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Articles de revues sur le sujet « Low Heat Rejection Engine »

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Auteur : Grafiati
Publié le 14 mars 2023

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1

Smith, James E., et Randy Churchill. « A Concept Review of Low-Heat-Rejection Engines ». Applied Mechanics Reviews 42, no 3 (1 mars 1989) : 71–90. http://dx.doi.org/10.1115/1.3152422.

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Insulated engines have become popular ideas with the development of new materials and material processing techniques. Several research groups have been involved and are producing needed, quality information about low-heat-rejection engines. To date, a comprehensive review has not been presented, like the work included here, that identifies and discusses the various programs and results, or even the breadth of the different topics being undertaken. This paper presents a comprehensive literature review of low-heat-rejection engine concepts and brief discussions of some modeling techniques, both heat transfer models and engine models, being used to further the knowledge base in this field. The general, established concepts and history of low-heat-rejection engines are briefly covered before each individual area of interest is presented. These are temperatures of low-heat-rejection engines, new material requirements, new construction techniques to facilitate the new materials, tribology, emissions, noise concerns, new fuel capabilities, and exhaust heat utilization. The importance of a “whole system” approach is stressed. Inconsistencies in the literature are also discussed.
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2

Cardoso, D. Silva, et P. Oliveira Fael. « 8-stroke low heat rejection engine ». Energy Reports 8 (juin 2022) : 462–67. http://dx.doi.org/10.1016/j.egyr.2022.01.103.

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3

Sun, X., W. G. Wang, R. M. Bata et X. Gao. « Performance Evaluation of Low Heat Rejection Engines ». Journal of Engineering for Gas Turbines and Power 116, no 4 (1 octobre 1994) : 758–64. http://dx.doi.org/10.1115/1.2906883.

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Improving the performance of the Chinese B135 six-cylinder direct injection turbocharged and turbocompounded Low Heat Rejection Engine (LHRE) was based on experimental and analytical studies. The studies were primarily applied on a B1135 single-cylinder LHR engine and a conventional water-cooled B1135 single cylinder engine. Performance of the B1135 LHRE was worse than that of the conventional B1135 due to a deterioration in the combustion process of the B1135 LHRE. The combustion process was improved and the fuel injection system was redesigned and applied to the B135 six-cylinder LHRE. The new design improved the performance of the LHRE and better fuel economy was realized by the thermal energy recovered from the exhaust gases by the turbocompounding system.
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4

Liu, Yang, Yituan He, Cuijie Han et Chenheng Yuan. « Combustion and energy distribution of hydrogen-enriched compressed natural gas engines with low heat rejection based on Atkinson cycle ». Advances in Mechanical Engineering 11, no 1 (janvier 2019) : 168781401881958. http://dx.doi.org/10.1177/1687814018819580.

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In order to reduce the heat loss and improve the indicated thermal efficiency of hydrogen-enriched compressed natural gas engines, this article presents a combination of Atkinson cycle with high compression ratio and low heat rejection on the hydrogen-enriched compressed natural gas prototype engine with 55% hydrogen blend. The combustion characteristics and energy distribution of the prototype and modified engines were investigated by simulation, and the conclusions are as follows: the pressure and temperature of modified engines are higher than those of the prototype during the combustion process. Compared with the prototype, the modified engines present lower peak heat release rate, but faster combustion after ignition, and their CA50 are closer to top dead center. Although the high compression ratio engine with Atkinson cycle generates more heat loss, its indicated thermal efficiency still increases by 0.6% with the decrease in the exhaust energy. Furthermore, the high compression ratio engine with low heat rejection and Atkinson cycle combines the advantages of low heat loss and relatively longer expansion stroke, so its heat loss reduces obviously, and 61.6% of the saved energy from low heat rejection and Atkinson cycle can be converted into indicated work that indicates a 4.5% improvement in indicated thermal efficiency over the prototype, which makes it perform better in terms of power and fuel economy simultaneously.
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5

Amann, C. A. « Promises and Challenges of the Low-Heat-Rejection Diesel ». Journal of Engineering for Gas Turbines and Power 110, no 3 (1 juillet 1988) : 475–81. http://dx.doi.org/10.1115/1.3240145.

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The low-heat-rejection (LHR) diesel promises decreased engine fuel consumption by eliminating the traditional liquid cooling system and converting energy normally lost to the coolant into useful shaft work instead. However, most of the cooling energy thus conserved is transferred into the exhaust stream rather than augmenting crankshaft output directly, so exhaust-energy recovery is necessary to realize the full potential of the LHR engine. The higher combustion temperature of the LHR diesel favors increased emission of NOx, with published results on hydrocarbon and particulate emissions showing mixed results. The cylinder insulation used to effect low heat rejection influences convective heat loss only, and in a manner still somewhat controversial. The cyclic aspect of convective heat loss, and radiation from incandescent soot particles, also deserve attention. The temperatures resulting from insulating the cylinder of the LHR diesel require advancements in lubrication. The engine designer must learn to deal with the probabilistic nature of failure in brittle ceramics needed for engine construction. Whether ceramic monoliths or coatings are more appropriate for cylinder insulation remains unsettled. These challenges confronting the LHR diesel are reviewed.
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6

Reddy, Ch Kesava, M. V. S. Murali Krishna, P. V. K. Murthy et T. Ratna Reddy. « Performance Evaluation of a Low-Grade Low-Heat-Rejection Diesel Engine with Crude Pongamia oil ». ISRN Renewable Energy 2012 (15 mars 2012) : 1–10. http://dx.doi.org/10.5402/2012/489605.

