Performance investigation into a diesel engine under e ective...

Scientia Iranica B (2019) 26(2), 843{855

Sharif University of TechnologyScientia Iranica

Transactions B: Mechanical Engineeringhttp://scientiairanica.sharif.edu

Performance investigation into a diesel engine undere�ective e�ciency-power-power density conditions

G. Gonca� and Y. Palaci

Department of Naval Architecture and Marine Engineering, Yildiz Technical University, Besiktas, Istanbul, TR.

Received 11 September 2017; received in revised form 5 December 2017; accepted 20 January 2018

KEYWORDSDiesel engine;Diesel cycle;Compression ignitionengine;Engine performance;Power density;Finite-timethermodynamics.

Abstract. Performance analysis of a diesel engine in terms of E�ective Power (EP),E�ective Power Density (EPD), and E�ective E�ciency (EE) has been performed usinga novel realistic Finite-Time Thermodynamics (FTT) modeling approach. The e�ects ofdesign and operating parameters of the diesel cycle, such as bore-stroke length ratio (d=L),Equivalence Ratio (ER), Compression Ratio (CR), Cycle Temperature Ratio (CTR), CyclePressure Ratio (CPR), stroke Length (L), friction coe�cient (FRC), engine speed (N),mean piston speed, inlet pressure, and inlet temperature, on the engine performance havebeen investigated. In addition, energy losses depending on Incomplete Combustion (IC),friction losses (FRL), heat transfer losses (HTRL), and Exhaust Output Losses (EOL) havebeen described as fuel input energy. In order to acquire reasonable results, variable speci�cheats with respect to temperature for working uid have been used. The results presentedcould be an essential tool for diesel engine designers.© 2019 Sharif University of Technology. All rights reserved.

1. Introduction

Diesel engines are a type of internal combustion enginesand they are commonly used in transportation andenergy sectors. There are many optimization studiesconducted by engine designers to satisfy environmentaland economical demands. Engine researchers havestudied the optimization of di�erent cycles and dif-ferent types of engines and energy generation sys-tems [1-26]. In the literature, many studies havebeen performed related to diesel engines and dieselcycles [27-35]. Gonca [36-40], Gonca and Sahin [41-44], and Gonca et al. [45-52] investigated the perfor-mance characteristics and emission products of dieselengines with di�erent NOx reduction methods, such as

*. Corresponding author. Tel.: +90 212 383 2950;Fax: +90 212 383 2941E-mail address: [email protected] (G. Gonca)

doi: 10.24200/sci.2018.5164.1131

Miller cycle application and steam injection method.Gonca et al. [45-50] performed a couple of studieson the Miller cycle diesel engines [45-49] and steaminjected diesel engines [49-50]. They proved that theMiller cycle and steam injected diesel engines weremore advantageous than conventional diesel engine interms of NO formation. Gonca and Dobrucali [53-54] analyzed the performance characteristics of a dieselengine fueled with biodiesel. Gonca [55] also inves-tigated the performance of a spark ignition enginewith di�erent fuel types. Al-Hinti et al. [56] used analternative calculation for heat transfer loss to analyzethe performance of an air standard Diesel Cycle (DC).Sakhrieh et al. [57] used a novel gas mixture model ina zero-dimensional single zone combustion simulationto examine the performance characteristics of a DCengine. Durmayaz et al. [58] conducted a review studyon the optimization of various thermal systems basedon thermoeconomics and �nite-time thermodynamics.Hou [59] examined the e�ects of HTRL loss on thethermal performance of a reversible dual cycle diesel

844 G. Gonca and Y. Palaci/Scientia Iranica, Transactions B: Mechanical Engineering 26 (2019) 843{855

engine. Ust et al. [60] expanded the prior study tothe irreversible dual cycle diesel engine. Xia et al. [61]examined the performance of a DC by consideringsome irreversibilities originating from FRL and HTRLlosses. Basbous et al. [62] determined the optimumoperating parameters, which provided minimum fuelconsumption for a diesel engine. Fu et al. [63] ex-perimentally showed that thermal e�ciency of a dieselengine could be improved by up to 6.3% by recoveringexhaust gas energy. Jain and Alleyne [64] presentedexergy based objective functions for the steady stateoptimizations of combined energy generation plants.Aydin [65] experimentally examined the possibilityof using pure vegetable oils blended petroleum baseddiesel fuel in a zirconium oxide coating diesel engine. Itwas shown that CO, HC, and smoke opacity decreasedwith the combustion of diesel/vegetable oil mixtures.Li et al. [66] decreased soot, NOx, and CO by usingpremixed natural gas in a diesel engine. Sprouse andDepcik [67] reviewed Organic Rankine Cycle (ORC)applications to the internal combustion engines forheat recovery using exhaust energy. Lee et al. [68]optimized the performance and emission formationsof a diesel engine, which had common rail system,by using analysis of variance and Taguchi methods.They asserted that the optimized novel system pro-vided higher e�ciency and lower PM, NOx, and COemissions. Debnath et al. [69] researched the emissionformation and combustion characteristics of a dieselengine fueled with emulsi�ed biodiesel produced frompalm oil. Abedin et al. [70] performed a study on thee�ects of piston coating material and thickness on theemission formations and performance characteristics ofa low-heat rejection diesel engine running with di�erentvegetable oils and biodiesels. Chintala and Subrama-nian [71] used exergy analysis to assess the maximumuseful work of a hydrogen fueled diesel engine. A�ckkalpet al. [72] investigated the performance of a diesel-gasengine tri-generation system in Turkey using exergyanalysis. They claimed that condenser, high-pressure

