On the Concept of Separate Aftercooling for Locomotive Diesel Engines

1999 ◽  
Vol 121 (2) ◽  
pp. 205-210 ◽  
Author(s):  
T. Uzkan ◽  
M. A. Lenz
Keyword(s):  
Cooling System ◽  
Engine Performance ◽  
Cooling Capacity ◽  
Engine Oil ◽  
Excess Capacity ◽  
Turbocharged Diesel Engine ◽  
Ambient Temperatures ◽  
Order Of Magnitude ◽  
Locomotive Diesel ◽  
Engine Power

This paper describes a patented cooling system concept for a turbocharged diesel engine. In particular, it defines a cooling system having the capability of transferring some of the cooling capacity of engine jacket and engine oil cooling to cool the cylinder inlet air when more than the cooling capacity built into the system through the size of the radiators and fans is needed. This increased aftercooling will improve the engine performance and reduce emission levels. The cooling capacity of a locomotive is essentially determined by the radiator and fan size, among other factors, and is designed to cool the engine within acceptable metal temperatures at a specified maximum ambient temperature and at the maximum engine power. On the other hand, at lower ambient temperatures or engine power levels, the cooling needs of the engine will be less than this maximum cooling capacity of the cooling system. There remains some excess capacity. This paper describes the concept called the “Separate Aftercooling System” that uses some of this excess cooling capacity to cool the engine inlet air at the aftercoolers. It shows the feasibility of such a system, describes the order of magnitude of benefits that can be expected from such a system, and outlines the implementation of this concept to EMD built Locomotives.

The Oriented Spray Cooling System for Supplementing Cooling Lakes

2017 ◽  
Author(s):  
Charles F. Bowman
Keyword(s):  
Power Plants ◽  
Waste Heat ◽  
Cooling System ◽  
Air Flow ◽  
Ambient Air ◽  
Spray Cooling ◽  
Cooling Capacity ◽  
Ambient Temperatures ◽  
Circulating Water ◽  
Auxiliary Power

With ever-increasing ambient temperatures many electric power plants that employ cooling lakes to reject their waste heat into the environment are struggling to maintain reasonable turbine backpressures during the hot summer months when electric load demand is often the greatest. Some consider adding mechanical draft cooling towers (MDCT) to further cool the condenser circulating water (CCW) prior to entering the main condenser, but the additional auxiliary power required to drive MDCT fans often consume the additional generator output resulting from the lower backpressure. Spray ponds offer significant advantages over MDCT including superior simplicity and operability, lower power requirements, and lower capital and maintenance costs. The Oriented Spray Cooling System (OSCS) is an evolutionary spray pond design. Unlike a conventional spray pond in which spray nozzles are arranged in a flat bed and spray upward, blocking the ambient air flow to the spray region as it travels down to the pond below, the OSCS nozzles are mounted on spray trees arranged in a circle and are tilted at an angle oriented towards the center of the circle. As a result, the water droplets drag air into the spray region while the warm air concentrated in the center of the circle rises. Both of these effects work together to increase air flow through the spray region. Increased air flow reduces the local wet-bulb temperature (LWBT) of the air in the spray pattern, promoting heat transfer and more efficient cooling. During the late 1970’s the author developed a purely analytical model to predict the thermal performance of the OSCS which was successfully compared with the OSCS at the Columbia Generating Station (CGS) in the mid 1980’s. This paper describes how the OSCS may be employed to supplement the cooling capacity of an existing cooling lake to reduce the temperature of the CCW prior to entering a power plant, resulting in lower main condenser pressures and more net plant output.

