237. Compatibility Issues of HHO Cell With Internal Combustion Engine

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1 Energy, Environent and Sustainable Developent 016 (EESD 016) 37. Copatibility Issues of HHO Cell With Internal Cobustion Engine Kishore Kuar a, Zeeshan Ali b, Javed Rahan larik b a Postgraduate Student, Departent Manufacturing Engineering,MUET Jashoro. b Faculty Meber, Departent of Mechanical Engineering, MUET, Jashoro. Eail: kishorekuar_79@hotail.co Abstract This study presents the analysis of hydrogen (H ) gas, gasoline (octane), and their ixture using a nonlinear vehicle dynaic odel. These fuels, with their corresponding A/F ratios, are used to generate the engine torque and fuel flow rates. The vehicle odel is based on the continuous-tie doain and siulates the real dynaics of the sub-vehicle odels for steady-state and transient operations. The heat of cobustion and A/F ratios for both fuels and their ixture are deterined using the cobustion stoichioetry and Hess s Law. The siulation results show that the pure H gas generates ore torque and consues less fuel than pure octane fuel. The A/F of H gas is fuel-lean ixture while for octane it is fuel-rich ixture. Using the H gas as an additive fuel with octane (ixture of both fuels) iproves the torque generation and reduces the octane consuption fro 37% to 5%. These fuels are not tested on a stationary test rig but in a dynaic (oving) odel which eans the siulation results can be highly useful for developing the experiental odel, its detailed testing, and ipleentation. 016 Kishore Kuar Selection and/or peer-review under responsibility of Energy and Environental Engineering Research Group (EEERG), Mehran University of Engineering and Technology, Jashoro, Pakistan. Keywords: HHO; IC-Engine; Torque; Vehicale dynaics; 1. Introduction It is a very well-known fact that fossil fuels are used as the source of energy for the internal cobustion engines. However, due to their higher depleting rates and increasing prices, a nuber of researchers have dedicated their research work on investigating alternative sources of energies for the internal cobustion engines. Soe of the researchers have focused on the ethanol and organoetallic (MnO ) fuels [1], vegetable oil [], natural gas [3], nee oil ethyl ester [], HHO gas [5-6], etc. as alternative fuels or additive fuels. Water is ost abundant eleent on this earth and recently used as a free energy source and has been introduced to the autoobile industry as a new source of energy naed as Brown Gas (HHO). It is used as a suppleentary fuel in petrol, diesel, CNG [7-9] engines etc. to iprove the power production and to reduce the hazardous gases such as CO, HC, NOx, CO, [10-11] etc. in the eission. Hydrogen is widely acknowledged as a non-polluting, renewable, and recyclable fuel. The ajor dissiilarity between hydrocarbon fuels and hydrogen fuel is the absence of carbon. Moreover, as copared to other hydrocarbon fuels, hydrogen has greater flae speed, faster burning velocity and wider flaability liits [1]. This helps the engine to coplete the cobustion process and to run on very lean ixtures which results in less unburnt fuels and reduced pollutants in the eission. Hydrogen could becoe an iportant eleent, allowing us to accuulate and transfer energy in a clean way. Hydrogen can be used in cars as a fuel additive which increases the cobustion efficiency of the fuel-air ixture. H gas ensures noteworthy ability as a suppleental fuel to rally the eissions and perforance of SI and CI engines. Soe of the characteristics which justify the use of hydrogen as fuel are as follows [1]. 1.1 Wide Range of Flaability The flaability liits are very wide for hydrogen, which ensures that by using an appropriate air-fuel ratio the engine load can be controlled. The engine can be run all tie using a wide open throttle which 1