steam turbine, and combustion chamber had highexergy destruction, so their economic improvementpotential was higher than other components of thesystem.

In this study, the e�ects of the operating anddesign parameters on the performance characteristics,such as E�ective Power (EP), E�ective Power Density(EPD), and E�ective E�ciency (EE) as well as en-ergy losses of a DC engine have been parametricallyexamined using an original realistic FTT model. Thepresented results have scienti�c value and they could beassessed by diesel engine designers to obtain optimizedconditions of the performance.

2. Theoretical model

This study presents a comprehensive analysis of dieselcycle, which is depicted in Figure 1. Computationalsimulation of EE, EP, and EPD is conducted. Inthe analyses, a standard condition has been deter-mined. At the standard condition, inlet pressure (P1)is 100 kPa, inlet temperature (T1) is 300 K, cylinderwall temperature (Tw) is 400 K, Residual Gas Fraction(RGF) is 0.05, friction coe�cient (�) is 12.9 Ns/m,cycle temperature ratio (�) is 8, engine speed (N) is3600 rpm, cylinder bore (d) is 0.072 m, and stroke (L)is 0.062 m. The EP (Pef ), EPD (Pd), and EE (�ef ) arederived as given below [20,21,37]:

Pef = _Qin� _Qout�Pl; Pd=PefVT

; �ef =Pef_Qf; (1)

where _Qin is the total heat addition at constantpressure (process 2-3) which can be obtained by Eq. (2)as shown in Box I; _Qout is the total heat rejection atconstant volume (process 4-1) and is obtained by Eq.(3) as shown in Box II; and Pl is power loss by friction[45,73], which can be given as follows:

Pl = � �SP2 =

�Z + 48

� N1000

�+ 0:4 �S2

P�VsN

1200; (4)

Figure 1. P � v diagram for the irreversible Diesel cycle.

G. Gonca and Y. Palaci/Scientia Iranica, Transactions B: Mechanical Engineering 26 (2019) 843{855 845

_Qin = _Qf;c � _Qht = _mT

Z T3

T2

CP dT

=

"_mT

"2:506 � 10�11 T 3

3 + 1:454 � 10�7 T 2:5

2:5 � 4:246 � 10�7 T 2

2 + 3:162 � 10�5 T 1:5

1:5 +1:3303T � 1:512 � 104

��T�0:5

0:5

�+ 3:063 � 105(�T�1)� 2:212 � 107

��T�2

2

�##T4

T1

(2)

Box I

_Qout = _mT

Z T4

T1

C�dT

=

24 _mT

24 2:506 � 10�11 T 3

3 + 1:454 � 10�7 T 2:5

2:5 � 4:246 � 10�7 T 2

2 + 3:162 � 10�5 T 1:5

1:5 +

1:0433T � 1:512 � 104�� T�0:5

0:5

�+ 3:063 � 105(�T�1)� 2:212 � 107

��T�2

2

�3535T4

T1

(3)

Box II

where Z is friction constant and its minimum value isdetermined to be 75 [45], � is friction coe�cient, and �Spis average piston speed for four stroke engines, whichis calculated as follows:

�Sp =L �N

30; (5)

where N and L are engine speed (rpm) and strokelength (m), and _Qf is heat release by combustion ofthe fuel burned in the cylinder and it is expressed asfollows:

_Qf = _mfHu; (6)

where Hu is calori�c value or Lower Heating Value(LHV) of the fuel burned in the cylinder; _mf is fuelmass rate and it may be given as follows:

_mf =mfN120

; (7)

where mf is the mass of the fuel burned in thecombustion process per cycle (kg), _Qf;c is the heatwhich is released during the combustion process, and_Qht is the heat loss by heat transfer into cylinder wall;

they are given as follows:

_Qf;c = �c _mfHu; (8)

_Qht=htrAcyl(Tme�TW ) = htrAcyl�T2+T3

2�TW

�;

(9)

where, �c is combustion e�ciency. It is given as follows[74-75]:

�c = �1; 44738 + 4; 18581=�� 1; 86876=�2; (10)

� is equivalence ratio and it is expressed as follows:

� =(mf=ma)