COMPUTATIONAL SIMULATION AND EXPERIMENTAL VALIDATION OF A TURBOCHARGED DIESEL ENGINE

2016 ◽  
Vol 78 (6-10) ◽  
Author(s):  
Asrul Syaharani Yusof ◽  
Saiddi Ali Firdaus Mohamed Ishak ◽  
Risby Mohd Sohaimi ◽  
Wan Ali Wan Mat
Keyword(s):  
Diesel Engine ◽  
Computational Simulation ◽  
Computational Modelling ◽  
Engine Performance ◽  
Green Technology ◽  
Predictive Tool ◽  
Turbocharged Diesel Engine ◽  
Engine Model ◽  
Good Agreement ◽  
Engine Power

Requirements for sustainable development and green technology are motivating car manufacturers to produce newer efficient engines with more power and reduce hazardous emissions. The development of modern engines has certain constraints since prototyping phase requires longer time and is costly. Engine computational modelling now becomes a useful approach and can be used as a predictive tool when developing new engine concepts. The aim of this work is to develop and experimentally validate a turbocharged diesel engine model using one-dimensional GT-Power software. The engine performance parameters in terms of power and torque which are dependent to engine speed are being presented. The predicted performance parameter of the engine model is compared with the data obtained during engine dynamometer experiments. The simulation results show that the engine performances such as engine power and torque are in good agreement with the experiment results within the engine rpm range from 2000 rpm to 3000 rpm (with RMS Error for engine power and torque is 10% and 39%).

Assessment and Characterization of Volcanic Ash Threat to Gas Turbine Engine Performance

2014 ◽  
Vol 136 (8) ◽  
Author(s):  
Craig R. Davison ◽  
Timothy A. Rutke
Keyword(s):  
Volcanic Ash ◽  
Cooling System ◽  
Turbine Blades ◽  
Engine Performance ◽  
Turbine Engine ◽  
Turbine Cooling ◽  
Volcanic Ash Cloud ◽  
Compressor And Turbine Blades ◽  
Engine Power

Multiple volcanoes erupt yearly propelling volcanic ash into the atmosphere and creating an aviation hazard. The plinian eruption type is most likely to create a significant aviation hazard. Plinian eruptions can eject large quantities of fine ash up to an altitude of 50,000 m (164,000 ft). While large airborne particles rapidly fall, smaller particles at reduced concentrations drift for days to weeks as they gradually descend and deposit on the ground. Very small particles, less than 1 μm, can remain aloft for years. An average of three aircraft encounters with volcanic ash was reported every year between 1973 and 2003. Of these, eight resulted in some loss of engine power, including a complete shutdown of all four engines on a Boeing 747. However, no crashes have been attributed to volcanic ash. The major forms of engine damage caused by volcanic ash are: (1) deposition of ash on turbine nozzles and blades due to glassification (2) erosion of compressor and turbine blades (3) carbon deposits on fuel nozzles. The combination of these effects can push the engine to surge and flame out. If a flame out occurs, engine restart may be possible. Less serious engine damage can also occur. In most cases the major damage will require an engine overhaul long before the minor damage becomes an operational issue, but under some conditions no sign of volcanic ash is evident and the turbine cooling system blockage could go unnoticed until an engine inspection is performed. Several organizations provide aircrew procedures to respond to encounters with a volcanic ash cloud. If a volcanic ash encounter is suspected, then an engine inspection, including borescope, should be performed with particular attention given to the turbine cooling system.

scholarly journals Performansi Sistem Pendingin Dengan Staggered Solid Dry Pad Pendingin Awal Udara Evaporator

Jurnal METTEK ◽  
2019 ◽  
Vol 5 (2) ◽  
pp. 66
Author(s):  
I Gede Biyan Mulyana ◽  
Hendra Wijaksana ◽  
Ketut Astawa
Keyword(s):  
Air Temperature ◽  
Mass Flow ◽  
Flow Rate ◽  
Cooling System ◽  
Engine Performance ◽  
Cooling Capacity ◽  
Air Mass ◽  
Testing Method ◽  
And Performance ◽  
Compressor Power

