Relevant bibliographies by topics / Otto-cycle engine

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Academic literature on the topic 'Otto-cycle engine'

Author: Grafiati
Published: 4 June 2021
Last updated: 6 February 2022

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Journal articles on the topic "Otto-cycle engine"

1

Sasaki, Senichi. "Dual-Fuel Engine, Otto Cycle and Diesel Cycle." Journal of The Japan Institute of Marine Engineering 44, no. 6 (2009): 978. http://dx.doi.org/10.5988/jime.44.978.

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2

Diskin, David, and Leonid Tartakovsky. "Efficiency at Maximum Power of the Low-Dissipation Hybrid Electrochemical–Otto Cycle." Energies 13, no. 15 (2020): 3961. http://dx.doi.org/10.3390/en13153961.

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A novel analytical method was developed for analysis of efficiency at maximum power of a hybrid cycle combining electrochemical and Otto engines. The analysis is based on the low-dissipation model, which relates energy dissipation with energy transfer rate. Efficiency at maximum power of a hybrid engine operating between two reservoirs of chemical potentials is evaluated. The engine is composed of an electrochemical device that transforms chemical potential to electrical work of an Otto engine that uses the heat generated in the electrochemical device and its exhaust effluent for mechanical work production. The results show that efficiency at maximum power of the hybrid cycle is identical to the efficiency at maximum power of an electrochemical engine alone; however, the power is the product of the electrochemical engine power and the compression ratio of the Otto engine. Partial mass transition by the electrochemical device from the high to the low chemical potential is also examined. In the latter case, heat is generated both in the electrochemical device and the Otto engine, and the efficiency at maximum power is a function of the compression ratio. An analysis performed using the developed method shows, for the first time, that, in terms of a maximal power, at some conditions, Otto cycle can provide better performance that the hybrid cycle. On the other hand, an efficiency comparison at maximum power with the separate Otto-cycle and chemical engine results in some advantages of the hybrid cycle.
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3

Oh, Jungmo, Kichol Noh, and Changhee Lee. "A Theoretical Study on the Thermodynamic Cycle of Concept Engine with Miller Cycle." Processes 9, no. 6 (2021): 1051. http://dx.doi.org/10.3390/pr9061051.

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The Atkinson cycle, where expansion ratio is higher than the compression ratio, is one of the methods used to improve thermal efficiency of engines. Miller improved the Atkinson cycle by controlling the intake- or exhaust-valve closing timing, a technique which is called the Miller cycle. The Otto–Miller cycle can improve thermal efficiency and reduce NOx emission by reducing compression work; however, it must compensate for the compression pressure and maintain the intake air mass through an effective compression ratio or turbocharge. Hence, we performed thermodynamic cycle analysis with changes in the intake-valve closing timing for the Otto–Miller cycle and evaluated the engine performance and Miller timing through the resulting problems and solutions. When only the compression ratio was compensated, the theoretical thermal efficiency of the Otto–Miller cycle improved by approximately 18.8% compared to that of the Otto cycle. In terms of thermal efficiency, it is more advantageous to compensate only the compression ratio; however, when considering the output of the engine, it is advantageous to also compensate the boost pressure to maintain the intake air mass flow rate.
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4

Pandit, Tanmoy, Pritam Chattopadhyay, and Goutam Paul. "Non-commutative space engine: A boost to thermodynamic processes." Modern Physics Letters A 36, no. 24 (2021): 2150174. http://dx.doi.org/10.1142/s0217732321501741.

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We introduce quantum heat engines that perform quantum Otto cycle and the quantum Stirling cycle by using a coupled pair of harmonic oscillator as its working substance. In the quantum regime, different working medium is considered for the analysis of the engine models to boost the efficiency of the cycles. In this work, we present Otto and Stirling cycle in the quantum realm where the phase space is non-commutative in nature. By using the notion of quantum thermodynamics, we develop the thermodynamic variables in non-commutative phase space. We encounter a catalytic effect (boost) on the efficiency of the engine in non-commutative space (i.e. we encounter that the Stirling cycle reaches near to the efficiency of the ideal cycle) when compared with the commutative space. Moreover, we obtained a notion that the working medium is much more effective for the analysis of the Stirling cycle than that of the Otto cycle.
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5

Schiffgens, H. J., H. Endres, H. Wackertapp, and E. Schrey. "Concepts for the Adaptation of SI Gas Engines to Changing Methane Number." Journal of Engineering for Gas Turbines and Power 116, no. 4 (1994): 733–39. http://dx.doi.org/10.1115/1.2906880.