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Investigations are carried out to evaluate the performance of a low heat rejection (LHR) diesel engine with ceramic coated cylinder head [ceramic coating of thickness 500 microns is done on inside portion of cylinder head] with different operating conditions [normal temperature and pre-heated temperature] of crude Pongamia oil (CPO) with varied injection pressure and injection timing. Performance parameters and pollution levels are determined at various magnitudes of brake mean effective pressure. Combustion characteristics at peak load operation of the engine are measured with special pressure-crank angle software package. Conventional engine (CE) showed deteriorated performance, while LHR engine showed improved performance with CPO operation at recommended injection timing and pressure and the performance of both version of the engine is improved with advanced injection timing and at higher injection pressure when compared with CE with pure diesel operation. The optimum injection timing is 31°bTDC for conventional engine while it is 29°bTDC with LHR engine with vegetable oil operation. Peak brake thermal efficiency increased by 5%, smoke levels decreased by 2% and NOx levels increased by 40% with CPO operation on LHR engine at its optimum injection timing, when compared with pure diesel operation on CE at manufacturer’s recommended injection timing.
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7

Yasar, H. « First and second law analysis of low heat rejection diesel engine ». Journal of the Energy Institute 81, no 1 (1 mars 2008) : 48–53. http://dx.doi.org/10.1179/174602208x269544.

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8

Jafarmadar, S. « Three dimensional modeling of combustion process and emission formation in a low heat rejection indirect injection diesel engine ». Thermal Science 18, no 1 (2014) : 53–65. http://dx.doi.org/10.2298/tsci130203126j.

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Higher heat losses and brake specific fuel consumption (BSFC) are major problems in an indirect injection (IDI) diesel engine, which can be overcome by means of low heat rejection (LHR) concept. This concept is based on the approach of insulating of piston and liner of main chamber in IDI engine. At the present work, the combustion process and emission formation in baseline and LHR engines are studied by a Computational Fluid Dynamics (CFD) code at four different loads (25%, 50%, 75% and 100%) in maximum torque engine speed 730rpm. The numerical results for the pressure in cylinder and emissions for baseline engine at full load operation are compared to the corresponding experimental data and show good agreement. The comparison of the results for two cases show that when the load increases from 25% to 100% in 25% steps, heat loss in LHR engine decrease 40.3%, 44.7%,44.6% and 45.2%, respectively. At full load operation in LHR engine, NOx and Soot emissions decrease 13.5% and 54.4%, respectively and engine efficiency increases 6.3% in comparison to baseline engine.
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9

Janardhan, N., M. V. S. Murali Krishna, P. Ushasri et P. V. K. Murthy. « Performance Evaluation of a Low Heat Rejection Diesel Engine with Jatropha Oil ». International Journal of Engineering Research in Africa 11 (octobre 2013) : 27–44. http://dx.doi.org/10.4028/www.scientific.net/jera.11.27.

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Investigations were carried out to evaluate the performance of a low heat rejection (LHR) diesel engine consisting of air gap insulated piston with 3-mm air gap, with superni (an alloy of nickel) crown, air gap insulated liner with superni insert and ceramic coated cylinder head with different operating conditions of crude jatropha oil (CJO) with varied injection timing and injector opening pressure . Performance parameters [brake thermal efficiency, exhaust gas temperature, coolant load and volumetric efficienc and exhaust emissions [smoke and oxides of nitroge were determined at various values of brake mean effective pressure (BMEP). Combustion characteristics [ peak pressure, time of occurrence of peak pressure and maximum rate of pressure ris of the engine were at peak load operation of the engine. Conventional engine (CE) showed deteriorated performance, while LHR engine showed improved performance with vegetable operation at recommended injection timing and pressure. The performance of both versions of the engine improved with advanced injection timing and higher injector opening pressure when compared with CE with pure diesel operation. Relatively, peak brake thermal efficiency increased by 14%, smoke levels decreased by 27% and NOx levels increased by 49% with vegetable oil operation on LHR engine at its optimum injection timing, when compared with pure diesel operation on CE at manufacturers recommended injection timing.
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10

Arunkumar, G., A. Santhoshkumar, M. Vivek, L. Anantha Raman, G. Sankaranarayanan et C. Dhanesh. « Performance and Emission Characteristics of Low Heat Rejection Diesel Engine Fuelled with Rice Bran Oil Biodiesel ». Advanced Materials Research 768 (septembre 2013) : 245–49. http://dx.doi.org/10.4028/www.scientific.net/amr.768.245.

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In this study, the performance and exhaust emissions of a biodiesel fuelled low heat rejection (LHR) direct injection Diesel engine have been investigated experimentally and compared with the results of standard diesel engine without any coatings. Piston, cylinder head, exhaust and inlet valve of test engine were coated with 0.5 mm thickness of zirconia through plasma spray method. Biodiesel used in the testing was prepared from rice bran oil through transesterification process.
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11

Shrirao, Pankaj N., Parvezalam I. Shaikh, Farazuddin Zafaruddin et A. N. Pawar. « An Experimental Investigation on Engine Exhaust Emissions of a Low Heat Rejection (Mullite Coated) Single Cylinder Diesel Engine ». Advanced Materials Research 588-589 (novembre 2012) : 344–48. http://dx.doi.org/10.4028/www.scientific.net/amr.588-589.344.

