• Transactions of the Korean Society of Mechanical Engineers B
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• v.40 no.8
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• pp.485-494
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• 2016

In this work, we conducted a study of fuel consumption characteristics and regenerative braking recovery rate by conducting an experiment using a TMED type parallel hybrid electric vehicle. As regenerative braking technology is considered essential to improve the energy efficiency of the hybrid vehicle, it is necessary to conduct research on the regenerative braking system. Therefore, the electrical characteristics, current balance, and fuel consumption were investigated using an EC type chassis dynamometer with experimental conditions as per IM240 mode. From the results, it was observed that when the initial SOC condition was lower, the engine operating time of the hybrid vehicle increased, and the energy efficiency decreased. While operating in the driving mode characteristics condition and the driving characteristics condition, the difference in the average fuel consumption was not significant. However, after completion of the experiment, there was a difference in the engine operation.

• Journal of Mechanical Science and Technology
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• v.20 no.9
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• pp.1436-1448
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• 2006

This paper describes the effects of injection rate shaping on the combustion, fuel consumption and emission of $NO_x$ and soot of a medium duty diesel engine. The focus is on the influence of four different injection rate shapes, square type 1, square type 2, boot and ramp, with a variation of maximum injection pressure and start of injection (SOI). The experiments were carried out on a 1 liter single cylinder research diesel engine equipped with an amplifier-piston common rail injection system, allowing the adjustment of the injection pressure during the injection event and thus injection rate as desired. Two strategies to maintain the injected fuel mass constant were followed. One where rate shaping is applied at constant injection duration with different peak injection pressure and one strategy where rate shaping is applied at a constant peak injection pressure, but with variable injection duration. Injection rate shaping was found to have a large effect on the premixed and diffusion combustion, a significant influence on $NO_x$ emissions and depending on the followed strategy, moderate or no influence on soot emission. Only small effects on indicated fuel consumption were found.

• Journal of Astronomy and Space Sciences
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• v.25 no.4
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• pp.361-374
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• 2008

Recently, satellite formation flying has been a topic of significant research interest in aerospace society because it provides potential benefits compared to a large spacecraft. Some techniques have been proposed to design optimal formation trajectories minimizing fuel consumption in the process of formation configuration or reconfiguration. In this study, a method is introduced to build fuel-optimal trajectories minimizing a cost function that combines the total fuel consumption of all satellites and assignment of fuel consumption rate for each satellite. This approach is based on collocation and nonlinear programming to solve constraints for collision avoidance and the final configuration. New constraints of nonlinear equality or inequality are derived for final configuration, and nonlinear inequality constraints are established for collision avoidance. The final configuration constraints are that three or more satellites should form a projected circular orbit and make an equilateral polygon in the horizontal plane. Example scenarios, including these constraints and the cost function, are simulated by the method to generate optimal trajectories for the formation configuration and reconfiguration of multiple satellites.

• Journal of the Korean Society of Safety
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• v.8 no.4
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• pp.3-15
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• 1993

A multi-cylinder four cycle spark ignition engine equipped with on exhaust gas recirculation(EGR) system to reduce nitric oxide emission and to improve fuel consumption rate has been comprehensively simulated In a computer program including intake and exhaust manifolds. To achieve these goals, this program was tested against experiments performed on a standard production four cylinder four cycle gasoline engine with EGR system. As EGR rate Increased, the maximum temperature of combustion chamber and NO omission concentration decreased under each driving condition. But the emission concentration of CO didn't change much through whole district in spite of the increase of EGR rate. Fuel consumption rate improved under each driving condition according to the increased of EGR rate until 10 percent EGR rate. Therefore the degree of EGR depend not only on the NO emission but also on the economy and the engine performance criteria of the engine.

• Journal of Energy Engineering
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• v.19 no.3
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• pp.171-176
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• 2010

Using a hydrogen blended compressed natural gas (HCNG) as a fuel for IC engines has a significant meaning in terms of achieving a reduction of automotive exhaust emissions as well as preparing for an upcoming hydrogen economy by constructing hydrogen infrastructure. In addition, a HCNG engine has higher thermal efficiency than a CNG engine, which is another advantage that makes HCNG fuel considered as a future alternative for natural gas. Therefore, in this study, idling operation of a 11 litre HCNG bus engine was investigated in terms of fuel consumption rate and emissions characteristics. The results show that fuel consumption rate was decreased more than 20% by use of HCNG and all the emissions were significantly reduced in idling condition.