Fst; (11)

where, ma is the mass of the air, which is introducedinto the cylinder (kg), and Fst [76] is stoichiometricfuel/air ratio; they are given as follows:

ma = �aVa = �a(VT � Vrg); (12)

VT = Vs + Vc =(Vsr)r � 1

; (13)

Vc =VTr

=�d2L

41

r � 1; (14)

Fst=" � (12:01 � �+1:008 � �+16 � +14:01 � �)

28:85; (15)

�a = f(T1; P1); (16)

where Vs, Vrg, Va, Vc, and VT are volumes of stroke,residual gas, air, clearance, and total cylinder. �rg isdensity of residual gas, which is expressed as follows:

�rg = f(Tmix; P1): (17)

Tmix is mean temperature of air-residual gas in thecylinder. It is calculated as follows:

Tmix =_maT1Ra + _mrgT1Rrg

_maRa + _mrgRrg; (18)


Rrg and Ra are residual gas constant and air gas con-stant (0.287 kJ/kg.K), respectively. The compressionratio (r) is given as:

r = V1=V2; (19)

where subscript \1" stands for the condition beforethe compression process. Diesel fuel has been used tomodel the combustion and thermodynamic processes.The chemical formula of the diesel fuel is given inthe literature as C14:4H24:9 [76]. �; �; ; � are atomicnumbers of C, H, O, and N in the fuel. " is molarfuel/air ratio [76,77]:

" =0; 21�

�� 2 + �

4

� ; (20)

where, htr is heat transfer coe�cient and it is obtainedfrom [78] as follows:

htr = 130V �0:06T P 0:8

1 T 0:4mix( �Sp + 1:4)0:8: (21)

Acyl is total heat transfer area (m2) of the cylinder and_mrg, _ma, and _mT are residual gas mass rate (kg/s), air

mass rate (kg/s), and total cylinder charge mass rate(kg/s). They are calculated as follows:

Acyl = �dLr

r � 1+�d2

2; (22)

_mrg =mrgN

120= _maRGF; (23)

_ma =maN120

=_mfFst�

; (24)

_mT = _ma + _mf + _mrg: (25)

CP and CV are constant pressure speci�c heats, andconstant volume respectively, and expressed in theliterature as follows [73]:

CP =2:506 � 10�11T 2+1:454 � 10�7T 1:5

� 4:246 � 10�7T + 3:162 � 10�5T 0:5

+ 1:3303� 1:512 � 104T�1:5

+ 3:063 � 105T�2 � 2:212 � 107T�3; (26)

CV = CP �R: (27)

The process (1-2s) and process (3-4s) are reversibleadiabatic processes. In the literature, they are givenas follows [79]:

CV1 � ln��T2s

T1

��=R ln jrj ;

CV2 � ln��T4s

T3

��=R � ln��1r �� ; (28)

where,

CV1 = 2:506 � 10�11T 22s1 + 1:454 � 10�7T 1:5

2s1

� 4:246 � 10�7T2s1 + 3:162 � 10�5T 0:52s1

+ 1:0433� 1:512 � 104T�1:52s1

+ 3:063 � 105T�22s1 � 2:212 � 107T�3

2s1; (29)

CV2 = 2:506 � 10�11T 24s3 + 1:454 � 10�7T 1:5

4s3

� 4:246 � 10�7T4s3 + 3:162 � 10�5T 0:54s3

+ 1:0433� 1:512 � 104T�1:54s3

+ 3:063 � 105T�24s3 � 2:212 � 107T�3

4s3; (30)

T2s1 =T2s � T1

ln T2sT1

; T4s3 =T4s � T3

ln T4sT3

; (31)

� = P3=P2 = T3=T2: (32)

� is pressure ratio. For irreversible conditions, T2 andT4 could be expressed as follows:

T2 =T2S + T1(�C � 1)

�C; (33)

T4 = T3 + �E(T4S � T3); (34)

where �E and �C are the isentropic e�ciency of theexpansion process and isentropic e�ciency of the com-pression process, respectively. The cycle temperatureratio (CTR-�) and cycle pressure ratio (CPR-�) are theother dimensionless engine design parameters. Theymay be expressed, respectively, as:

� =Tmax

Tmin=T3

T1=�r

= 1 +rk�1 � 1�C

; (35)

� = Pmax=Pmin = P3=P1: (36)

The other equations have been taken from [37].

3. Results and discussion

In this study, an FTTM has been applied to a DCengine to evaluate the performance characteristics,which are named EP, EPD, and EE.

Figure 2 shows the e�ects of CTR on the per-formance characteristics. The maximum EE, EP, andEPD increase with increasing CTR owing to moreenergy input into cylinder. Higher in-cylinder temper-ature provides higher combustion e�ciency; therefore,EE and EP increase simultaneously. Increasing EP atconstant cylinder volume yields higher EPD. Conse-quently, all of the performance characteristics improvetogether.