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Tests were performed on a single cylinder, four stroke, direct injection, diesel engine whose piston crown, cylinder head and valves were coated with a 0.5 mm thickness of 3Al2O3.2SiO2(mullite) (Al2O3= 60%, SiO2= 40%) over a 150 µm thickness of NiCrAlY bond coat. The working conditions for the conventional engine (without coating) and LHR (mullite coated) engine were kept exactly same to ensure a comparison between the two configurations of the engine. This paper is intended to emphasis on emission characteristics of diesel engine with and without mullite coating under identical conditions. Tests were carried out at same operational constraints i.e. air-fuel ratio and engine speed conditions for both conventional engine (without coating) and LHR (mullite coated) engines. The results showed that, there was as much as29.41% and 24.35% decreasing on CO and HC emissions respectively for LHR (mullite coated) engine compared to conventional engine (without coating) at full load. The average decrease in smoke density in the LHR engine compared with the conventional engine was 13.82 % for full engine load. However, there was as much as 20% increasing on NOx emission for LHR engine compared to conventional engine at full load. Also the results revealed that, there was as much as 22% increasing on exhaust gas temperature for LHR engine compared to conventional engine at full engine load.
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12

Pawar, A. N., et B. N. Jajoo. « INVESTIGATION ON EFFECT OF LOW HEAT REJECTION DIESEL ENGINE PERFORMANCE WITH CHANGE IN INJECTION TIMING(Diesel Engines, Performance and Emissions, Thermal Efficiency) ». Proceedings of the International symposium on diagnostics and modeling of combustion in internal combustion engines 2004.6 (2004) : 135–42. http://dx.doi.org/10.1299/jmsesdm.2004.6.135.

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13

Ciniviz, Murat. « PERFORMANCE AND ENERGY BALANCE OF A LOW HEAT REJECTION DIESEL ENGINE OPERATED WITH DIESEL FUEL AND ETHANOL BLEND ». Transactions of the Canadian Society for Mechanical Engineering 34, no 1 (mars 2010) : 93–104. http://dx.doi.org/10.1139/tcsme-2010-0006.

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In this study, it was aimed to investigate the effect of ceramic coating on a turbocharged diesel engine performance and energy balance. For this purpose, cylinder head, valves and pistons of the engine were coated with yttria stabilized zirconia layer with a thickness of 0.35 mm nickel-chromium- aluminium bond coat, as well as the atmospheric plasma spray coating method with a thickness of 0.15 mm. Then, the engines were tested for full load. The heating values of the diesel fuel and ethanol were 46.2 and 25.182 MJ/kg, respectively. Because of the lower heating values of the ethanol, compared with the diesel fuel, it appears to have lower following to engine power, torque and SFC. Compare to engine power of SDE, LHRe has increased about 2%, LHReth has decreased about 22% at all engine speed. Compare to engine torque of SDE, LHRe has increased about 2.5%, LHReth has decreased about 23 % at all engine speeds. Compare to SFC of SDE, LHRe has decreased about 1.1 %, LHReth has increased about 54 % at all engine speeds. Compare to exhaust turbine inlet temperature of SDE, LHRe has increased about 15 %, LHReth has decreased about 17 % at all engine speeds.
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14

Sarathbabu, R. T., M. Lakshmikantha Reddy, M. Kannan et R. Balaji. « Thermodynamic Investigation of a Modified Compression Ignition Engine Fueled by Diesel Biodiesel Ethanol Blends ». Defence Science Journal 72, no 2 (11 mai 2022) : 268–80. http://dx.doi.org/10.14429/dsj.72.17383.

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The present study contrasts the thermodynamics analysis of modified diesel engines with traditional diesel engines. Thermodynamics study is done by the use of energy and exergy analysis for diesel, B20 (blend of 80 per cent diesel by volume with 20 per cent mahua biodiesel) and LHR modification and LTC 15 per cent EGR fuelled with B20 blend and 5 per cent ethanol with various loads ranging from no load to full load. Implemented two technologies for increasing engine efficiency. One of the primary techniques is the Low Heat Rejection (LHR) concept (or the so-called “Adiabatic” engine) applied. In the engine cylinder, a ceramic layer of Alumina (Al2O3) was used to modify the Low Heat Rejection (LHR). Another technique is Low-temperature combustion (LTC) modes are added by joining the inlet and exhaust pipes through valves to control the exhaust gas at an optimal rate of 15 per cent. The findings of energy and exergy distribution in the engine were compared using optimum alterations with fuel blends such as 20 per cent mahua biodiesel and 5 per cent ethanol. From energy distribution, best shaft power (QBP) (2.8kW) is transformed from heat input observed in the optimum altered engine at full load conditions compared to others. Due to modifications employed in the engine and fuels. Maximum unaccounted energy (QUN) loss in diesel (44 %). And highest thermal efficiency (31.2 %) is revealed in B20E5 (LHR+15 % LTC). From exergy distribution, it noticed that the same trend of energy distribution and at 100 per cent load condition, maximum (12.54kW) in diesel and minimum (8.45 kW) in B20E5 (LHR+15 % LTC) has obtained input availability (Ain).The maximum conversion rate of availability in brake power (Abp) (0.61 kW) in B20 (LHR). Compared to diesel, second law or exergetic efficiency more in B20E5 (LHR+15 % LTC).
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15

Poubeau, Adèle, Arthur Vauvy, Florence Duffour, Jean-Marc Zaccardi, Gaetano de Paola et Marek Abramczuk. « Modeling investigation of thermal insulation approaches for low heat rejection Diesel engines using a conjugate heat transfer model ». International Journal of Engine Research 20, no 1 (16 décembre 2018) : 92–104. http://dx.doi.org/10.1177/1468087418818264.

