The Experts below are selected from a list of 6 Experts worldwide ranked by ideXlab platform

Karen Den R Braven - One of the best experts on this subject based on the ideXlab platform.

  • Brake specific fuel consumption and power advantages for a turbocharged two stroke direct injected engine
    ASME 2008 International Mechanical Engineering Congress and Exposition, 2008
    Co-Authors: Andrew Findlay, Nicholas Harker, Karen Den R Braven
    Abstract:

    A turbocharged gasoline direct injection (GDI) two-stroke engine for use in snowmobile applications has been developed. Applying GDI to a two-stroke engine significantly reduces emissions of unburned hydrocarbons and improves fuel economy by reducing or eliminating the short-circuiting of fuel that occurs in conventional carbureted two-stroke engines. Performance is a high priority for recreational enthusiasts. Direct-injection also allows for further improvement in power and efficiency through the use of exhaust turbocharging. With the scavenging and fuel flows separated, turbocharging can efficiently increase the mass of air delivered to the engine. This increases specific power output and decreases specific fuel consumption. Results show that the Brake specific fuel consumption (BSFC) of the turbocharged engine was improved over the entire engine operating range compared to the naturally aspirated engine. It was seen that a mild boost pressure of 5 psi could increase power by 40 Brake-Horsepower (Bhp) at the peak engine speed and over 60 Bhp at lower engine speeds. The results show that turbocharged direct injection is a viable option for high performance two-stroke engines.Copyright © 2008 by ASME

Andrew Findlay - One of the best experts on this subject based on the ideXlab platform.

  • Brake specific fuel consumption and power advantages for a turbocharged two stroke direct injected engine
    ASME 2008 International Mechanical Engineering Congress and Exposition, 2008
    Co-Authors: Andrew Findlay, Nicholas Harker, Karen Den R Braven
    Abstract:

    A turbocharged gasoline direct injection (GDI) two-stroke engine for use in snowmobile applications has been developed. Applying GDI to a two-stroke engine significantly reduces emissions of unburned hydrocarbons and improves fuel economy by reducing or eliminating the short-circuiting of fuel that occurs in conventional carbureted two-stroke engines. Performance is a high priority for recreational enthusiasts. Direct-injection also allows for further improvement in power and efficiency through the use of exhaust turbocharging. With the scavenging and fuel flows separated, turbocharging can efficiently increase the mass of air delivered to the engine. This increases specific power output and decreases specific fuel consumption. Results show that the Brake specific fuel consumption (BSFC) of the turbocharged engine was improved over the entire engine operating range compared to the naturally aspirated engine. It was seen that a mild boost pressure of 5 psi could increase power by 40 Brake-Horsepower (Bhp) at the peak engine speed and over 60 Bhp at lower engine speeds. The results show that turbocharged direct injection is a viable option for high performance two-stroke engines.Copyright © 2008 by ASME

Nicholas Harker - One of the best experts on this subject based on the ideXlab platform.

  • Brake specific fuel consumption and power advantages for a turbocharged two stroke direct injected engine
    ASME 2008 International Mechanical Engineering Congress and Exposition, 2008
    Co-Authors: Andrew Findlay, Nicholas Harker, Karen Den R Braven
    Abstract:

    A turbocharged gasoline direct injection (GDI) two-stroke engine for use in snowmobile applications has been developed. Applying GDI to a two-stroke engine significantly reduces emissions of unburned hydrocarbons and improves fuel economy by reducing or eliminating the short-circuiting of fuel that occurs in conventional carbureted two-stroke engines. Performance is a high priority for recreational enthusiasts. Direct-injection also allows for further improvement in power and efficiency through the use of exhaust turbocharging. With the scavenging and fuel flows separated, turbocharging can efficiently increase the mass of air delivered to the engine. This increases specific power output and decreases specific fuel consumption. Results show that the Brake specific fuel consumption (BSFC) of the turbocharged engine was improved over the entire engine operating range compared to the naturally aspirated engine. It was seen that a mild boost pressure of 5 psi could increase power by 40 Brake-Horsepower (Bhp) at the peak engine speed and over 60 Bhp at lower engine speeds. The results show that turbocharged direct injection is a viable option for high performance two-stroke engines.Copyright © 2008 by ASME

Yoo-chul Kim - One of the best experts on this subject based on the ideXlab platform.

  • Numerical Prediction of the Powering Performance of a Car-Ferry in Irregular Waves for Safe Return to Port(SRtP)
    The Korean Society of Ocean Engineers, 2019
    Co-Authors: Il-ryong Park, Je-in Kim, Sung-bu Suh, Jin Kim, Kwang-soo Kim, Yoo-chul Kim
    Abstract:

    This paper considers a numerical assessment of the self-propulsion performance of a damaged ferry carrying cars in irregular waves. Computational fluid dynamics(CFD) simulations were performed to see whether the ferry complied with the Safe Return to Port (SRtP) regulations of Lloyd’s register, which require that damaged passenger ships should be able to return to port with a speed of 6 knots (3.09 m/s) in Beaufort 8 sea conditions. Two situations were considered for the damaged conditions, i.e., 1) the portside propeller was blocked but the engine room was not flooded and 2) the portside propeller was blocked and one engine room was flooded. The self-propulsion results for the car ferry in intact condition and in the damaged conditions were assessed as follows. First, we validated that the portside propeller was blocked in calm water based on the available experimental results provided by KRISO. The active thrust of starboard propeller with the portside propeller blocked was calculated in Beaufort 8 sea conditions, and the results were compared with the experimental results provided by MARIN, and there was reasonable agreement. The thrust provided by the propeller and the Brake Horsepower (Bhp) with one engine room flooded were compared with the values when the engine room was not flooded. The numerical results were compared with the maximum thrust of the propeller and the maximum Brake horse power of the engine to determine whether the damaged car ferry could attain a speed of 6 knots(3.09 m/s)

Il-ryong Park - One of the best experts on this subject based on the ideXlab platform.

  • Numerical Prediction of the Powering Performance of a Car-Ferry in Irregular Waves for Safe Return to Port(SRtP)
    The Korean Society of Ocean Engineers, 2019
    Co-Authors: Il-ryong Park, Je-in Kim, Sung-bu Suh, Jin Kim, Kwang-soo Kim, Yoo-chul Kim
    Abstract:

    This paper considers a numerical assessment of the self-propulsion performance of a damaged ferry carrying cars in irregular waves. Computational fluid dynamics(CFD) simulations were performed to see whether the ferry complied with the Safe Return to Port (SRtP) regulations of Lloyd’s register, which require that damaged passenger ships should be able to return to port with a speed of 6 knots (3.09 m/s) in Beaufort 8 sea conditions. Two situations were considered for the damaged conditions, i.e., 1) the portside propeller was blocked but the engine room was not flooded and 2) the portside propeller was blocked and one engine room was flooded. The self-propulsion results for the car ferry in intact condition and in the damaged conditions were assessed as follows. First, we validated that the portside propeller was blocked in calm water based on the available experimental results provided by KRISO. The active thrust of starboard propeller with the portside propeller blocked was calculated in Beaufort 8 sea conditions, and the results were compared with the experimental results provided by MARIN, and there was reasonable agreement. The thrust provided by the propeller and the Brake Horsepower (Bhp) with one engine room flooded were compared with the values when the engine room was not flooded. The numerical results were compared with the maximum thrust of the propeller and the maximum Brake horse power of the engine to determine whether the damaged car ferry could attain a speed of 6 knots(3.09 m/s)