Difference between revisions of "User:PyrenAdam"
| Line 27: | Line 27: | ||
Today we learned the basics on using OpenModellica to simulate Internal Combustion Engine System. From the simplest thing, like installing the library, to adding parts and adjusting parameters on the model. | Today we learned the basics on using OpenModellica to simulate Internal Combustion Engine System. From the simplest thing, like installing the library, to adding parts and adjusting parameters on the model. | ||
| + | |||
| + | |||
| + | ---- | ||
| + | |||
| + | == Turbo-Diesel == | ||
| + | |||
| + | Turbo-diesel is essentially a diesel engine equipped with a turbocharger. This causes significant increase in efficiency and power, bringing the power-to-weight ratio as close as a standard petrol engine. Turbodiesels are generally considered more flexible for automotive uses than naturally aspirated Diesel engines. Turbodiesels can be designed to have a more acceptable spread of torque over their speed range or can be designed to improve torque output at a given speed depending on the exact use. Naturally aspirated Diesels, almost without exception, have a lower power output than a petrol engine of the same capacity whilst the same time requiring stronger (and thus heavier) internal components such as the pistons and crankshaft to withstand the greater stresses of the Diesel engine's much higher compression ratio. These factors give naturally aspirated Diesels a poor power-to-weight ratio. | ||
| + | |||
| + | A lean air–fuel ratio, caused when the turbocharger supplies excess air into the engine, is not a problem for diesel engines, because the torque control is dependent on the mass of fuel that is injected into the combustion chamber, rather than the quantity of the air-fuel mixture. Furthermore, the additional quantity of air in the cylinder due to turbocharging effectively increases the compression ratio, which, in a gasoline engine, can cause pre-ignition and high exhaust gas temperatures. However, in a diesel engine, fuel is not present in the combustion chamber during the compression stroke, since it is only added to the combustion chamber shortly before the piston reaches top dead center. Thus, no pre-ignition can occur. | ||
Revision as of 23:42, 27 February 2023
Arfadhila Pyrenadi Adam
2006517764
My Chat with ChatGPT
How are sugarcane productions, battery, and fuel in relationship to one another?
ChatGPT:
Sugarcane production, battery, and fuel are related to one another through the production of biofuels, specifically ethanol. Sugarcane is a primary source of ethanol production, which can be used as fuel for vehicles or other applications.
The process of producing ethanol from sugarcane involves the fermentation of the plant's sugars, which are then distilled into ethanol. This ethanol can be blended with gasoline to produce a biofuel that can power vehicles.
In terms of batteries, sugarcane is also being explored as a potential source for producing high-performance lithium-ion batteries. Researchers have found that a material called lignin, which is present in sugarcane, can be used as a component in the cathodes of these batteries.
Overall, sugarcane has the potential to play an important role in the production of both biofuels and batteries, which are important for reducing our reliance on fossil fuels and transitioning towards more sustainable energy sources.
Intro to OpenModellica
Friday 24 February 2023
Today we learned the basics on using OpenModellica to simulate Internal Combustion Engine System. From the simplest thing, like installing the library, to adding parts and adjusting parameters on the model.
Turbo-Diesel
Turbo-diesel is essentially a diesel engine equipped with a turbocharger. This causes significant increase in efficiency and power, bringing the power-to-weight ratio as close as a standard petrol engine. Turbodiesels are generally considered more flexible for automotive uses than naturally aspirated Diesel engines. Turbodiesels can be designed to have a more acceptable spread of torque over their speed range or can be designed to improve torque output at a given speed depending on the exact use. Naturally aspirated Diesels, almost without exception, have a lower power output than a petrol engine of the same capacity whilst the same time requiring stronger (and thus heavier) internal components such as the pistons and crankshaft to withstand the greater stresses of the Diesel engine's much higher compression ratio. These factors give naturally aspirated Diesels a poor power-to-weight ratio.
A lean air–fuel ratio, caused when the turbocharger supplies excess air into the engine, is not a problem for diesel engines, because the torque control is dependent on the mass of fuel that is injected into the combustion chamber, rather than the quantity of the air-fuel mixture. Furthermore, the additional quantity of air in the cylinder due to turbocharging effectively increases the compression ratio, which, in a gasoline engine, can cause pre-ignition and high exhaust gas temperatures. However, in a diesel engine, fuel is not present in the combustion chamber during the compression stroke, since it is only added to the combustion chamber shortly before the piston reaches top dead center. Thus, no pre-ignition can occur.