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Heat losses through combustion chamber walls are a well-known limiting factor for the overall efficiency of internal combustion engines. Thermal insulation of the walls has the potential to decrease substantially these heat losses. However, evaluating numerically the effect of coating and of its location in the combustion chamber and then design an optimized combustion system require the use of high-fidelity engine models. The objective of this article is to present the whole workflow implying the use of three-dimensional computational fluid dynamics techniques with conjugate heat transfer (CHT) models to investigate the potential benefits of a coating on a passenger car Diesel engine. First, the baseline combustion system is modeled, using CHT models to solve in a coupled simulation the heat transfers between the fluid in the intake and exhaust lines and in the combustion chamber, on one hand, and the solid piston, head and valves, on the other hand. Based on this setup, a second simulation is performed, modeling a thermo-swing insulation on all combustion chamber walls by a contact resistance, neglecting its thermal inertia to keep a manageable computational cost. Results show a decrease of 3.3% in fuel consumption with an increase in volumetric efficiency. However, decoupled one-dimensional/three-dimensional simulations highlight the inaccuracy of these results and the necessity to model the coating thermal inertia, as they show an overestimation of the heat insulation rate and, consequently, of the gain in fuel consumption (−2.1% instead of −1.6%), for a coating on the piston with no thermal inertia.
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Iida, Norimasa, Shinji Hosonuma, Ken'ichi Yoshimura, Sigehisa Takase et Yasuhiro Fujiwara. « Combustion and Emission of Low Heat Rejection, Ceramic Methanol ATAC Engine. » Transactions of the Japan Society of Mechanical Engineers Series B 59, no 568 (1993) : 4030–37. http://dx.doi.org/10.1299/kikaib.59.4030.

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17

Ramesh Kumar, C., et G. Nagarajan. « Experimental investigation on low heat rejection SI engine fuelled with E15 ». Journal of the Energy Institute 86, no 1 (1 février 2013) : 8–14. http://dx.doi.org/10.1179/1743967112z.00000000034.

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18

Prasad, C. M. V., M. V. S. M. Krishna, C. P. Reddy et K. R. Mohan. « Performance evaluation of non-edible vegetable oils as substitute fuels in low heat rejection diesel engines ». Proceedings of the Institution of Mechanical Engineers, Part D : Journal of Automobile Engineering 214, no 2 (1 février 2000) : 181–87. http://dx.doi.org/10.1177/095440700021400207.

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Search for renewable fuels such as vegetable oils, in particular non-edible vegetable oils, has become more pertinent in the context of the fossil fuel crisis and vehicle population explosion. The drawbacks associated with vegetable oils for use in diesel engines call for a hot combustion chamber. The concept of the low heat rejection diesel engine is gaining prominence for adopting vegetable oils as substitute fuels for conventional diesel fuel. Non-edible vegetable oils such as Pongamia oil and Jatropha curcas oil are found to be efective substitute fuels in the low heat rejection diesel engine. EsteriRcation, preheating and increase in injection pressures have been tried for efective utilization of the vegetable oils. Performance parameters such as the brake specific energy consumption (b.s.e.c.) and exhaust gas temperature (EGT) have been reported for varying magnitudes of brake mean efective pressure (b.m.e.p.) with diferent non-edible vegetable oils as substitute fuels. The pollution levels of black smoke and NOx have been recorded. Combustion diagnosis is also carried out with the aid of a miniature piezoelectric pressure transducer and TDC (top dead centre) encoder.
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19

Likos, W. E., et T. W. Ryan. « Experiments With Coal Fuels in a High-Temperature Diesel Engine ». Journal of Engineering for Gas Turbines and Power 110, no 3 (1 juillet 1988) : 444–52. http://dx.doi.org/10.1115/1.3240141.

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The combustion of 50 wt percent coal slurries, using water, diesel fuel, and methanol as carrier liquids, was investigated in a single-cylinder research engine. High temperatures were achieved in the engine cylinder using low-heat-rejection engine technology, electrically heated glow plugs, and heated inlet air. Comparisons of the fuels and different methods of providing high cylinder temperature were made using cylinder pressure data and heat release calculations. Autoignition of the coal/water slurries was attained using auxiliary heat input. The burning rates of all the autoignited slurries were significantly enhanced by using a pilot injection of diesel fuel. Under some operating conditions the engine thermal efficiency was equal to diesel fuel performance. It was apparent that engines designed for coal slurry should maximize the prechamber volume.
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20

Ghorbani, Morteza, et Sasan Akbarpour. « The multi-zone model of the low heat rejection engine for DI diesel injection engines ». Journal of the Brazilian Society of Mechanical Sciences and Engineering 38, no 2 (24 mars 2015) : 365–75. http://dx.doi.org/10.1007/s40430-015-0336-2.

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21

JONES, JOHN DEWEY. « Heat Transfer Processes in Low-Heat-Rejection Diesel Engines ». Heat Transfer Engineering 8, no 3 (janvier 1987) : 90–99. http://dx.doi.org/10.1080/01457638708962807.

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22

KOBORI, Shigeharu, Takeyuki KAMIMOTO et Michael Toralde LUTA. « Combustion in Low-Heat-Rejection Diesel Engines ». JSME international journal. Ser. 2, Fluids engineering, heat transfer, power, combustion, thermophysical properties 35, no 1 (1992) : 1–9. http://dx.doi.org/10.1299/jsmeb1988.35.1_1.

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23

Shabir, Mohd, Rajendra Prasath et P. Tamilporai. « Analysis of combustion performance and emission of extended expansion cycle and iEGR for low heat rejection turbocharged direct injection diesel engines ». Thermal Science 18, no 1 (2014) : 129–42. http://dx.doi.org/10.2298/tsci130707012s.

