The variations of torque, power, brake thermal efficiency, brake mean effective pressure, exhaust gas temperature, and emissions of NOx, CO, CO2, HC, and O2 versus engine speed are compared for a carbureted SI engine operating on gasoline and hydrogen.
In the control scheme, the strategy is twofold: maximization of energy captured from the wind and minimization of the damage caused by mechanical fatigue due to variation of torque peaks generated by wind gusts.
Second, the error also varied as a function of the time-varying profile of gravitational torque exerted during the movement: monotonic variations of gravitational torque (session I and II) provoked smaller errors than non-monotonic variations (session III).
Variations of engine torque, shaft power and brake thermal efficiency at various heat inputs with engine speed and engine performance are presented.
Coefficient of variation of the torque output and electromyographic activation in most of the trunk muscles increased during the fatigue process.
By contrast, V0 of electrically activated dorsiflexor muscles remained unchanged (R2<0.001, P = 0.98) among three different stimulus conditions showing a large variation of tetanic torque.
Although the use of three stimulus conditions resulted in a large variation of tetanic torque (Table 1), the linear regression analysis revealed that V0 of electrically activated dorsiflexor muscles was independent of contraction intensity (Fig. 6B).
The calculated variation of major torques (Rod, Counterbalance and Net Torques) for the complete pumping cycle is presented in Fig. 8.
The variations of engine brake torque, power, brake specific fuel consumption (BSFC), HC, CO, CO2 and NOx emissions and exhaust gas temperature were investigated with unleaded gasoline and LPG fuels for different valve lifts.
Despite large variations of the applied torques (either 4, 5 or 10 Nm of internal torque, mostly combined with 10 Nm of valgus torque), all these studies reported similar values at the 30° position, between 18 and 22.5° of internal rotation, fitting well to our result (19.34°).
After having presented the electromagnetic-mechanical coupling methodology, the influence of torque variations is investigated and the importance of the angle-time function is highlighted.