Figure 2. Variations of Pef , Pd, and �ef with respectto �.


Figure 3 shows the impact of FRC on EP, EPD,and EE. The FRC is related to lubrication oil andin-cylinder surfaces on which friction occurs. FRCincreases with enhancing the FRC; hence, performanceparameters decrease remarkably. FRC is irreversibilityand unwanted; however, it is inevitable and it shouldbe minimized by improving performance characteristicsof lubrication oil and friction surfaces.

Figure 4 illustrates the in uence of N on theEP, EPD, and EE. N Directly a�ects the EP as itstands for engine work per time. The EP and EPDrise up with raising engine speed. However, the EE isslightly lower at higher engine speeds as the frictionlosses increase with enhancing N . These results showthat increase ratio of the fuel energy introduced intocylinder is slightly higher than that of EP and EPD.

Figure 5 shows the impacts of �Sp on the EP,EPD, and EE. �Sp is related to engine speed andstroke length. Thereby, it a�ects the performancecharacteristics and FRL. Figure 5(a) is plotted atconstant engine speed condition. In this �gure, it isshown that all the performance characteristics increasewith enhancing �Sp. Because engine dimensions (strokelength and bore) increase together, Figure 5(b) is

Figure 4. Variations of Pef , Pd, and �ef with respect toN .

Figure 5. Variations of Pef , Pd , and �ef with respect to�Sp at �xed (a) N , and (b) L.

plotted at constant stroke length condition. As theEE decreases, the EP and EPD are enhanced withincreasing �Sp at this condition, since engine speedincreases. It obviously seems that change of EPD atconstant stroke length condition is greater than thatat constant engine speed condition, as the change inengine dimensions has similar trend to the change inEP at the constant stroke length condition.

Figure 6 shows the impact of L on the EP, EPD,and EE. L is related to engine dimensions and friction


Figure 6. Variations of Pef , Pd, and �ef with respect toL.

losses. Increasing L provides higher engine dimensionsand, hence, higher power outputs. Also, in-cylindersurface areas are a�ected by L. Therefore, HTRLincreases with increasing L. It is clear from the �gurethat EP increases, while EE and EPD decrease, withraising L. The main reason for this result is thatthe friction losses and engine dimensions increase withincrease in stroke length. Engine power increases, butthe increase in engine dimensions is higher. Therefore,power density decreases with increasing power. Also,it is seen from the �gure that the change ratio of EP ishigher than that of EPD.

Figure 7(a) and (b) show the e�ect of air in-let temperature on the EP, EPD, and EE at twodi�erent conditions. Figure 7(a) is plotted at con-stant CTR condition. The performance characteristicsincrease when air inlet temperature increases, sincemaximum combustion temperature and energy inputincrease. Figure 7(b) is plotted at constant maximumcombustion temperature condition. The performanceparameters are minimized with increasing air inlettemperature as the air mass sucked into cylinderdiminishes. The air density decreases with enhancingair inlet temperature, so it should be minimized toobtain maximum performance conditions.

Figure 8 illustrates the e�ect of � and r onthe CTR and the performance characteristics. � andr directly a�ect in-cylinder combustion temperaturesand, hence, CTR. The CTR as well as EP, EPD,and EE increases with enhancing r. On the otherhand, they increase to a particular value and thenbegin to decrease with increase in �, because lower fuelenergy input happens at lower values of �. However,combustion e�ciency decreases due to high rates of fuelmass input at higher values of �. Therefore, at bothhigher and lower values of �, deteriorating performancecharacteristics are observed. These �gures indicatethat there are optimal points of �, which yield themaximum performance characteristics and CTR. The

Figure 7. Variations of Pef , Pd, and �ef with respect toT1 at �xed (a) � and (b) Tmax.

maximum points of CTR, EP, and EPD are between 1and 1.2 �, whilst the maximum point of EE is between0.8 and 1 �.

Figure 9 shows the in uence of � on the engineperformance. Similar to previous �gures, the EP, EPD,and EE increase to certain values of � and then beginto decrease. The maximum EE is seen at 0.9 � whilethe maximum EP is seen at 1.2 equivalence ratio since� is related to fuel-air amounts and ratios.

Figure 10 shows the e�ects of wall temperatureof the cylinder on the performance characteristics.There are no noticeable changes in maximum e�ectivepower and power density depending on cylinder walltemperature. However, maximum e�ective e�ciencydecreases with decreasing cylinder wall temperaturesince heat transfer loss increases with decreasing walltemperature. There is heat transfer between in-cylinder burned gases and cylinder wall temperature.According to heat transfer law, heat is transferred athigh rates at high temperature di�erences. Therefore,higher cylinder wall temperatures lead to lower heattransfer losses.

