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Hamidreza Mahabadipour - One of the best experts on this subject based on the ideXlab platform.

  • Characterization of the Effect of Exhaust Back Pressure on Crank Angle-Resolved Exhaust Exergy in a Diesel Engine
    Journal of Engineering for Gas Turbines and Power, 2019
    Co-Authors: Hamidreza Mahabadipour, Kalyan K. Srinivasan, Kendyl Partridge, P. R. Jha, Sundar R. Krishnan
    Abstract:

    To enable efficient exhaust waste energy recovery (WER), it is important to characterize the exergy available in engine exhaust flows. In a recent article (Mahabadipour et al., 2018, Appl. Energy, 216, pp. 31–44), the authors introduced a new methodology for quantifying Crank Angle-resolved exhaust exergy (including its thermal and mechanical components) for the two exhaust phases, viz., the “blowdown” phase and the “displacement” phase. The present work combines experimental measurements with GT-SUITE simulations to investigate the effect of exhaust back-pressure (Pb) on Crank Angle-resolved exhaust exergy in a single-cylinder research engine (SCRE). To this end, Pb values of 1, 1.4, and 1.8 bar are considered for conventional diesel combustion on the SCRE. Furthermore, the effect of boost pressure (Pin) between 1.2 and 2.4 bar on the thermal and mechanical components of exhaust exergy is reported at different Pb. The exergy available in the blowdown and the displacement phases of the exhaust process is also quantified. Regardless of Pin, with increasing Pb, the cumulative exergy percentage in the blowdown phase reduced uniformly. For example, at Pin = 1.5 bar and 1500 rpm engine speed, the cumulative exergy percentage in the blowdown phase decreased from 34% to 17% when Pb increased from 1 bar to 1.8 bar. The percentage of fuel exergy available as exhaust exergy was quantified. For instance, this normalized cumulative exergy in the exhaust increased from 10% to 21% when Pb increased from 1 bar to 1.8 bar at 1200 rpm. Finally, although the present work focused on exhaust exergy results for diesel combustion in the SCRE, the overall methodology can be easily adopted to study exhaust exergy flows in different engines and different combustion modes to enable efficient exhaust WER.

  • Characterization of the Effect of Exhaust Back Pressure on Crank Angle-Resolved Exhaust Exergy in a Diesel Engine
    Volume 1: Large Bore Engines; Fuels; Advanced Combustion, 2018
    Co-Authors: Hamidreza Mahabadipour, Kalyan K. Srinivasan, P. R. Jha, K. R. Partridge, Sundar R. Krishnan
    Abstract:

    To enable efficient exhaust waste energy recovery (WER), it is important to characterize the exergy available in engine exhaust flows. In a recent article (Mahabadipour et al. (2018), Applied Energy, Vol. 216, pp. 31–44), the authors introduced a new methodology for quantifying Crank Angle-resolved exhaust exergy (including its thermal and mechanical components) for the two exhaust phases, viz., the “blowdown” phase and the “displacement” phase. The present work combines experimental measurements with GT-SUITE simulations to investigate the effect of exhaust back-pressure (Pb) on Crank Angle-resolved exhaust exergy in a single-cylinder research engine (SCRE). To this end, Pb values of 1, 1.4, and 1.8 bar are considered for conventional diesel combustion on the SCRE. Furthermore, the effect of boost pressure (Pin) between 1.2 to 2.4 bar on the thermal and mechanical components of exhaust exergy are reported at different Pb. The exergy available in the blowdown and the displacement phases of the exhaust process are also quantified. Regardless of Pin, with increasing Pb, the cumulative exergy percentage in the blowdown phase reduced uniformly. For example, at Pin = 1.5 bar and 1500 rpm engine speed, the cumulative exergy percentage in the blowdown phase decreased from 34% to 17% when Pb increased from 1 bar to 1.8 bar. The percentage of fuel exergy available as exhaust exergy was quantified. For instance, this normalized cumulative exergy in the exhaust increased from 10% to 21% when Pb increased from 1 bar to 1.8 bar at 1200 rpm. Finally, although the present work focused on exhaust exergy results for diesel combustion in the SCRE, the overall methodology can be easily adopted to study exhaust exergy flows in different engines and different combustion modes to enable efficient exhaust WER.

