In the case of Spark Ignition (SI) engines, efficiency is a function of the combustion speed, i.e. the speed at which the fresh air fuel mixture is consumed by the flame front.
A char combustion and heat transfer model is also used to predict the char burnout behaviour and surface temperature of the particle as a function of time during combustion for each of the experiments.
Open image in new window Fig. 9 Vehicle purchase tax as a function of curb weight, combustion engine power, and type approval CO2 and NOX emission rates, in Norway 2014 (NOK = Norwegian kroner. As of 1 July 2014, €11 = NOK 8.43).
Fig. 4 Isothermal weight loss ratio as a function of time during combustion of pure PVP (black curves) and nano-Pd/PVP (red curves) at 400 °C (a), 420 °C (c), 430 °C (e), and 440 °C (g) and corresponding derivative curves (b, d, f, h).
Extinction of the light from a HeNe laser was used so that the mass of suspended nano-particles with a fundamental size of 100 nm could be determined as a function of time prior to combustion, and the suspended mass of aluminum (up to 90 mg) was measured in situ during an experiment.
TGA isothermal analysis was used to study the combustion kinetic of the PVP catalyzed by Pd(0). Figure 4 shows the isothermal weight loss fraction, X t), as a function of time during the combustion process for pure PVP and nano-Pd/PVP samples at temperatures slightly above the ignition temperature.
Hydrocarbon emission in internal combustion engines is a function of both oxygen available in the combustion atmosphere and temperature; higher oxygen concentration and temperature reduce the HC emissions.
The reactivation kinetics has been determined (activity vs time of stripping and of combustion) as a function of temperature and time of the reaction step, for a silica alumina catalyst used in the isomerization of cis-butene to 1-butene and trans-butene.
Fig. 6 Isothermal weight loss ratio as a function of the time during the combustion of pure PVP (black curves), μ-Pd/PVP (green curves), and nano-Pd/PVP (red curves) at 420 °C (a) and 440 °C (b).
The aim of this study is to develop a simple-to-use predictive tool which is easier than the existing approaches less complicated with fewer computations and suitable for combustion engineers for predicting the natural gas combustion efficiency as a function of excess air fraction and stack temperature rise (the difference between the flue gas temperature and the combustion air inlet temperature).