2 Energy, Environent and Sustainable Developent 016 (EESD 016) results in increased efficiency. 1. Low Ignition Energy The quantity of energy required to ignite H gas is about one order of agnitude less than that required for gasoline. This allows H engines to burn lean ixtures and guarantees swift ignition. 1.3 Sall Quenching Distance Hydrogen flaes travel closer to the cylinder wall than other fuels before they extinguish. 1. High Auto Ignition Teperature: The high auto ignition teperature of hydrogen allows larger copression ratios to be used in a hydrogen engine than in a hydrocarbon engine. 1.5 High Flae Speed Hydrogen has high flae speed at stoichioetric ratios. This eans that hydrogen engines can ore closely approach the therodynaically ideal engine cycle. 1.6 High Diffusivity It facilitates the foration of a unifor ixture of fuel and air.. Scheatic Diagra of HHO Dry Cell Integration with I. C. Engine The scheatic diagra of HHO dry cell is shown in Fig. 1. It consists of a 1 volts battery connected to a 0 aperes fuse. The fuse is generally joined to a switch. An aeter is used to deterine the aount of current flowing fro battery to the HHO dry cell. The negative wire is connected to the car grounding and the positive wire fro the aeter is connected to the HHO dry cell. Once the syste is started then HHO is generated and fed to the carburettor with the help of a silicon pipe as shown in Fig. 1. Fig.1. Scheatic Diagra of HHO Dry Cell Integration with IC Engine Nuerous attepts have been deeanour all around the world for using hydrogen as suppleentary fuel to iprove cobustion efficiency of engine. Y. Hacohen and E. Sher [13] found, for the operation conditions used, the brake specific fuel consuption was reduced by 10 to 0% by addition of hydrogen to gasoline ass ratio of to 6%. Shrestha and Narayanan [1] proposed that under fuel-lean ixture conditions adding 3% hydrogen to a spark ignited engine running on landfill gas increased the theral efficiency of that engine by 15.07% and the power output by 1.5%. Saravanan and Nagarajan [15] suggested that under optiized diesel engine operating conditions, addition of 7.5 liters/in of hydrogen produced a brake theral efficiency increase of 9% as copared to noral diesel operation.

3 Energy, Environent and Sustainable Developent 016 (EESD 016) Core intiation of this research study is to focus on autoobile industry. This research focuses on the integration of HHO (brown gas) generator and to study the probles arises during the integration of HHO gas generator with the petrol engine. There has been a rising global interest towards the HHO integration with the existing internal cobustion engines. Suppleenting a certain quantity of Hydrogen gas to the intake anifold of a petrol engine ay decrease the consuption of fuel and can substantially iprove the eissions. Continuous generation of H gas fro water electrolysis can resolve nuerous potential difficulties of using hydrogen as a suppleent fuel to increase cobustion of fuel. This study ainly focuses on the integration of HHO gas generator with petrol engine without any physical odification in the overall syste. It is essential to figure out various factors when integrating the HHO gas generator with the petrol engine. The ost iportant proble is to find out the air-fuel ratio of air, gasoline, and HHO gas. The vehicle cannot be analyzed by hit and trial ethods to find out this air-fuel ratio. Therefore, a detailed atheatical analysis is andatory for the appropriate solution. In order to reduce the fuel consuption it is essential to investigate that how uch fuel supply should be reduced and how uch HHO gas should be added to get the sae torque and speed as fro gasoline. Moreover, the copression ratio for this new cobination and spark plug tiings have not been addressed in the previous studies. These all factors should be properly addressed so the proposed HHO generator odel can be utilized effectively. The botto line of this study is to investigate the A/F ratio associated with the integration of HHO generator with the petrol engine to generate the optiu torque and its corresponding fuel consuption. 