Figure 11 demonstrates the in uences of air inletpressure on the EP, EPD, and EE. It is known thatmore air mass is sucked inside the cylinder at higherpressure conditions. Thus, performance characteristicsincrease with raising intake pressure. Air densityis enhanced with increasing air inlet pressure, so it


Figure 8. Variations of (a) �, (b) Pef and Pd, (c) �ef ,and (d) Pef and �ef with respect to r and �.


Figure 10. Variations of Pef , Pd, and �ef with respectto TW .

Figure 11. Variations of Pef , Pd, and �ef with respectto P1.

Figure 12. Variations of Pef , Pd, and �ef with respectto d=L.

should be maximized to acquire maximum performancespeci�cations.

The in uence of d=L on the EP, EPD, and EEat constant CTR and stroke length is illustrated inFigure 12. Due to increase in engine dimensions, theperformance characteristics improve with raising d=L.Although heat transfer surfaces and heat transfer lossesincrease with increasing cylinder diameter at highrates, friction losses increase at lower rates. Therefore,


Figure 13. The e�ects of d=L on Pef , Pd, and �efvariations at �xed (a) � and L, (b) � and L, and (c) �and r.

increment of d provides more positive e�ect thanincrement of L.

Figure 13 shows the e�ect of d=L on the EP, EPD,and EE at constant cylinder volume for three di�erentconditions. Figure 13(a) is plotted at constant CTRand constant L condition. The performance parame-ters improve to a determined value and then begin toabate with increase in d=L. Figure 13(b) is plottedat constant � and L condition. The EP, EPD, andEE rise with increasing d=L. Figure 13(c) is plottedat constant equivalence ratio and compression ratiocondition. This �gure shows similar characteristics tothe previous �gure. The same increase trend is seen.

Figure 14 demonstrates the in uence of r on lossesas fuel's energy for two di�erent conditions. r a�ectsthe performance characteristics and irreversibility. Fig-

Figure 14. Variations of energy loss percentages withrespect to r at �xed (a) � and (b) �.

ure 14(a) is depicted at constant cycle temperatureratio condition. Incomplete combustion loss (Lic)and exhaust energy loss (Lex) decrease while heattransfer loss (Lht) increases and friction loss (Lfr)remains constant with increasing r. Total cylindervolume and equivalence ratio change with change in rat this condition. Lic is related to equivalence ratioand it changes with changing equivalence ratio. Itdecreases as fuel energy input decreases with increasingr. Figure 14(b) is depicted at constant equivalenceratio condition. Lic and Lfr are constant, Lht increasesand Lex decreases by enhancing r. VT increases byincreasing r, hence Lht increases. Useful work increasesby increasing r and so Lex is diminished. Lfr changeswith L and N , which are constant at both of theconditions. Therefore, Lic does not change.

Figure 15 demonstrate the e�ects of RGF on theperformance parameters for three di�erent conditions.The RGF is negative performance parameter. It leadsto decreasing air density and air mass. The �guresare plotted at constant cycle temperature condition,at constant equivalence ratio condition, and at con-stant compression ratio condition. Similar trends areseen for all circumstances. The EP, EPD, and EEdecrease with increasing RGF, since air inlet temper-ature increases and the air mass introduced insidethe cylinder decreases by increasing RGF. However,maximum combustion temperatures are diminished by


Figure 15. The e�ects of RGF on Pef , Pd, and �efvariations at �xed (a) �, (b) �, and (c) r.

raising RGF due to reduction in oxygen concentrations.Also, NOx emissions decrease by increasing RGF,since NOx formations are observed at high combustiontemperatures.

4. Conclusion

A comprehensive parametrical study was performed forthe DC engine. The in uences of air inlet temperature(T1), air inlet pressure (P1), CTR (�), CPR (�),FR coe�cient (�), engine speed (N), average pistonspeed ( �Sp), stroke length (L), compression ratio (r),equivalence ratio (�), bore-stroke length ratio (d=L),and Residual Gas Fraction (RGF) on the performancecharacteristics were examined. The results showed thatthe performance characteristics improved with increasein CTR (�), CPR (�), and air inlet pressure (P1). The

performance characteristics decreased by increasing FRcoe�cient (�); however, EP, EPD, and EE improvedwith increase in mean piston speed in constant enginespeed conditions. On the other hand, as the EP andEPD improved, the EE was diminished with increasein �Sp at constant L circumstance. While the EPand EPD increased, the EE decreased with increasein L and N . The EP, EPD, and EE increased upto a determined value and then began to decrease byraising � and r. The energy losses with respect toheat transfer increased, as incomplete combustion andexhaust output losses were minimized with increase in rat constant � circumstance. At this condition, frictionlosses were constant. Moreover, the losses of FR andIC were constant, whilst exhaust output loss decreasedand HT losses increased at constant � condition. Theresults have scienti�c value and they could be usedby DC engine designers and manufacturers to obtainoptimized engine operating and design conditions.