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Increasing thermal efficiency in diesel engines through low heat rejection concept is a feasible technique. In LHR engines the high heat evolution is achieved by insulating the combustion chamber surfaces and coolant side of the cylinder with partially stabilized zirconia of 0.5 mm thickness and the effective utilization of this heat depend on the engine design and operating conditions. To make the LHR engines more suitable for automobile and stationary applications, the extended expansion was introduced by modifying the inlet cam for late closing of intake valve through Miller?s cycle for extended expansion. Through the extended expansion concept the actual work done increases, exhaust blow-down loss reduced and the thermal efficiency of the LHR engine is improved. In LHR engines, the formation of nitric oxide is more, to reduce the nitric oxide emission, the internal EGR is incorporated using modified exhaust cam with secondary lobe. Modifications of gas exchange with internal EGR resulted in decrease in nitric oxide emissions. In this work, the parametric studies were carried out both theoretically and experimentally. The combustion, performance and emission parameters were studied and were found to be satisfactory.
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Haşimoğlu, Can, Murat Ciniviz, İbrahim Özsert, Yakup İçingür, Adnan Parlak et M. Sahir Salman. « Performance characteristics of a low heat rejection diesel engine operating with biodiesel ». Renewable Energy 33, no 7 (juillet 2008) : 1709–15. http://dx.doi.org/10.1016/j.renene.2007.08.002.

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TAYMAZ, I. « An experimental study of energy balance in low heat rejection diesel engine ». Energy 31, no 2-3 (février 2006) : 364–71. http://dx.doi.org/10.1016/j.energy.2005.02.004.

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26

Li, Tingting, Jerald A. Caton et Timothy J. Jacobs. « Energy distributions in a diesel engine using low heat rejection (LHR) concepts ». Energy Conversion and Management 130 (décembre 2016) : 14–24. http://dx.doi.org/10.1016/j.enconman.2016.10.051.

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Chérel, Jérôme, Jean-Marc Zaccardi, Bernard Bouteiller et Alain Allimant. « Experimental assessment of new insulation coatings for lean burn spark-ignited engines ». Oil & ; Gas Science and Technology – Revue d’IFP Energies nouvelles 75 (2020) : 11. http://dx.doi.org/10.2516/ogst/2020006.

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Clean and highly efficient internal combustion engines will still be necessary in the future to meet the ambitious CO2 emissions reduction targets set for light-duty vehicles. The maximal efficiency of stoichiometric Spark-Ignited (SI) gasoline engines has been steadily increasing in recent years but remains limited by the important relative share of cooling losses. Low heat rejection engines using ceramic barrier coatings have been presented in the past but smart insulation coatings are gaining a renewed interest as a more promising way to further increase the engine maximal thermal efficiency. This article is highlighting some important effects of smart insulation coatings developed for lean-burn spark-ignited gasoline engines. Five different coatings with low heat conductivity and capacity are applied on aluminum engine parts with the atmospheric plasma spray technique and are tested with two different engines. The laser induced phosphorescence technique is firstly used in an optical single cylinder engine to quantify the thermal performance of these coatings in terms of temperature swing during combustion. A maximal increase in the piston surface temperature of around 100 °C is measured at low load, confirming thus the expected impact of the low heat conductivity and capacity, and suggesting thus a positive impact on fuel consumption. Thanks to the tests performed with a similar metal single cylinder engine, it is shown that the unburned hydrocarbon emissions can significantly increase by up to 25% if the open porosity on top of the coating is not properly sealed, while the surface roughness has no impact on these emissions. When applied on both the piston and the cylinder head, the optimized coating displays some distinct effects on the maximal heat release rate and NOx emissions, indicating that the thermal environment inside the combustion chamber is modified during combustion. Thanks to the temperature swing between cold and hot engine phases the volumetric efficiency can also be kept constant. However, no increase in efficiency can be measured with this optimized coating which suggests that the heat balance is not affected only by the reduction in the temperature differential between the walls and the gas.
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Krishna, M. V. S. Murali, N. Durga Prasada Rao, B. Anjeneya Prasad et P. V. K. Murthy. « Comparative Performance with Different Versions of Low Heat Rejection Combustion Chambers with Crude Rice Bran Oil ». Archive of Mechanical Engineering 61, no 4 (1 décembre 2014) : 627–51. http://dx.doi.org/10.2478/meceng-2014-0036.

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Abstract It has been found that the vegetable oils are promising substitute, because of their properties are similar to those of diesel fuel and they are renewable and can be easily produced. However, drawbacks associated with crude vegetable oils are high viscosity, low volatility call for low heat rejection combustion chamber, with its significance characteristics of higher operating temperature, maximum heat release, and ability to handle lower calorific value (CV) fuel etc. Experiments were carried out to evaluate the performance of an engine consisting of different low heat rejection (LHR) combustion chambers such as ceramic coated cylinder head-LHR-1, air gap insulated piston with superni (an alloy of nickel) crown and air gap insulated liner with superni insert - LHR-2; and ceramic coated cylinder head, air gap insulated piston and air gap insulated liner - LHR-3 with normal temperature condition of crude rice bran oil (CRBO) with varied injector opening pressure. Performance parameters (brake thermal efficiency, brake specific energy consumption, exhaust gas temperature, coolant load, and volumetric efficiency) and exhaust emissions [smoke levels and oxides of nitrogen [NOx]] were determined at various values of brake mean effective pressure of the engine. Combustion characteristics [peak pressure, time of occurrence of peak pressure, maximum rate of pressure rise] were determined at full load operation of the engine. Conventional engine (CE) showed compatible performance and LHR combustion chambers showed improved performance at recommended injection timing of 27°bTDC and recommend injector opening pressure of 190 bar with CRBO operation, when compared with CE with pure diesel operation. Peak brake thermal efficiencyincreased relatively by 7%, brake specific energy consumption at full load operation decreased relatively by 3.5%, smoke levels at full load decreased relatively by 11% and NOx levels increased relatively by 58% with LHR-3 combustion chamber with CRBO at an injector opening pressure of 190 bar when compared with pure diesel operation on CE
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ENOMOTO, Yoshiteru, Atsushi ISHII, Hiroshi NAGANO, Kazuaki ADACHI, Yuji HAGIHARA et Syuji KIMURA. « Instantaneous Heat Flux Flowing into Ceramic Combustion Chamber Wall Surface of Low Heat Rejection Engine. » Transactions of the Japan Society of Mechanical Engineers Series B 64, no 624 (1998) : 2730–36. http://dx.doi.org/10.1299/kikaib.64.2730.