• Transactions of the Korean Society of Automotive Engineers
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• v.16 no.1
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• pp.22-28
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• 2008

Generally block imbedded type oil pump is adopted to make a small engine. In this paper 1D/3D numerical simulations were conducted to reduce energy consumption of the block imbedded type oil pump. At each stage of engine development we have estimated the oil flow rate and pressure to optimize oil pump sizes by using the 1D system analysis and then accomplished 3D CFD(Computational Fluid Dynamics) simulations to optimize oil pump shapes including inlet/outlet port. As a result, the energy consumption of oil pump has been reduced to nearly 27% and the engine fuel consumption to $1{\sim}1.5%$.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.31 no.5
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• pp.405-415
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• 2007

The effects of recirculated exhaust gas on exhaust emissions under four kinds of nozzle tip with the different fuel consumption rates are experimentally investigated by using an once-through boiler with a FGR system. The purpose of this study is to develop the FGR control system for reducing $NO_x$ emissions in boilers. Intake and exhaust oxygen concentrations, and equivalence ratio are considered to figure out the effect of FGR rate on exhaust emissions at various fuel consumption rates. It is found that $NO_x$ emissions are markedly decreased, while soot emissions are increased owing to the drop of intake and exhaust oxygen concentrations, and the rise of equivalence ratio as FGR rates are elevated. One can also conclude that the reduction in $NO_x$ emissions is more considerably influenced by the variation of equivalence ratio due to the FGR rate than the fuel consumption rate.

• Journal of Advanced Marine Engineering and Technology
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• v.35 no.8
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• pp.1035-1040
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• 2011

In this study, many researches have been carried out against Energy Efficiency Operational Indicator(EEOI) of existing ships under discussion by IMO. This research is examined the method for the polices about IMO's greenhouse gas reducing emissions among them, we were analyzed the EEOI for existing ships. we have analyzed the result about applying EEOI using the calculation method of the rate of fuel consumption for cargo quantities to the actual existing ships and raised the problem. Based on this research, we were presented the improved EEOI about the engine load using fuel consumption and applied the existing ships. As a result, we concluded that the improved EEOI can define a resonable rate of $CO_2$ emissions.

• Journal of the Korean Institute of Gas
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• v.13 no.5
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• pp.1-6
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• 2009

This paper presents the fuel consumption effects of LPG vehicle depending on the atmospheric temperature, LP gas leakage of vaporizer, viscosity of engine oil and engine load conditions. The fuel consumption test results show that when the temperature of engine temperature rises, the fuel consumption efficiency increases in general. The fuel consumption efficiency for an atmosphere temperature of $24.2^{\circ}C$ is 13.6% high compared to that of $1^{\circ}C$. No leak vaporizer on fuel consumption efficiency is 5.3% high compared to that of the LP gas leak vaporizer. The fuel economy of new engine oils is just 1.1% high compared to that of used oils with a LPG vehicle mileage of 9,500km. This is not an influential factor compared with an atmospheric temperature and a LP gas leakage. The more important factors on the fuel consumption efficiency are driving conditions such as a rapid braking, abrupt start and fast acceleration. The test results indicate that the normal start is 32.3% high compared to that of an abrupt start and the fast acceleration is 10.8% high compared with that of an abrupt start. And the fuel consumption efficiency for a rapid braking is 18.3% higher than that of an abrupt start. These indicate that the driving condition is very important to reduce the fuel consumption rate.

• Journal of Biosystems Engineering
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• v.6 no.2
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• pp.1-8
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• 1982

The objective of this study was to find out the technical feasibility of ethanol-diesel fuel blends as a diesel engine fuel. Fuel properties essential to the proper operation of a diesel engine were determined for blends containing several concentrations of ethanol in No. 2 diesel fuel. A single-cylinder diesel engine for a power tiller was used for the engine tests, in which load, speed and fuel consumption rate were measured. The fuels used in tests were No. 2 diesel fuel and a blend containing 10-percent ethanol and 90-percent No. 2 diesel fuel. The results of the study are summarized as follows. 1. It was not possible to blend ethanol and No. 2 diesel fuel as a homogeneous solution even though anhydrous ethanol was used. The problem of blending ethanol in No. 2 diesel fuel could be solved by adding butanol about 5% of the amount of ethanol in the blends. 2. Because ethanol had a much lower boiling point ($78.3^{\circ}C$ under atmospheric pressure) than a diesel fuel, it was necessary to store ethanol-diesel fuel blends airtight in order to prevent them from evaporation losses of ethanol. 3. The addition of ethanol to No. 2 diesel fuel lowered the fuel viscosity and the cetane rating, but a blend of 10% ethanol and 90% diesel fuel had a viscosity and a cetane rating well above the KS minimum values for No. 2 diesel fuel. 4. At the rated speed, the specific fuel consumption of No.2 diesel fuel was lower than that of the 10% ethanol blend for the almost entire range of load. However, under the overload condition the specific fuel consumption was lower for the 10% ethanol blend. 5. Under the variable-speed full-load tests, both fuels produced approximately the same torque and power. At the speeds of 1600rpm or below, the specific fuel consumption of No. 2 diesel fuel was lower than that of the 10% ethanol blend. At the speeds of 1600rpm or above, however, the specific fuel consumption was lower for the 10% ethanol blend. 6. At the ambient temperature above $15^{\circ}C$, the use of the 10% ethanol blend in the engine created a vapor lock in the fuel injection pump and stalled the engine. The vapor locking problem was overcome by chilling the surroundings of the fuel injection pump and the cylinder head with water.