Nomenclature

A Heat transfer area (m2)CR Compression RatioCv Constant volume speci�c heat

(kJ/kg.K)Cp Constant pressure speci�c heat

(kJ/kg.K)CPR Cycle Pressure RatioCTR Cycle Temperature Ratiod Bore (m)d=L Bore-stroke length ratioEE E�ective E�ciencyEOL Exhaust Output LossesEP E�ective PowerEPD E�ective Power DensityER Equivalence RatioF Fuel-air ratioFRC Friction coe�cientFRL Friction lossesFTT Finite-Time ThermodynamicsHTRL Heat transfer losseshtr Heat transfer coe�cient (W/ m2K)Hu Lower heat value of the fuel (kJ/kg)IC Incomplete CombustionICE Internal Combustion Enginel LossL Stroke length (m), energy loss

percentage (%)m Mass (kg)


_m Time- dependent mass rate (kg/s)N Engine speed (rpm)P Pressure (bar), power (kW)_Q Rate of heat transfer (kW)r Compression ratioR Gas constant (kJ/kg.K)RGF Residual Gas FractionS Stroke (m)�Sp Mean piston speed (m/s)T Temperature (K)v Speci�c volume (m3/kg)V Volume (m3)

Greek letters

� Cycle temperature ratio, atomicnumber of carbon

� Pressure ratio, atomic number ofhydrogen

� Atomic number of nitrogen� Equivalence ratio Atomic number of oxygen� Cycle pressure ratio� Friction coe�cient (Ns/m)� Density (kg/m3)

Subscripts

l At the beginning of the compressionprocess

a Airc Combustion, clearancecyl Cylinderef E�ectivef Fuelfr Frictionht Heat Transferi Initial conditionic Incomplete combustionin Inputl Lossmax Maximumme Meanmin Minimummix Mixtureout Outputrg Residual Gass Stroke, isentropic conditionst Stoichiometric

t Totalw Cylinder walls

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14. Gonca, G. and Sahin, B. \Thermo-ecological per-formance analysis of a Joule-Brayton cycle (JBC)turbine with considerations of heat transfer lossesand temperature-dependent speci�c heats", EnergyConversion and Management, 138, pp. 97-105 (2017).

15. Gonca, G. \Investigation of the e�ects of steam in-jection on performance and NO emissions of a dieselengine running with ethanol-diesel blend", EnergyConversion and Management, 77, pp. 450-457 (2014).

16. K�okk�ul�unk, G., Gonca, G., Ayhan, V., Cesur, I., andParlak, A. \Theoretical and experimental investigationof diesel engine with steam injection system on per-formance and emission parameters", Applied ThermalEngineering, 54, pp. 161-170 (2013).

17. Cesur, I., Parlak, A., Ayhan, V., Boru, B., andGonca, G. \The e�ects of electronic controlled steaminjection on spark ignition engine", Applied ThermalEngineering, 55, pp. 61-68 (2013).

18. Gonca, G., Sahin, B., Parlak, A., Ayhan, V., Cesur,I., and Koksal, S. \Application of the Miller cycleand turbo charging into a diesel engine to improveperformance and decrease NO emissions", Energy, 93,pp. 795-800 (2015).

19. K�okk�ul�unk, G., Parlak, A., Ayhan, V., Cesur, I.,Gonca, G., and Boru, B. \Theoretical and experimen-tal investigation of steam injected diesel engine withEGR", Energy, 74, pp. 331-339 (2014).

20. Gonca, G. \Performance analysis of an Atkinson cycleengine under e�ective power and e�ective power den-sity conditions", Acta Physica Polonica A, 132, pp.1306-1313 (2017).

21. Gonca, G. \An optimization study on an eco-friendlyengine cycle named as dual-miller cycle (DMC) formarine vehicles", Polish Maritime Research, 24, pp.86-98 (2017).

22. Gonca, G. \Energy and exergy analyses of single anddouble reheat irreversible Rankine cycle", Interna-tional Journal of Exergy, 18, pp. 402-422 (2015).

23. K�okk�ul�unk, G., Gonca, G., and Parlak, A. \Thee�ects of design parameters on performance and NOemissions of steam-injected diesel engine with exhaustgas recirculation", Arabian Journal For Science andEngineering, 39, pp. 4119-4129 (2014).

24. Gonca, G. and Sahin, B. \Performance optimization ofan air-standard irreversible dual-atkinson cycle enginebased on the ecological coe�cient of performancecriterion", Scienti�c World Journal, 815787, pp. 1-10(2014).

25. Gonca, G., Sahin, B., Ust, Y., and Parlak, A. \Deter-mination of the optimum temperatures and mass ratiosof steam injected into turbocharged internal combus-tion engines", Journal of Renewable and SustainableEnergy, 5, 023119, pp. 1-13 (2013).

26. Ust, Y., Gonca, G., and Kayadelen H.K. \Determi-nation of optimum reheat pressures for single anddouble reheat irreversible Rankine cycle", Journal ofthe Energy Institute, 84, pp. 215-219 (2011).