Performansi sistem pendingin dengan penggunaan SDP yang tersusun staggered sebagai pendingin awal udara masuk evaporator dengan memvariasikan kecepatan laju aliran massa udara diharapkan dapat memperingan kerja pada kompressor. Metode pengujian dilakukan dengan cara menguji kinerja mesin dan performan sistem pendingin dengan SDP dan tanpa SDP. Variabel yang diukur saat pengujian adalah evaporator, SDP, COP, dan daya compressor. Dari hasil penelitian didapat bahwa Performansi sistem pendingin dengan penggunaan SDP yang tersusun staggered sebagai pendingin awal udara masuk evaporator dengan menvarasikan kecepatan laju aliran massa udara, bahwa penggunaan SDP sangat berpengaruh dengan baik dalam menurunkan temperatur udara masuk sampai 17 °C dibandingkan tanpa menggunakan SDP. Pada pemakaian SDP konsumsi daya kompresor pendinginan masing – masing mencapai 0,330 kW, 0,313 kW dan 0,297 kW lebih efektif daripada tanpa menggunakan SDP sebesar 0,363 kW. Lalu pada kapasitas pendinginan yang terbaik juga dengan penggunaan SDP sebesar 3,044 kW, 1,664 kW dan 0,879 kW, hal ini berdampak pada hasil COP yang terbaik dengan penggunaan SDP ialah 11,6. Pada sifat udara yang dihasilkan yaitu pendinginan dan dehumidifikasi dimana udara tersebut akan didinginkan dan dikeringkan. The performance of the cooling system with the use of SDP arranged staggered as the initial cooling of the air entering the evaporator by varying the speed of the air mass flow rate is expected to reduce the work on the compressor. The testing method is done by testing the engine performance and performance of the cooling system with SDP and without SDP. Variables measured during testing are evaporator, SDP, COP, and compressor power. From the results of the study, it was found that the performance of the cooling system with the use of SDP arranged staggered as the initial cooling of the air entering the evaporator by varying the speed of air mass flow, that the use of SDP is very influential in reducing the air temperature to 17 ° C compared without using SDP. The use of SDP for cooling compressor power consumption reaches 0.330 kW, 0.313 kW and 0.297 kW more effectively than without using SDP of 0.363 kW. Then at the best cooling capacity also with the use of SDP of 3.044 kW, 1.664 kW and 0.879 kW, this has an impact on the COP results the best with SDP use is 11.6. In the nature of the air produced is cooling and dehumidification where the air will be cooled and dried.

Assessment and Characterization of Volcanic Ash Threat to Gas Turbine Engine Performance

2013 ◽  
Author(s):  
Craig R. Davison ◽  
Tim Rutke
Keyword(s):  
Volcanic Ash ◽  
Cooling System ◽  
Turbine Blades ◽  
Engine Performance ◽  
Turbine Engine ◽  
Turbine Cooling ◽  
Volcanic Ash Cloud ◽  
Compressor And Turbine Blades ◽  
Engine Power

Multiple volcanoes erupt yearly propelling volcanic ash into the atmosphere and creating an aviation hazard. The plinian eruption type is most likely to create a significant aviation hazard. Plinian eruptions can eject large quantities of fine ash up to an altitude of 50,000 m (164,000 feet). While large airborne particles rapidly fall, smaller particles at reduced concentrations drift for days to weeks as they gradually descend and deposit on the ground. Very small particles, less than 1 μm, can remain aloft for years. An average of three aircraft encounters with volcanic ash was reported every year between 1973 and 2003. Of these, 8 resulted in some loss of engine power, including a complete shutdown of all four engines on a Boeing 747. However, no crashes have been attributed to volcanic ash. The major forms of engine damage caused by volcanic ash are: 1. Deposition of ash on turbine nozzles and blades due to glassification 2. Erosion of compressor and turbine blades 3. Carbon deposits on fuel nozzles The combination of these effects can push the engine to surge and flame out. If a flame out occurs, engine restart may be possible. Less serious engine damage can also occur. In most cases the major damage will require an engine overhaul long before the minor damage becomes an operational issue, but under some conditions no sign of volcanic ash is evident and the turbine cooling system blockage could go unnoticed until an engine inspection is performed. Several organizations provide aircrew procedures to respond to encounters with a volcanic ash cloud. If a volcanic ash encounter is suspected, then an engine inspection, including borescope, should be performed with particular attention given to the turbine cooling system.