  • Crank Angle-resolved exergy analysis of exhaust flows in a diesel engine from the perspective of exhaust waste energy recovery
    Applied Energy, 2018
    Co-Authors: Hamidreza Mahabadipour, Kalyan K. Srinivasan, Nathan Subramanian
    Abstract:

    Abstract Exhaust waste energy recovery (WER) is a critical component in the portfolio of efficiency improvement strategies being considered for internal combustion engines. This paper addresses an important existing knowledge gap by introducing a methodology for performing Crank Angle-resolved exergy analysis of exhaust flows from the perspective of exhaust WER in diesel engines. To this end, a single-cylinder research engine (SCRE) operating in conventional diesel combustion mode was tested at a load of 5 bar brake mean effective pressure (BMEP), speeds of 1200 and 1500 rpm, and boost pressures of 1.2, 1.5, 2, and 2.4 bar. The Crank Angle-resolved specific exergy and its thermal and mechanical components were calculated by combining experimental Crank Angle-resolved exhaust manifold pressure measurements with 1D system-level (GT-POWER) simulations. In addition, exhaust flow specific exergies in the “blowdown” and “displacement” phases of the exhaust process, the total exergy flow rates, and cumulative (time-integrated) exergy were quantified. The results obtained show that low boost pressures led to the highest Crank Angle-resolved specific exergy, the lowest specific mechanical exergy, and the highest specific thermal exergy. In general, the specific thermal exergy was dominant during the initial phase of the exhaust process while the specific mechanical exergy became important after peak mass flow rate was attained. Regardless of engine speed, with increasing boost pressure, the mechanical component of the cumulative exergy in the exhaust flow increased while the thermal component decreased. Consequently, the results indicate that highly boosted conditions may be more appropriate for direct WER with positive displacement expanders that leverage the mechanical component of exhaust exergy while low boost operating conditions may be better suited for other WER strategies that utilize the thermal component of exhaust exergy.

Sundar R. Krishnan - One of the best experts on this subject based on the ideXlab platform.

  • Characterization of the Effect of Exhaust Back Pressure on Crank Angle-Resolved Exhaust Exergy in a Diesel Engine
    Journal of Engineering for Gas Turbines and Power, 2019
    Co-Authors: Hamidreza Mahabadipour, Kalyan K. Srinivasan, Kendyl Partridge, P. R. Jha, Sundar R. Krishnan
    Abstract:

    To enable efficient exhaust waste energy recovery (WER), it is important to characterize the exergy available in engine exhaust flows. In a recent article (Mahabadipour et al., 2018, Appl. Energy, 216, pp. 31–44), the authors introduced a new methodology for quantifying Crank Angle-resolved exhaust exergy (including its thermal and mechanical components) for the two exhaust phases, viz., the “blowdown” phase and the “displacement” phase. The present work combines experimental measurements with GT-SUITE simulations to investigate the effect of exhaust back-pressure (Pb) on Crank Angle-resolved exhaust exergy in a single-cylinder research engine (SCRE). To this end, Pb values of 1, 1.4, and 1.8 bar are considered for conventional diesel combustion on the SCRE. Furthermore, the effect of boost pressure (Pin) between 1.2 and 2.4 bar on the thermal and mechanical components of exhaust exergy is reported at different Pb. The exergy available in the blowdown and the displacement phases of the exhaust process is also quantified. Regardless of Pin, with increasing Pb, the cumulative exergy percentage in the blowdown phase reduced uniformly. For example, at Pin = 1.5 bar and 1500 rpm engine speed, the cumulative exergy percentage in the blowdown phase decreased from 34% to 17% when Pb increased from 1 bar to 1.8 bar. The percentage of fuel exergy available as exhaust exergy was quantified. For instance, this normalized cumulative exergy in the exhaust increased from 10% to 21% when Pb increased from 1 bar to 1.8 bar at 1200 rpm. Finally, although the present work focused on exhaust exergy results for diesel combustion in the SCRE, the overall methodology can be easily adopted to study exhaust exergy flows in different engines and different combustion modes to enable efficient exhaust WER.

  • Characterization of the Effect of Exhaust Back Pressure on Crank Angle-Resolved Exhaust Exergy in a Diesel Engine
    Volume 1: Large Bore Engines; Fuels; Advanced Combustion, 2018
    Co-Authors: Hamidreza Mahabadipour, Kalyan K. Srinivasan, P. R. Jha, K. R. Partridge, Sundar R. Krishnan
    Abstract:

    To enable efficient exhaust waste energy recovery (WER), it is important to characterize the exergy available in engine exhaust flows. In a recent article (Mahabadipour et al. (2018), Applied Energy, Vol. 216, pp. 31–44), the authors introduced a new methodology for quantifying Crank Angle-resolved exhaust exergy (including its thermal and mechanical components) for the two exhaust phases, viz., the “blowdown” phase and the “displacement” phase. The present work combines experimental measurements with GT-SUITE simulations to investigate the effect of exhaust back-pressure (Pb) on Crank Angle-resolved exhaust exergy in a single-cylinder research engine (SCRE). To this end, Pb values of 1, 1.4, and 1.8 bar are considered for conventional diesel combustion on the SCRE. Furthermore, the effect of boost pressure (Pin) between 1.2 to 2.4 bar on the thermal and mechanical components of exhaust exergy are reported at different Pb. The exergy available in the blowdown and the displacement phases of the exhaust process are also quantified. Regardless of Pin, with increasing Pb, the cumulative exergy percentage in the blowdown phase reduced uniformly. For example, at Pin = 1.5 bar and 1500 rpm engine speed, the cumulative exergy percentage in the blowdown phase decreased from 34% to 17% when Pb increased from 1 bar to 1.8 bar. The percentage of fuel exergy available as exhaust exergy was quantified. For instance, this normalized cumulative exergy in the exhaust increased from 10% to 21% when Pb increased from 1 bar to 1.8 bar at 1200 rpm. Finally, although the present work focused on exhaust exergy results for diesel combustion in the SCRE, the overall methodology can be easily adopted to study exhaust exergy flows in different engines and different combustion modes to enable efficient exhaust WER.

Kalyan K. Srinivasan - One of the best experts on this subject based on the ideXlab platform.

  • Characterization of the Effect of Exhaust Back Pressure on Crank Angle-Resolved Exhaust Exergy in a Diesel Engine
    Journal of Engineering for Gas Turbines and Power, 2019
    Co-Authors: Hamidreza Mahabadipour, Kalyan K. Srinivasan, Kendyl Partridge, P. R. Jha, Sundar R. Krishnan
    Abstract:

    To enable efficient exhaust waste energy recovery (WER), it is important to characterize the exergy available in engine exhaust flows. In a recent article (Mahabadipour et al., 2018, Appl. Energy, 216, pp. 31–44), the authors introduced a new methodology for quantifying Crank Angle-resolved exhaust exergy (including its thermal and mechanical components) for the two exhaust phases, viz., the “blowdown” phase and the “displacement” phase. The present work combines experimental measurements with GT-SUITE simulations to investigate the effect of exhaust back-pressure (Pb) on Crank Angle-resolved exhaust exergy in a single-cylinder research engine (SCRE). To this end, Pb values of 1, 1.4, and 1.8 bar are considered for conventional diesel combustion on the SCRE. Furthermore, the effect of boost pressure (Pin) between 1.2 and 2.4 bar on the thermal and mechanical components of exhaust exergy is reported at different Pb. The exergy available in the blowdown and the displacement phases of the exhaust process is also quantified. Regardless of Pin, with increasing Pb, the cumulative exergy percentage in the blowdown phase reduced uniformly. For example, at Pin = 1.5 bar and 1500 rpm engine speed, the cumulative exergy percentage in the blowdown phase decreased from 34% to 17% when Pb increased from 1 bar to 1.8 bar. The percentage of fuel exergy available as exhaust exergy was quantified. For instance, this normalized cumulative exergy in the exhaust increased from 10% to 21% when Pb increased from 1 bar to 1.8 bar at 1200 rpm. Finally, although the present work focused on exhaust exergy results for diesel combustion in the SCRE, the overall methodology can be easily adopted to study exhaust exergy flows in different engines and different combustion modes to enable efficient exhaust WER.

  • Characterization of the Effect of Exhaust Back Pressure on Crank Angle-Resolved Exhaust Exergy in a Diesel Engine
    Volume 1: Large Bore Engines; Fuels; Advanced Combustion, 2018
    Co-Authors: Hamidreza Mahabadipour, Kalyan K. Srinivasan, P. R. Jha, K. R. Partridge, Sundar R. Krishnan
    Abstract:

    To enable efficient exhaust waste energy recovery (WER), it is important to characterize the exergy available in engine exhaust flows. In a recent article (Mahabadipour et al. (2018), Applied Energy, Vol. 216, pp. 31–44), the authors introduced a new methodology for quantifying Crank Angle-resolved exhaust exergy (including its thermal and mechanical components) for the two exhaust phases, viz., the “blowdown” phase and the “displacement” phase. The present work combines experimental measurements with GT-SUITE simulations to investigate the effect of exhaust back-pressure (Pb) on Crank Angle-resolved exhaust exergy in a single-cylinder research engine (SCRE). To this end, Pb values of 1, 1.4, and 1.8 bar are considered for conventional diesel combustion on the SCRE. Furthermore, the effect of boost pressure (Pin) between 1.2 to 2.4 bar on the thermal and mechanical components of exhaust exergy are reported at different Pb. The exergy available in the blowdown and the displacement phases of the exhaust process are also quantified. Regardless of Pin, with increasing Pb, the cumulative exergy percentage in the blowdown phase reduced uniformly. For example, at Pin = 1.5 bar and 1500 rpm engine speed, the cumulative exergy percentage in the blowdown phase decreased from 34% to 17% when Pb increased from 1 bar to 1.8 bar. The percentage of fuel exergy available as exhaust exergy was quantified. For instance, this normalized cumulative exergy in the exhaust increased from 10% to 21% when Pb increased from 1 bar to 1.8 bar at 1200 rpm. Finally, although the present work focused on exhaust exergy results for diesel combustion in the SCRE, the overall methodology can be easily adopted to study exhaust exergy flows in different engines and different combustion modes to enable efficient exhaust WER.

  • Crank Angle-resolved exergy analysis of exhaust flows in a diesel engine from the perspective of exhaust waste energy recovery
    Applied Energy, 2018
    Co-Authors: Hamidreza Mahabadipour, Kalyan K. Srinivasan, Nathan Subramanian
    Abstract:

    Abstract Exhaust waste energy recovery (WER) is a critical component in the portfolio of efficiency improvement strategies being considered for internal combustion engines. This paper addresses an important existing knowledge gap by introducing a methodology for performing Crank Angle-resolved exergy analysis of exhaust flows from the perspective of exhaust WER in diesel engines. To this end, a single-cylinder research engine (SCRE) operating in conventional diesel combustion mode was tested at a load of 5 bar brake mean effective pressure (BMEP), speeds of 1200 and 1500 rpm, and boost pressures of 1.2, 1.5, 2, and 2.4 bar. The Crank Angle-resolved specific exergy and its thermal and mechanical components were calculated by combining experimental Crank Angle-resolved exhaust manifold pressure measurements with 1D system-level (GT-POWER) simulations. In addition, exhaust flow specific exergies in the “blowdown” and “displacement” phases of the exhaust process, the total exergy flow rates, and cumulative (time-integrated) exergy were quantified. The results obtained show that low boost pressures led to the highest Crank Angle-resolved specific exergy, the lowest specific mechanical exergy, and the highest specific thermal exergy. In general, the specific thermal exergy was dominant during the initial phase of the exhaust process while the specific mechanical exergy became important after peak mass flow rate was attained. Regardless of engine speed, with increasing boost pressure, the mechanical component of the cumulative exergy in the exhaust flow increased while the thermal component decreased. Consequently, the results indicate that highly boosted conditions may be more appropriate for direct WER with positive displacement expanders that leverage the mechanical component of exhaust exergy while low boost operating conditions may be better suited for other WER strategies that utilize the thermal component of exhaust exergy.

Nathan Subramanian - One of the best experts on this subject based on the ideXlab platform.

  • Crank Angle-resolved exergy analysis of exhaust flows in a diesel engine from the perspective of exhaust waste energy recovery
    Applied Energy, 2018
    Co-Authors: Hamidreza Mahabadipour, Kalyan K. Srinivasan, Nathan Subramanian
    Abstract:

    Abstract Exhaust waste energy recovery (WER) is a critical component in the portfolio of efficiency improvement strategies being considered for internal combustion engines. This paper addresses an important existing knowledge gap by introducing a methodology for performing Crank Angle-resolved exergy analysis of exhaust flows from the perspective of exhaust WER in diesel engines. To this end, a single-cylinder research engine (SCRE) operating in conventional diesel combustion mode was tested at a load of 5 bar brake mean effective pressure (BMEP), speeds of 1200 and 1500 rpm, and boost pressures of 1.2, 1.5, 2, and 2.4 bar. The Crank Angle-resolved specific exergy and its thermal and mechanical components were calculated by combining experimental Crank Angle-resolved exhaust manifold pressure measurements with 1D system-level (GT-POWER) simulations. In addition, exhaust flow specific exergies in the “blowdown” and “displacement” phases of the exhaust process, the total exergy flow rates, and cumulative (time-integrated) exergy were quantified. The results obtained show that low boost pressures led to the highest Crank Angle-resolved specific exergy, the lowest specific mechanical exergy, and the highest specific thermal exergy. In general, the specific thermal exergy was dominant during the initial phase of the exhaust process while the specific mechanical exergy became important after peak mass flow rate was attained. Regardless of engine speed, with increasing boost pressure, the mechanical component of the cumulative exergy in the exhaust flow increased while the thermal component decreased. Consequently, the results indicate that highly boosted conditions may be more appropriate for direct WER with positive displacement expanders that leverage the mechanical component of exhaust exergy while low boost operating conditions may be better suited for other WER strategies that utilize the thermal component of exhaust exergy.