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Rabbani, Mohammad Attalique, M. V. S. Murali Krishna et P. Usha Sree. « Reduction of Pollutants of Insulated Diesel Engine with Plastic Oil with Supercharging ». Ecology, Environment and Conservation 29 (2023) : S284—S290. http://dx.doi.org/10.53550/eec.2023.v29i01s.043.

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This paper aims at alternative fuel technology for diesel engine and environmental protection. The exhaust emissions from diesel engine are particulate matter (PM), nitrogen oxide (NOx ) levels, carbon mono oxide (CO) emissions and un-burnt hydro carbons (UBHC) and cause severe health hazards when they are inhaled in. They also cause environmental disorders like Global warming, Green-House effect, acid rain etc,. Hence control of these emissions is urgent and an immediate step. Vegetable oils and alcohols are important substitutes for diesel fuel, as they are renewable in nature. Though vegetable oils have comparable properties with diesel fuel, however, they have high viscosity and low volatility causing combustion problems in diesel engines. Alcohols have high volatility but low Cetane number (a measure of combustion quality in diesel engine). Plastic oil derived from waste plastic collected from debris by the process of pyrolysis has equitant calorific value with diesel fuel. However, its viscosity is higher than diesel fuel calls for low heat rejection (LHR) diesel engine. The concept of LHR diesel engine is to minimize the heat flow to the coolant there by increase of thermal efficiency. This LHR engine is useful for burning high viscous and low calorific value fuels. LHR engine consisted of ceramic coated cylinder head engine. The exhaust emissionsof PM, CO, NOx and UBHC with plastic oil were determined with conventional engine (CE) and LHR engine with varied injection timing at full load operation of the engine. Injection timing was varied with an electronic sensor. PM was determined by AVL Smoke meter, while NOx , CO and UBHC were measured by Netel Chromatograph multi gas analyzer at full load operation of the engine. The data was compared with neat diesel operation on conventional engine.
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Vijay Kumar, Megavath, Thumu Srinivas Reddy, Ch Rami Reddy, S. Venkata Rami Reddy, Mohammad Alsharef, Yasser Alharbi et Basem Alamri. « Impact of a Thermal Barrier Coating in Low Heat Rejection Environment Area of a Diesel Engine ». Sustainability 14, no 23 (28 novembre 2022) : 15801. http://dx.doi.org/10.3390/su142315801.

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The most recent developments in Thermal Barrier Coating (TBC) relate to engine performance, manufacturing and other related challenges. TBC on the piston crown and valves to enhance engine characteristics while using diesel and Mahua Methyl Ester (MME) as a petroleum fuel has a great sustainable development. For this utility, a Direct Injection (DI) conventional diesel engine was renewed to an LHR engine by applying 0.5 mm thickness of 3Al2O3-2SiO2 (as TBC) onto the piston crown and valves. The MME is used in the LHR (Low Heat Rejection) engine. For examination, the fuel injector pressure is set at 200 bar. Compared to a standard DI diesel engine, the results demonstrate that the application of TBC boosts brake thermal efficiency to 13.65% at 25% load. The LHR engine’s SFC and BTE significantly improved at full load while using MME fuel. The lower temperature of exhaust gases is achieved by combining MME and diesel fuels with TBC. It was observed that both MME with and without TBC significantly reduced the smoke density. In addition, it was exposed that using MME fuel with TBC very slightly reduced carbon monoxide emissions under all loads. It was also shown that MME with TBC significantly reduced environmental hydrocarbon emissions at all loads.
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Rama Mohan, K., C. M. Vara Parasad et M. V. S. Murali Krishna. « Performance of a Low Heat Rejection Diesel Engine With Air Gap Insulated Piston ». Journal of Engineering for Gas Turbines and Power 121, no 3 (1 juillet 1999) : 530–39. http://dx.doi.org/10.1115/1.2818505.

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A threaded air gap insulated piston provided effective insulation without causing sealing problems. The performance of the diesel engine with the air gap insulated piston was obtained with different piston crown materials, at differing magnitudes of air gap with varying injection timings. The engine using Nimonic for the piston crown with an air gap of 3 mm at an injection timing of 29.5° bTDC reduced the BSFC by 12 percent at part loads and 4 percent at full load. The performance in terms of P-θ and T-θ was predicted employing a zero dimensional multizone combustion model, and the model results have been validated with measured pressures and the exhaust gas temperatures. More appropriate piston surface temperatures were employed in Annand’s equation to improve the computer predictions using finite element modeling of the piston. The measured temperatures of air in the air gap using an L-link mechanism provided excellent validation for the finite element prediction of isotherms in the piston.
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Sarath Babu, R. T., M. Kannan et P. Lawrence. « Performance analysis of low heat rejection diesel engine, using Mahua oil bio fuel ». International Journal of Ambient Energy 38, no 8 (7 septembre 2016) : 844–48. http://dx.doi.org/10.1080/01430750.2016.1222963.