27. Chen, L., Zeng, F., Sun, F., and Wu, C. \Heattransfer e�ect on net work and/or power as functionof e�ciency for air-standard Diesel cycles", Energy,21(12), pp. 1201-1205 (1996).

28. Chen, L., Lin, J., Luo, J., Sun, F., and Wu, C.\Friction e�ect on the characteristic performance ofdiesel cycles", Int. J. Energy Res., 26(11), pp. 965-971(2002).

29. Ge, Y., Chen, L., Sun, F., and Wu, C. \Performanceof Diesel cycle with heat transfer, friction and variablespeci�c heats of working uid", J. Energy Inst., 80(4),pp. 239-242 (2007).

30. Ge, Y., Chen, L., Sun, F., and Wu, C. \Performanceof an endoreversible Diesel cycle with variable speci�cheats of working uid", Int. J. Ambient Energy, 29(3),pp. 127-136 (2008).

31. Ge, Y., Chen, L., and Sun, F. \Finite time ther-modynamic modeling and analysis for an irreversibleDiesel cycle", Proc. IMechE, Part D: J. Automob.Eng., 222(D5), pp. 887-894 (2008).

32. Ge, Y., Chen, L., and Sun, F. \Optimal paths of pistonmotion of irreversible Diesel cycle for minimum entropygeneration", Therm. Sci., 15(4), pp. 975-993 (2011).

33. Chen, L., Xia, S., and Sun, F. \Optimizing pistonvelocity pro�le for maximum work output from a gen-eralized radiative law Diesel engine", Math. Comput.Model., 54(9-10), pp. 2051-2063 (2011).

34. Xia, S., Chen, L., and Sun, F. \Engine performanceimproved by controlling piston motion: linear phe-nomenological law system Diesel cycle", Int. J. Therm.Sci., 51(1), pp. 163-174 (2012).

35. Ge, Y., Chen, L., and Sun, F. \Progress in �nite timethermodynamic studies for internal combustion enginecycles", Entropy, 18(4), p. 139 (2016).

36. Gonca, G. \E�ects of engine design and operatingparameters on the performance of a spark ignition (SI)engine with steam injection method (SIM)", AppliedMathematical Modelling, 44, pp. 655-675 (2017).

37. Gonca, G. \Thermodynamic analysis and perfor-mance maps for the irreversible Dual-Atkinson cycleengine (DACE) with considerations of temperature-dependent speci�c heats, heat transfer and frictionlosses", Energy Conversion and Management, 111, pp.205-216 (2016).

38. Gonca, G. \Performance analysis and optimization ofirreversible Dual-Atkinson cycle engine (DACE) withheat transfer e�ects under maximum power and maxi-mum power density conditions", Applied MathematicalModelling, 40, pp. 6725-6736 (2016).

39. Gonca, G. \Comparative performance analyses of ir-reversible OMCE (Otto Miller cycle engine)-DiMCE(Diesel Miller cycle engine)-DMCE (dual Miller cycleengine)", Energy, 109, pp. 152-159 (2016).

40. Gonca, G. \Investigation of the in uences of steaminjection on the equilibrium combustion products andthermodynamic properties of bio fuels (biodiesels andalcohols)", Fuel, 144, pp. 244-258 (2015).


41. Gonca, G. and Sahin, B. \Simulation of performanceand nitrogen oxide formation of a hydrogen-enricheddiesel engine with the steam injection method", Ther-mal Science, 19, pp. 1985-1994 (2015).

42. Gonca G., and S�ahin B. \The in uences of the enginedesign and operating parameters on the performanceof a turbocharged and steam injected diesel enginerunning with the Miller cycle", Applied MathematicalModelling, 40, pp. 3764-3782 (2016).

43. Gonca, G. and S�ahin B. \Thermo-ecological perfor-mance analyses and optimizations of irreversible gascycle engines", Applied Thermal Engineering, 105, pp.566-576 (2016).

44. Gonca, G. and S�ahin B. \E�ect of turbo chargingand steam injection methods on the performance of aMiller cycle diesel engine (MCDE)", Applied ThermalEngineering, 118, pp. 138-146 (2017).

45. Gonca, G., Sahin, B., Ust, Y., and Parlak, A. \A studyon late intake valve closing Miller cycled diesel engine",Arab. J. Sci. Eng., 38, pp. 383-393 (2013).

46. Gonca, G., Sahin, B., and Ust, Y. \Performancemaps for an air-standard irreversible dual-Miller cycle(DMC) with late inlet valve closing (LIVC) version",Energy, 5, pp. 285-290 (2013).

47. Gonca, G., Sahin, B., and Ust, Y. \Investigationof heat transfer in uences on performance of air-standard irreversible dual-Miller cycle", Journal ofThermophysics and Heat Transfer, 29, pp. 678-683(2015).