3. Ais and Objectives of the Research Study Objective of this research is to integrate the HHO gas generator with petrol engine as a suppleentary fuel, and the easureable steps under consideration to resolve these issues are as follows: Key ais and objectives of this research include: Investigate the aount of gasoline and hydrogen required to acquire the sae torque and speed as fro gasoline. Deterination of heat of cobustion and A/F ratio of both fuels. Deterination of vehicle illage with and without of HHO generator. In this study, a nonlinear vehicle odel is tested under realistic dynaic load conditions and it is capable of finding out the required A/F ratio of any fuel for the desired power generation. The investigation of hydrogen fuel and its ixture with gasoline for a nonlinear vehicle dynaic odel have not been conducted in previous studies. This study will help in understanding the ipact of hydrogen gas as a suppleentary fuel on the autoobile industry.. Methodology The HHO generator is the heart of the syste that produces the HHO gas and cools down the engine. Mounting position of HHO cell is very iportant for sooth operation, as no any physical odification is required inside the chaber, as well as in the copartent of vehicle. After the proper placeent of HHO cell, the HHO gas will be injected through the air intake anifold of the engine using the appropriate tubing, after that it would be ixed with the existing air-fuel ixture for the cobustion inside the engine during power stroke of the engine cycle. It is iportant to ention here that existing air-fuel ratio ust be altered for the coplete cobustion of the Hydrogen along with the existing fuel. For the purpose of investigation, a nonlinear vehicle dynaic odel has been adopted fro [16] for the detailed and realistic investigations. The vehicle dynaic odel includes the engine dynaics, autoatic transission dynaics, wheel dynaics, and vehicle s longitudinal dynaics. 3

4 Energy, Environent and Sustainable Developent 016 (EESD 016) Fig.. Block Diagra of the Nonlinear Vehicle Dynaic Model [16] A 3.8L spark-ignition engine odel with six cylinders and a five-speed autoatic transission for a typical front-wheel-drive passenger car is used where the input to the engine odel is the throttle angle (α). The engine odel is used as a torque-producing device with one inertia where the engine torque is the function of the throttle angle (α), ass flow rate of fuel ( & ), and the engine speed ( ω ). The vehicle odel is based on the physical principles and captures the power train dynaics in the continuous-tie doain. For the details of the nonlinear vehicle odel the readers are referred to the PhD thesis [16]. f e Fig. 3. Block diagra for the Engine Model [16]. The vehicle dynaic odel is very useful for the coparison of various fuels, the coparison of the torque generated by each fuel, and the fuel consuption of each fuel in the siulated environent. There are any other variables which could be easured using the sae vehicle dynaic odel which will be discussed in the results and discussion Section of this paper. The types of fuel used for the investigation and coparison are gasoline (Octane, C 8H 18) and Hydrogen (H ) gas. For the purpose of investigation, both fuels are used separately and as a ixture for the coparison purpose. The vehicle odel used requires the heat of cobustion or calorific values of each fuel and its corresponding air/fuel ratio for the required torque generation. Heat of cobustion is the easure of the heat released during coplete cobustion whereas, the air/fuel ratio defines aount of air required for the coplete cobustion of the fuel. Therefore, it is necessary to deterine the heat of cobustion and the air/fuel ratios of each fuel and their ixture.

5 Energy, Environent and Sustainable Developent 016 (EESD 016) 5. Cobustion Stoichioetry 5.1 Heat of cobustion and A/F ratio of Octane and Hydrogen gas During the coplete oxidation of hydrocarbon fuels carbon dioxide (CO ) and H O along with the heat of cobustion are fored. The general cheical equation for the oxidation of a hydrocarbon fuel is as follows [17]. C H + ( n + )O nco + H O (1) n Eq. (1) can be used for the coputation of the heat of cobustion generated during the coplete oxidation of a fuel. For exaple, heat of cobustion of Octane (C 8H 18) fro its cheical stoichioetric equation can be deterined as 5 8H18 + O 16CO + 18H O () C Using the standard enthalpies fro Table 3. [17], heat of cobustion for C 8H 18 coes out as ( ) + ( 0 ) ( ) + ( ) KJ / ol Since the olecular ass of one ole of C 8H 18 is 11 gras, therefore, there are 8.77 oles of C 8H 18 in one kilogra of fuel. The heat of cobustion of C 8H 18 per kilogra is 7.98 MJ/kg. Siilarly, using Eq. (1) and standard enthalpies fro Table 3. [17] the heat of cobustion of hydrogen gas per ole can be coputed as KJ/ol. Since the