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The engine performance (i.e., the fuel consumption rate, maximum combustion pressure, and exhaust gas temperature) and the exhaust emissions (NOx, particulate matter (PM)) were analyzed before and after the fuel additive insertion.
The results show that the unstretched laminar flame propagation velocity, the unstretched laminar combustion velocity, Markstein length, flame stability, and the maximum combustion pressure decrease distinctly with the increase of nitrogen fraction in the gas mixture.
At the same ratios of nitrogen to gas mixture, Markstein length, unstretched laminar flame propagation velocity and unstretched laminar combustion velocity decrease and the maximum combustion pressure increase with the increase of initial pressure of the gas mixture.
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During the combustion tests, it was found that more distant ignition positions and stronger ignition energies lead to maximum combustion pressures that are lower than the design pressure of the ITER vacuum vessel.
A study was completed comparing equilibrium combustion pressures obtained using constant volume and internal energy constraints to maximum combustion pressures from an existing experimental data base for hydrogen / oxygen and nitrogen mixtures (Jo and Crowl, 2006).
Results indicated significant improvement in combustion pressure and maximum rate of pressure rise in dual fuel operation with all the inducted fuels mainly at 100% load.
In diesel-FeCl3-steam injection combination, maximum combustion gas temperature and maximum cylinder pressure decreased up to 4% when compared to diesel mode.
Their contribution to the combustion pressure was negligible.
NO x emissions are not universal for any type of engine, depending on combustion process time and maximum combustion temperatures.
In contrast, combustion pressure increases from (5 25 bar).
The setup is provided with necessary instruments for combustion pressure and crank-angle measurements.
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