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ange from 1250 to 1800 rpm was managed by VGT adjustment that allowed reducing exhaust gasestemperature and thus high powered the engine up to the limit in exhaust gases temperature.On the mode n = 1250 rpm VGT adjustment in comparison with commercial turbocharger hasincreased the boost pressure p k for 12 kPa (Figure 7 b), which led to an increase in Lambda anddecrease in BSFC by 5 g / kWh. At peak torque mode with n = 1500 rpm application of VGT adjustmenthas led to an increase in p k (by 17 kPa), and, consequently, an increase in Lambda by 0.15 and a decreasein Break Specific Fuel Consumption by 3 g / kWh. Based on the values of Lambda and BSFC for the tworegimes of torque curve described above it can be seen that even smaller increase in the value of Lambdaon the mode with n = 1250 rpm leads to greater fuel economy compared to the regime of maximumtorque with n = 1500 rpm. This can be explained by the following statement. The closer the value ofLambda to the lower limit (Lambda = 1), the more sensitive BSFC to an increase in Lambda.Power curve shown in Figure 7 is typical for traction engine. For automobile engine it is moreimportant to obtain the curve with a constant torque. Figure 8 shows the external characteristic ofexperimental diesel when setting the prototype of VGT for constant torque curve. As seen fromFigure 8 b the constant torque curve was obtained in the range of speeds from 1250 to 1500 rpm by usingVGT adjustment. Also, it can be seen from Figure 8 that main indices of a diesel engine with variablegeometry turbocharger prototype is significantly better than those of a commercial one. This can beexplained by the fact that VGT adjustment allows to achieve high Lambda in the high loads and lowengine speeds modes and, consequently, improve the fuel combustion efficiency of the engine on thesemodes.Figure 7. Dependence of main indices of experimental diesel with commercial and VGT turbochargerwhich adjusted for a constant power curve58
Figure 8. Dependence of main indices of experimental diesel with commercial and VGT turbochargerwhich adjusted for a constant torque curve6. Conclusions1. The present study evaluated the influence of adjustment on combustion efficiency and fuelconsumption characteristics of the diesel engine in a prototype of VGT turbocharger with vaneless turbinevolute. The study used special experimental techniques. Combustion efficiency main indices andaveraged indicators diagram were analyzed.2. In the case of the mode P e = 67.8 kW and n =1250 rpm it was demonstrated that efficiency ofturbine adjustment with vaneless turbine volute is most evident in external engine characteristic modeswith high load and low engine speed. In this mode, BSCF was improved by 4.5 g/kWh, the Lambdaincreased from 1.26 to 1.38, and the indicated efficiency rose by 3.5%.3. Dependence of main indices of experimental diesel with commercial and VGT turbochargerwhich adjusted for a constant power curve were established. On the mode n = 1250 rpm VGT adjustmentin comparison with commercial turbocharger has increased the boost pressure and thus decrease in BSFCby 5 g / kWh. At peak torque mode with n = 1500 rpm application of VGT adjustment has led to andecrease in Break Specific Fuel Consumption by 3 g / kWh. The constant torque curve was also obtainedin the range of speeds from 1250 to 1500 rpm by adjusting VGT.59
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ESTONIAN MARITIME ACADEMYLATVIAN MA
Page 3 and 4:
CONTENTSRoberts GailītisASSESSMENT
Page 5 and 6:
1. The aim of research and methodol
Page 7 and 8: Figure 2. Age structure of merchant
Page 9 and 10: their maritime education, takes dec
Page 11 and 12: Therefore it can be concluded that
Page 13 and 14: MULTI ZONES HVAC SYSTEMS’ CONTROL
Page 15 and 16: Figure 1. Multi-zone air-conditioni
Page 17 and 18: The control mechanism of the mathem
Page 19 and 20: Results and discussionThe temperatu
Page 21 and 22: PREDICTION OF EMISSIONS AND PERFORM
Page 23 and 24: In order to measure brake torque, t
Page 25 and 26: Predicted & Actual Values of SFC, g
Page 27 and 28: 8. Canakci, M., Ozsezen, A.N., Arca
Page 29 and 30: It is appropriate to systemize the
Page 31 and 32: Protestant ideology as an eventual
Page 33 and 34: thinking is innovative, responsible
Page 35 and 36: 17. Professoren-Protest gegen 10 Ja
Page 37 and 38: affected by competing ports [2]. Ne
Page 39 and 40: Tendencies of cargo flows volume an
Page 41 and 42: increase, inflation decreases, beca
Page 43 and 44: 4. Belova, J., Mickiene, R. Economi
Page 45 and 46: Description of researchIf volume co
Page 47 and 48: p p 1 10(11)C021Here, C1is a speed
Page 49 and 50: Figure 4. Dependence of pressure on
Page 51 and 52: EXPERIMENTAL INVESTIGATIONS OF IC D
Page 53 and 54: Figure 2. Prototype of variable geo
Page 55 and 56: 4. Experimental equipment and softw
Page 57: Figure 6. Dependence of main indice
Page 61 and 62: DEVELOPMENT AND APPLICATION OF SIMU
Page 63 and 64: program was developed regarding the
Page 65 and 66: F11: High sea water pressure alarmF
Page 67 and 68: In the main interface as given in F
Page 69 and 70: Figure 7. Failure mode selection sc
Page 71 and 72: Figure 11. Causes of failure select
Page 73 and 74: 6. Xiaoyan, X., Min, H., Huayao, Z.
Page 75 and 76: Asia region is fastest developing n
Page 77 and 78: performance of design. Speed is the
Page 79 and 80: In summary, it can be said that wor
Page 81 and 82: ReferencesArticles1. Belova, J., Mi
Page 83 and 84: Grain cargo life cycleGrains are ca
Page 85 and 86: Maritime law is made and enforced b
Page 87 and 88: European and Asian countries, and e
Page 89 and 90: EVALUATION OF IMO SECOND GENERATION
Page 91 and 92: Sample vessel: a container shipA co
Page 93 and 94: Natural roll frequency in calm wate
Page 95 and 96: REQUIREMENTS FOR THE MANUSCRIPTSSUB
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