aboard fast naval combatants. It was concluded that the application of advanced charge air configurations can significantly improve the engine efficiency in part load. For example, in a diesel hybrid propulsion configuration with power take-off this can lead to an efficiency increase of almost 10 percent at 20 percent load in comparison with a single charged engine. Furthermore, hybrid turbocharging enables extending the operating envelope at low engine speed due to a better air excess ratio. With these concepts therefore, both improved efficiency and improved acceleration performance can be achieved.

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Section: Zinner Blowdownmentioning

confidence: 99%

Charge air configurations for propulsion diesel engines aboard fast naval combatants

Rusman

2018

Proceedings of the International Naval Engineering Conference and Exhibition (INEC)

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“…xÊ nergy pulsation factor 0 must be determined for different turbochargers, engine running conditions, and for different exhaust systems, reports Zinner (1980 turbocharger efficiency is therefore influenced by the design of the exhaust system (factor 13), compressor and turbine pressure ratios, mass flows and inlet temperatures. In fact dynamic pressures and temperatures during the engine working cycle are replaced by average (measured) p and T values.…”

Section: Determination Of the Energy Pulsation Factormentioning

confidence: 99%

“…However the nature of the equipment normally used for measurements in an I.C.Engine laboratory and highly unstable pressure and temperature situation in the exhaust system lead to "apparent" efficiencies that are mostly far from realistic values. Unfortunately there is a non-linear relation between the magnitude and the shape of the pressure pulses and the energy pulsation factor 0, determined by Zinner (1980), also controls the power balance of the compressor and the turbine. Different types of pulsating flows with 3, 2, or 4 cylinders feeding one manifold, together with particular designs of the engine components, exhaust system, and running conditions give different values of the factor (3.…”

Section: Introductionmentioning

confidence: 99%

“…There is a shortage of the available 0i factor data in the existing literature, especially for the 2-pulse and for the constant pressure system of 4-cylinder engines. Zinner (1980) described mechanisms and proposed methods to determine quantitatively factor (3 for steady and pulsating flow of the exhaust gasses. Most of the presented (i values correspond to the exhaust system of a 6-cylinder engine, where three selected engine cylinders feed one common exhaust manifold branch.…”

Section: Introductionmentioning

confidence: 99%

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Determination of the Realistic Turbocharger Efficiency With Pulsating Gas-Flow Compared on a 4-Cylinder Engine

Trenc

Čer

Bizjan

et al. 1998

Volume 2: Aircraft Engine; Marine; Microturbines and Small Turbomachinery

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Small single or twin entry radial turbines are mostly used to drive compressors of the turbocharged internal combustion engines. There are two general possibilities to feed the turbine of a four-stroke, 4-cylinder turbocharged Diesel engine: 1) by preserving most of the available exhaust kinetic energy, or 2) by mixing exhaust pulses from all cylinders in one common manifold. In the first case, better utilization of the dynamic pulse energy increases efficiency of the turbine; highly unsteady mass flow of the exhaust gasses, on the other hand, and thus periods of partial exhaust flow admission at the turbine inlet simultaneously reduces this gain in the turbine efficiency. More steady mass-flow of the exhaust gasses is created in the case of the exhaust system 2), however some kinetic energy is lost during the mixing phase in the common exhaust manifold. Calculation of the overall turbocharger and turbine efficiency is normally based on average values of the measured pressures and temperatures. As the result apparent efficiencies are obtained; the more the flow is pulsating, the bigger is the difference between the real and the apparent efficiency. The ratio between these two efficiencies is known as the energy pulsation factor β. It depends generally on the “pulse intensity”-pressure deviation from its mean value, shape of the pressure pulse, number of the individual pulses feeding separate gas turbine inlets, turbocharger, and can be successfully used to determine real efficiency of a turbocharger and to define some working parameters of the engine. A field of β factors for different engine running conditions and for the 4-cylinder engine with 2-cylinder group pulse system (rarely applied), and the commonly applied exhaust system with 4-cylinder group and moderate pressure fluctuation is presented in the paper. Influence of the dynamic exhaust temperatures on the β value is discussed as well.

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“…However, if the dynamics of the turbocharger need to be considered, basic mechanical and thermodynamical modeling is required, see [Zinner, 1985], [Boy, 1980], and [Pucher, 1985]. Practical applications have shown that these methods are capable of reproducing the characteristic dynamic behavior of the turbocharger.…”

Section: Process Descriptionmentioning

confidence: 99%

Intelligent Hybrid Systems

1997

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Aufladung von Verbrennungsmotoren

Cited by 32 publications

References 0 publications

Charge air configurations for propulsion diesel engines aboard fast naval combatants

Charge air configurations for propulsion diesel engines aboard fast naval combatants

Determination of the Realistic Turbocharger Efficiency With Pulsating Gas-Flow Compared on a 4-Cylinder Engine

Intelligent Hybrid Systems

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