A simplified method of temperature control maximizing productivity of the batch reactor; The effect of inertia of the cooling system

1982 ◽  
Vol 47 (2) ◽  
pp. 454-464 ◽  
Author(s):  
František Jiráček ◽  
Josef Horák
Keyword(s):  
Mathematical Model ◽  
Temperature Control ◽  
Cooling System ◽  
Batch Reactor ◽  
Exothermic Reaction ◽  
Cooling Capacity ◽  
Variable Activity ◽  
Simplified Method ◽  
Opening And Closing ◽  
Time Of Operation

The effect has been studied of the inertia of the cooling system on the reliability of control of the temperature of the reaction mixture. The study has been made using a mathematical model of the batch reactor with an exothermic reaction. The temperature has been controlled by a two-level controller opening and closing the flow of the coolant. The aim of the control has been to maintain a constant value of the degree of utilization of the cooling capacity of the reactor. The instantaneous value of the degree of utilization has been assessed from the ratio of times for which the cooling system is idle to the time of operation. The reliability of control has been studied for variable activity of the catalyst.

Rechargeable Personal Air Conditioning Device

2016 ◽  
Author(s):  
Yilin Du ◽  
Jan Muehlbauer ◽  
Jiazhen Ling ◽  
Vikrant Aute ◽  
Yunho Hwang ◽  
...  
Keyword(s):  
Air Conditioning ◽  
Cooling System ◽  
Cooling Capacity ◽  
Comfort Level ◽  
Vapor Compression ◽  
Air Conditioning System ◽  
System A ◽  
Single Person ◽  
Vapor Compression Cycle ◽  
Compression Cycle

A rechargeable personal air-conditioning (RPAC) device was developed to provide an improved thermal comfort level for individuals in inadequately cooled environments. This device is a battery powered air-conditioning system with the phase change material (PCM) for heat storage. The condenser heat is stored in the PCM during the cooling operation and is discharged while the battery is charged by using the vapor compression cycle as a thermosiphon loop. The conditioned air is discharged towards a single person through adjustable nozzle. The main focus of the current research was on the development of the cooling system. A 100 W cooling capacity prototype was designed, built, and tested. The cooling capacity of the vapor compression cycle measured was 165.6 W. The PCM was recharged in nearly 8 hours under thermosiphon mode. When this device is used in the controlled built environment, the thermostat setting can be increased so that building air conditioning energy can be saved by about 5–10%.

Critical thermal maximum in mice

1976 ◽  
Vol 40 (5) ◽  
pp. 683-687 ◽  
Author(s):  
G. L. Wright
Keyword(s):  
Heat Stress ◽  
Cooling Capacity ◽  
Heating Time ◽  
Critical Thermal Maximum ◽  
Thermal Limit ◽  
Ambient Temperatures ◽  
Thermal Maximum ◽  
Righting Reflex ◽  
Colonic Temperature ◽  
Extended Exposure

The critical thermal maximum (the colonic temperature of heat-induced convulsion and righting reflex loss) and thermoregulatory response of male mice were examined following I, exposure to colonic temperature (Tco) 42 degrees C; II, a single exposure to the critical thermal maximum (Tco 44 degrees C); AND III, acclimation at ambient temperatures of 15 or 30 degrees C for 14 days. The critical thermal maximum (CTM) was greater in 30 degrees C acclimated mice than 15 degrees C acclimated mice but was unchanged in mice surviving exposure to Tco 42 degrees C or the CTM. The heating time to apparent breakdown of thermoregulation coincident with an explosive rise in the Tco during exposure to ambient temperature 40.8 degrees C was increased (100%) during the 48-h period following exposure to Tco 42 degrees. It appeared that mice exposed to severe, short-term heat stress (Tco 42 degrees) undergo a compensatory increase in their thermoregulatory cooling capacity with little or no change in the upper temperature tolerated. The animals did, however, exhibit the capability for adaptive adjustments of the upper thermal limit during extended exposure to the more prolonged and less severe environmental heat stress of acclimation at 30 degrees C.

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