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Garud, Vikrant, Sanjiwan Bhoite, Sagar Patil, Suraj Ghadage, Nilesh Gaikwad, Devesh Kute et G. Sivakumar. « Performance and CombustionCharacteristics of Thermal Barrier Coated (YSZ) Low Heat Rejection Diesel Engine ». Materials Today : Proceedings 4, no 2 (2017) : 188–94. http://dx.doi.org/10.1016/j.matpr.2017.01.012.

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Karthikeyan, B., et K. Srithar. « Performance characteristics of a glowplug assisted low heat rejection diesel engine using ethanol ». Applied Energy 88, no 1 (janvier 2011) : 323–29. http://dx.doi.org/10.1016/j.apenergy.2010.07.011.

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Reddy, Chirra Kesava. « Comparative Performance of Crude Pongamia Oil in A Low Heat Rejection Diesel Engine ». IOSR Journal of Mechanical and Civil Engineering 10, no 3 (2013) : 44–54. http://dx.doi.org/10.9790/1684-1034454.

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Boisclair, M. E., D. P. Hoult et V. W. Wong. « Piston Ring Thermal Transient Effects on Lubricant Temperatures in Advanced Engines ». Journal of Engineering for Gas Turbines and Power 111, no 3 (1 juillet 1989) : 543–52. http://dx.doi.org/10.1115/1.3240289.

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One class of advanced diesel engines operates with low heat rejection and high operating temperatures; piston-ring / liner lubrication is a major problem for these engines. This study attempts to illustrate the time-dependent thermal environment around the top piston ring and lubricant in these advanced engines. Particular emphasis will be placed on the maximum lubricant temperature. The analysis starts with a standard cycle simulation and a global finite-element analysis of the piston and liner in relative motion. A more detailed finite-element model, which considers variable oil film thickness on the liner, focuses on the top ring and lubricant and uses the groove and liner temperatures generated in the global analysis as boundary conditions. Results for different heat rejection engine configurations are presented. We observe that because of major transient effects, high lubricant temperature is experienced not only at top ring reversal but also down the liner to bottom ring reversal.
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Amann, C. A. « Comparing Expanders for Direct Recovery of Exhaust Energy From a Low-Heat-Rejection Diesel ». Journal of Engineering for Gas Turbines and Power 109, no 4 (1 octobre 1987) : 396–401. http://dx.doi.org/10.1115/1.3240054.

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Part-load performance of a compound low-heat-rejection (LHR) engine is estimated at constant speed. The engine consists of an LHR diesel reciprocator geared to a supercharging compressor and an exhaust expander. Two classes of expander differing substantially in both flow characteristics and energy-extraction principles are ranked: aerodynamic (reaction turbine) and positive-displacement (internal expansion). To focus the comparison on differences in fundamental expander characteristics rather than differences in efficiency levels among specific samples of each type of expander, each is assigned an efficiency of 100 percent at its best-efficiency point. Although differences in fundamental characteristics between the expanders were sufficient to rank them on a performance basis, these differences were largely overshadowed by the magnitude of the indicated work developed in the reciprocator relative to the work developed by the expander.
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Reghu, V. R., V. Shankar et P. Ramaswamy. « Comparative Experimental Studies on Four Stroke Four Cylinder Diesel fuelled Base Line Engine and Low Heat Rejection Engine ». International Journal of Automotive and Mechanical Engineering 16, no 3 (3 octobre 2019) : 6889–905. http://dx.doi.org/10.15282/ijame.16.3.2019.05.0517.

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The depletion of conventional fuel source at a fast rate and increasing of environment pollution motivated extensive research in energy efficient engine design. In the present work, experimental investigations were carried out on a four-stroke four-cylinder dieselfuelled Base Line Engine (BLE) by conducting a normal load test and measuring the required Brake Thermal Efficiency (BThE) and Specific Fuel Consumption (SFC) in a 100 HP dyno facility. A six-gas Analyser was used for the measurement of Unburnt Hydrocarbons (UBHC), Carbon monoxide (CO), Carbon dioxide (CO2), free Oxygen (O2), Nitrogen oxides (NOx), Sulphur oxides (SOx) and a smoke meter was used to measure smoke opacity. Low Heat Rejection (LHR) engine was realized by coating the crown of the aluminium alloy piston with the most popular Thermal Barrier Coating (TBC) material, namely 8%Yttria Partially Stabilized Zirconia (8YPSZ), after coating qualification on research pistons, specifically fabricated to retain the piston material specification, and the geometry of the crown contour. A normal load test was conducted on LHR engine to evaluate the performance as well as to determine the concentration of pollutants. A ~30% improvement in BThE and ~35% improvement in SFC was exhibited by the LHR engine at all loads studied (7 to 64%). While UBHC level showed an increase, the CO, CO2 and O2 contents as revealed in the emission test showed a mixed response (high and low) for an LHR engine. Compared with BLE, NOx and smoke level in LHR engine emission showed an increasing trend with the load. On comparing BLE and LHR engine test results, value addition to the BLE in terms of reduced fuel consumption and pollutants was observed.
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Reddy, T. « Performance Evaluation of a Low Heat Rejection Diesel Engine with Mohr Oil Based Biodiesel ». British Journal of Applied Science & ; Technology 2, no 2 (10 janvier 2012) : 179–98. http://dx.doi.org/10.9734/bjast/2012/1254.