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In a joint project of FEV Motorentechnik and Ruhrgas AG, the design of stoichiometric and lean-burn Otto engines was optimized by selective modifications to the design and operating parameters to accommodate changing methane numbers (LPG addition to CNG). Of particular importance was knock-free engine operation at a low NOx output to meet the requirements of the German Clean Air Code while concurrently achieving both high efficiencies and mean effective pressures. Based upon the results obtained, concepts for the control of Otto-cycle gas engines to accept changing methane numbers were developed. The newly developed gas engine control device allows these concepts to meet the requirement of the German Clean Air Code with economically viable conditions while preventing engine knock. Furthermore, the test results show that dedicated Otto-cycle gas engines can meet the most stringent emission limits for commercial vehicles while maintaining high efficiencies.
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6

Arabaci, Emre. "Performance analysis of a novel six-stroke otto cycle engine." Thermal Science, no. 00 (2020): 144. http://dx.doi.org/10.2298/tsci190926144a.

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In this study, a simulation model with finite time thermodynamics was presented for an Otto cycle six-stroke engine. In this six-stroke engine, two free strokes occur after the exhaust stroke. These free strokes cause the engine to have higher thermal efficiency. Due to high thermal efficiency, these six-stroke engines can be used in hybrid electric vehicles. In this study, the effect of residual gas fraction and stroke ratio on the effective power and effective thermal efficiency were investigated. In addition, heat balance was obtained for the engine and the use of fuel energy in the engine was examined with the help of performance fractions. In the simulation model, the results are quite realistic as the working fluid was assumed to consist of fuel-air-residual gases mixture.
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7

Naaktgeboren, Christian. "An air-standard finite-time heat addition Otto engine model." International Journal of Mechanical Engineering Education 45, no. 2 (2017): 103–19. http://dx.doi.org/10.1177/0306419016689447.

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A classical thermodynamic model for spark-ignited internal combustion engine simulation in which the heat addition process that takes a finite amount of time to complete is presented along with an illustrative parameter sensibility case study. The model accounts for all air-standard Otto cycle parameters, as well as crank-connecting rod mechanism, ignition timing, engine operating speed, and cumulative heat release history parameters. The model is particularly suitable for engineering undergraduate education, as it preserves most of the air-standard assumptions, while being able to reproduce real engine traits, such as the decay of maximum pressure, power, and thermal efficiency at higher engine operating speeds. In terms of complexity, the resulting finite-time heat addition Otto cycle sits between the classical air-standard Otto cycle and the more involved air–fuel Otto cycle, that are usually introduced on more advanced mechanical engineering courses, and allows students to perform engine parameter sensibility studies using only classical, single phase, pure substance, undergraduate engineering thermodynamics.
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8

Chicurel, R. "A modified Otto cycle engine for fuel economy." Applied Energy 38, no. 2 (1991): 105–16. http://dx.doi.org/10.1016/0306-2619(91)90069-a.

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9

Willi, M. L., and B. G. Richards. "Design and Development of a Direct Injected, Glow Plug Ignition-Assisted, Natural Gas Engine." Journal of Engineering for Gas Turbines and Power 117, no. 4 (1995): 799–803. http://dx.doi.org/10.1115/1.2815467.

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Conventional (Otto cycle) natural gas engines are limited in power and thermal efficiency relative to a diesel engine due to detonation and the need to run a nearly stoichiometric air/fuel ratio. Technology is under development to burn natural gas in a direct-injected diesel cycle that is not prone to detonation or air/fuel ratio control limitations. Direct-injected gas (DIG) technology will allow natural gas engines to match the power and thermal efficiency of the equivalent diesel-fueled engine. Laboratory development now under way is targeted for field experimental evaluation of a DIG 3516 engine in a 1500 kW road switcher locomotive. This paper will describe DIG 3516 engine component design and single and multicylinder performance development.
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10

Sharke, Paul. "Otto or Not, Here it Comes." Mechanical Engineering 122, no. 06 (2000): 62–66. http://dx.doi.org/10.1115/1.2000-jun-4.

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This article highlights the new ignition schemes for Otto cycle engines that seem to be bound for extinction. Ever since Nicolaus Otto demonstrated the first working four-stroke engine in 1876, engineers have been struggling to come up with ways to sidestep a fundamental limitation of an otherwise stellar design. The reciprocating engine is capable of generating high pressure with reliable sealing, but the volume swept out by the piston has had to remain fixed. Small engines use less internal reciprocating mass than large ones, so the energy to overcome friction decreases as size drops. Small engines are lighter than big ones, too. By recirculating exhaust gases back into the combustion chamber, however, Mitsubishi uses the exhaust to reduce NOx. Because the air-to-fuel ratio is so high, the exhaust gases, which normally hinder combustion, can be as much as 70 percent of the cylinder volume. At the same time, Mitsubishi uses a lean NOx catalytic converter.
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