P. R. Jha - One of the best experts on this subject based on the ideXlab platform.

  • Characterization of the Effect of Exhaust Back Pressure on Crank Angle-Resolved Exhaust Exergy in a Diesel Engine
    Journal of Engineering for Gas Turbines and Power, 2019
    Co-Authors: Hamidreza Mahabadipour, Kalyan K. Srinivasan, Kendyl Partridge, P. R. Jha, Sundar R. Krishnan
    Abstract:

    To enable efficient exhaust waste energy recovery (WER), it is important to characterize the exergy available in engine exhaust flows. In a recent article (Mahabadipour et al., 2018, Appl. Energy, 216, pp. 31–44), the authors introduced a new methodology for quantifying Crank Angle-resolved exhaust exergy (including its thermal and mechanical components) for the two exhaust phases, viz., the “blowdown” phase and the “displacement” phase. The present work combines experimental measurements with GT-SUITE simulations to investigate the effect of exhaust back-pressure (Pb) on Crank Angle-resolved exhaust exergy in a single-cylinder research engine (SCRE). To this end, Pb values of 1, 1.4, and 1.8 bar are considered for conventional diesel combustion on the SCRE. Furthermore, the effect of boost pressure (Pin) between 1.2 and 2.4 bar on the thermal and mechanical components of exhaust exergy is reported at different Pb. The exergy available in the blowdown and the displacement phases of the exhaust process is also quantified. Regardless of Pin, with increasing Pb, the cumulative exergy percentage in the blowdown phase reduced uniformly. For example, at Pin = 1.5 bar and 1500 rpm engine speed, the cumulative exergy percentage in the blowdown phase decreased from 34% to 17% when Pb increased from 1 bar to 1.8 bar. The percentage of fuel exergy available as exhaust exergy was quantified. For instance, this normalized cumulative exergy in the exhaust increased from 10% to 21% when Pb increased from 1 bar to 1.8 bar at 1200 rpm. Finally, although the present work focused on exhaust exergy results for diesel combustion in the SCRE, the overall methodology can be easily adopted to study exhaust exergy flows in different engines and different combustion modes to enable efficient exhaust WER.

  • Characterization of the Effect of Exhaust Back Pressure on Crank Angle-Resolved Exhaust Exergy in a Diesel Engine
    Volume 1: Large Bore Engines; Fuels; Advanced Combustion, 2018
    Co-Authors: Hamidreza Mahabadipour, Kalyan K. Srinivasan, P. R. Jha, K. R. Partridge, Sundar R. Krishnan
    Abstract:

    To enable efficient exhaust waste energy recovery (WER), it is important to characterize the exergy available in engine exhaust flows. In a recent article (Mahabadipour et al. (2018), Applied Energy, Vol. 216, pp. 31–44), the authors introduced a new methodology for quantifying Crank Angle-resolved exhaust exergy (including its thermal and mechanical components) for the two exhaust phases, viz., the “blowdown” phase and the “displacement” phase. The present work combines experimental measurements with GT-SUITE simulations to investigate the effect of exhaust back-pressure (Pb) on Crank Angle-resolved exhaust exergy in a single-cylinder research engine (SCRE). To this end, Pb values of 1, 1.4, and 1.8 bar are considered for conventional diesel combustion on the SCRE. Furthermore, the effect of boost pressure (Pin) between 1.2 to 2.4 bar on the thermal and mechanical components of exhaust exergy are reported at different Pb. The exergy available in the blowdown and the displacement phases of the exhaust process are also quantified. Regardless of Pin, with increasing Pb, the cumulative exergy percentage in the blowdown phase reduced uniformly. For example, at Pin = 1.5 bar and 1500 rpm engine speed, the cumulative exergy percentage in the blowdown phase decreased from 34% to 17% when Pb increased from 1 bar to 1.8 bar. The percentage of fuel exergy available as exhaust exergy was quantified. For instance, this normalized cumulative exergy in the exhaust increased from 10% to 21% when Pb increased from 1 bar to 1.8 bar at 1200 rpm. Finally, although the present work focused on exhaust exergy results for diesel combustion in the SCRE, the overall methodology can be easily adopted to study exhaust exergy flows in different engines and different combustion modes to enable efficient exhaust WER.