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Haşimoğlu, Can, Murat Ciniviz, Adnan Parlak, İbrahim Özsert et Yakup İçingür. « Part Load Performance Characteristics of a Low-Heat Rejection Diesel Engine Fueled with Biodiesel ». Journal of Energy Engineering 137, no 2 (juin 2011) : 70–75. http://dx.doi.org/10.1061/(asce)ey.1943-7897.0000037.

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Rajendra Prasath, B., P. Tamilporai et Mohd F. Shabir. « Analysis of combustion, performance and emission characteristics of low heat rejection engine using biodiesel ». International Journal of Thermal Sciences 49, no 12 (décembre 2010) : 2483–90. http://dx.doi.org/10.1016/j.ijthermalsci.2010.07.010.

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Bai, Minli, Tiezhu Zhu et Zhiqian Zhang. « Study of transient temperature field of liner in a low-heat rejection diesel engine ». Experimental Thermal and Fluid Science 7, no 2 (août 1993) : 134. http://dx.doi.org/10.1016/0894-1777(93)90138-9.

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Jafarmadar, S., R. Tasoujiazar et B. Jalilpour. « Exergy analysis in a low heat rejection IDI diesel engine by three dimensional modeling ». International Journal of Energy Research 38, no 6 (3 septembre 2013) : 791–803. http://dx.doi.org/10.1002/er.3100.

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Syed meer, Shaik. « Compression ignition of Hydrogen (H2) in a direct injection diesel engine Modified to operate as a Low Heat Rejection ». YMER Digital 21, no 02 (7 février 2022) : 180–89. http://dx.doi.org/10.37896/ymer21.02/19.

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Global pollution levels in many applications will now be at danger because of the growing need for fuel. CR hydrogen is an alternative to diesel fuel and a possible supply of unspent fuel in India. Using hydrogen as a sole fuel in a direct-injection diesel engine has been tested for its practicality. One-cylinder diesel engine with air cooling was adapted to operate as a low-heat-rejection engine. To protect the engine's combustion chamber, partially stabilized zirconia ceramic components were employed. A single-cylinder compression ratio (CR) engine with varied CR Hydrogen fuels will be studied to determine the optimal performance and emission characteristics. There was a comparison of diesel fuel performance measures such as specific fuel consumption (SFC), brake thermal efficiency (BTE), and emissions of HC, CO, Smoke, and NOx. A compression ratio of 17.5 for hydrogen fuel demonstrates higher performance and reduced emissions, which is quite similar to neat diesel fuel in terms of performance and emissions levels. Different compression ratios (15.5, 16.5, and 17.5) were tested in order to determine the optimal combination for running the engine on hydrogen mixes. Furthermore, the increase in compression ratio raises the BTE, reduces the SFC, and lowers emissions without any engine design changes
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Müller, Gerald, Chun Ho Chan, Alexander Gibby, Muhammad Zubair Nazir, James Paterson, Joshua Seetanah, Matthew Telfer, Toru Tsuzaki, Caleb Walker et Faris Yusof. « The condensing engine : A heat engine for operating temperatures of 100 ℃ and below ». Proceedings of the Institution of Mechanical Engineers, Part A : Journal of Power and Energy 232, no 4 (19 octobre 2017) : 437–48. http://dx.doi.org/10.1177/0957650917736455.

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The cost-effective utilisation of low-grade thermal energy with temperatures below 150 ℃ for electricity generation still constitutes an engineering challenge. Existing technology, e.g. the organic Rankine cycle machines, are complex and only economical for larger power outputs. At Southampton University, the steam condensation cycle for a working temperature of 100 ℃ was analysed theoretically. The cycle uses water as working fluid, which has the advantages of being cheap, readily available, non-toxic, non-inflammable and non-corrosive, and works at and below atmospheric pressure, so that leakage and sealing are not problematic. Steam expansion will increase the theoretical efficiency of the cycle from 6.4% (no expansion) to 17.8% (expansion ratio 1:8). In this article, the theoretical development of the cycle is presented. A 40 Watt experimental engine was built and tested. Efficiencies ranged from 0.02 (no expansion) to 0.055 (expansion ratio 1:4). The difference between theoretical and experimental efficiencies was attributed to significant pressure loss in valves, and to difficulties with heat rejection. It was concluded that the condensing engine has potential for further development.
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WONG, J. « Compression ignition of hydrogen in a direct injection diesel engine modified to operate as a low-heat-rejection engine ». International Journal of Hydrogen Energy 15, no 7 (1990) : 507–14. http://dx.doi.org/10.1016/0360-3199(90)90110-k.

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Rakopoulos, C. D., et G. C. Mavropoulos. « Modelling the transient heat transfer in the ceramic combustion chamber walls of a low heat rejection diesel engine ». International Journal of Vehicle Design 22, no 3/4 (1999) : 195. http://dx.doi.org/10.1504/ijvd.1999.001865.

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Thulasi, Gopinathan, Ponnusamy Kandampalayam, Rajasekar Rathanasamy, Sathish Palaniappan et Sabarish Palanisamy. « Reduction of harmful nitrogen oxide emission from low heat rejection diesel engine using carbon nanotubes ». Thermal Science 20, suppl. 4 (2016) : 1181–87. http://dx.doi.org/10.2298/tsci16s4181t.

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Perumal Venkatesan, Elumalai, Annamalai Kandhasamy, Lingesan Subramani, Arularasu Sivalingam et Appuraja Senthil Kumar. « Experimental Investigation on Lemongrass Oil Water Emulsion in Low Heat Rejection Direct Ignition Diesel Engine ». Journal of Testing and Evaluation 47, no 1 (3 juillet 2018) : 20170357. http://dx.doi.org/10.1520/jte20170357.

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