48. Gonca, G., S�ahin, B., Parlak, A., �Ust, Y., Ayhan, V.,Cesur, I., and Boru, B. \Theoretical and experimentalinvestigation of the Miller cycle diesel engine in termsof performance and emission parameters", AppliedEnergy, 138, pp. 11-20 (2015).

49. Gonca, G., S�ahin, B., �Ust, Y., Parlak, A., and Safa, A.\Comparison of steam injected diesel engine and Millercycled diesel engine by using two zone combustionmodel", Journal of the Energy Institute, 88, pp. 43-52 (2015).

50. Gonca, G., Sahin, B., Parlak, A., Ust, Y., Ayhan,V., Cesur, I., and Boru, B. \The e�ects of steaminjection on the performance and emission parametersof a Miller cycle Diesel engine", Energy, 78, pp. 266-275 (2014).

51. Gonca, G., S�ahin, B., �Ust, Y., and Parlak, A. \Com-prehensive performance analyses and optimization ofthe irreversible thermodynamic cycle engines (TCE)under maximum power (MP) and maximum powerdensity (MPD) conditions", Applied Thermal Engi-neering, 85, pp. 9-20 (2015).

52. Gonca, G., S�ahin, B., Parlak, A., Ayhan, V., CesurI., and Koksal, S. \Investigation of the e�ects of thesteam injection method (SIM) on the performanceand emission formation of a turbocharged and Millercycle diesel engine (MCDE)", Energy, 119, pp. 926-937 (2017).

53. Gonca, G. and Dobrucali, E. \Theoretical and exper-imental study on the performance of a diesel enginefueled with diesel-biodiesel blends", Renewable Energy,93, pp. 658-666 (2016).

54. Gonca, G. and Dobrucali, E. \The e�ects of engine de-sign and operating parameters on the performance of adiesel engine fueled with diesel-biodiesel blends", Jour-nal of Renewable and Sustainable Energy, 8(025702),pp. 1-13 (2016).

55. Gonca, G. \In uences of di�erent fuel kinds and enginedesign parameters on the performance characteristicsand NO formation of a spark ignition (SI) engine", Ap-plied Thermal Engineering, 127, pp. 194-202 (2017).

56. Al-Hinti, I., Akash, B., Abu-Nada, E., and Al-Sarkhi,A. \Performance analysis of air-standard Diesel cycleusing an alternative irreversible heat transfer ap-proach", Energy Convers. Manage., 49(11), pp. 3301-3304 (2008).

57. Sakhrieh, A., Abu-Nada, E., Akash, B., Al-Hinti, I.,and Al-Ghandoor, A. \Performance of a diesel engineusing a gas mixture with variable speci�c heats model",J. Energy Inst., 83, pp. 217-224 (2010).

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59. Hou, S.S. \Heat transfer e�ects on the performance ofan air standard dual cycle", Energy Conversion andManagement, 45(18-19), pp. 3003-3015 (2004).

60. Ust, Y., Sahin, B., Gonca, G., and Kayadelen, H.K.\Heat transfer e�ects on the performance of an air-standard irreversible dual cycle", International Jour-nal of Vehicle Design, 63(1), pp. 102-116 (2013).

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Biographies

Guven Gonca received his BS in 2007, MS in 2009,and PhD in 2013 all in Naval Architecture and MarineEngineering from Yildiz Technical University. He alsoserved in a shipyard as a design out�tting engineerfor two years and passed two study-abroad semestersin Universita degli Studi di Napoli Federico II, Italy.His MS research project was on detailed design andmodelling of ship out�tting. He has been to Universityof California at Berkeley during 2012-2013 as a visitingresearcher. His PhD thesis subject was on investigationinto the e�ects of steam injection into the turbochargeddiesel engine with running Miller cycle on performanceand emissions. He worked as Assistant Professor be-tween 2014-2016 and is working as Associate Professorin Naval Architecture and Marine Engineering at YildizTechnical University.

Yuksel Palaci was graduated as a Metalurgical En-gineer from Middle East Technical University. Hereceived his MS and PhD degrees in Materials Sciencefrom Istanbul Technical University. He has carriedout some of his research at TNO-CTK, Netherlands;Penn State University, USA; and IOWA State Uni-versity, USA. He is mainly experienced in powderprocessing, injection molding of metal and ceramicpowders, and extrusion of alumina ceramics. Heworked at Materials and Chemical Technologies Re-search Institute for 13 years. Also, he worked in vari-ous national/international research projects on powderprocessing. He worked in Mechanical EngineeringDepartment of Nigde University as Assistant Professorfor three and a half years between 2010 and 2013.In 2013, he worked as deputy director in MaterialResearch Institute at TUB_ITAK. He has been workingas Associate Professor in Naval Architecture and Ma-rine Engineering at Yildiz Technical University since2015.

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