olecular ass of one ole of H is gras, therefore, there are 500 oles of H in one kilogra of fuel. The heat of cobustion of one kilogra of H is 10.1 MJ/kg. Eq. (1) can be used for finding out the heat of cobustion of any fuel and it uses pure oxygen for the coplete cobustion. Since air is coposed of N (79.1%), O (0.9), and sall aounts of other gases, therefore, for the purpose of this study it is perfectly reasonable to consider as a ixture of nitrogen and oxygen in ole basis. As per this percentage, for every one ole of oxygen required for cobustion, 3.78 ol of nitrogen ust be introduced as well. Under this condition the Eq. (1) can be revised as C + )N (3) n H ( n + )( O 78N ) nco + H O 78( n + Using Eq. (3) for the C 8H 18, we get C N () 8H18. 5( O 78N ) 8CO + 9H O 7. 5 It is obvious fro Eq. () that for each ole of C 8H 18 burned, ol of air is required for the coplete cobustion. The air/fuel ratio for C 8H 18 can be coputed as a f 1. 5 ( ) = = Siilarly, the air/fuel ratio for H can be coputed as 3.6. The calorific values and air/fuel ratios of both fuels are used to siulate the response of the nonlinear vehicle dynaic odel. 5. Heat of cobustion and A/F ratio of the ixture of Octane and Hydrogen gas One of the objectives of this study is to deterine the heat of cobustion and A/F ratio of the ixture of both fuels, i.e. octane and hydrogen gas. It should be noted that Eq. (3) cannot be siply used for to find out the heat of cobustion and A/F ratio of the ixture of both fuels. Since both fuels are ixed for the cobustion and in turn for the power generation of the engine, therefore, according to the Hess s Law the 5

6 Energy, Environent and Sustainable Developent 016 (EESD 016) cheical equation of both fuels should be added to copute the heat of cobustion and A/F ratio of their ixture as follows C8H ( O 78N ) 8. 8CO H O N (5) H 887N Adding above two equations we get + ( O 78N ) 500H O (6) 8. 77C + N 8H H ( O 78N ) CO H O a f ( ) = = 000 a =.7853 A/F ratio f According to the Hess s Law, when two cheical equations are cobined algebraically then their heat of enthalpies can be added algebraically. Since both reactions in Eq. (5) and Eq. (6) are exotheric, therefore, their heat of cobustion will be added. The total heat of cobustion of both fuels deterined as MJ/kg. 6. Siulations Results and Discussion This section presents the siulation results of the nonlinear vehicle odel for octane fuel, hydrogen gas, and their ixture. The required calorific values and their corresponding A/F ratios are used for the nonlinear vehicle odel. The objectives of these siulation results are to investigate the response of vehicle odel for H gas separately and then its ixture with octane fuel. These results will be then copared with the siulation results of the vehicle odel when running on pure octane fuel. The ai of this coparison is to find the differences in torque generated and the fuel consuption in all conditions. For the purpose of coparison, the nonlinear vehicle odel is tested for various cases as follows. Pure H gas with its actual stoichioetric A/F ratio, i.e Pure Octane fuel with its actual stoichioetric A/F ratio, i.e Pure H gas with the A/F ratio to be coputed to generate the sae torque as for pure octane in case. This will help to find the required A/F ratio and H flow rate for the required torque generation. The ixture of H and octane fuel with their correspondent A/F ratio coputed using the Hess s Law. Table 1 shows the vehicle and power train paraeters used for these siulations. The initial velocity of the vehicle is 10/s. The corresponding initial engine speed, throttle input, and gear ratio for the vehicle odel are 1967 rp, 70, nd gear respectively. The vehicle response has been siulated in Fig. which shows the (a) engine speed, (b) engine torque, (c) fuel flow rate, (d) gear shifting pattern, (e) vehicle velocity, and (f) vehicle position. The Fig. shows that for the case 1 (blue curve) for pure H gas with 3.6 A/F ratio the engine speed (Fig. (a)) is higher than the octane fuel (red curve) with 15.1 A/F ratio. The torque generated is also higher in the case of H gas. The A/F ratio for case 1 and case shows that for H a fuel-lean ixture while for the gasoline a fuel-rich ixture is required. This is also evident fro Fig. (c) that the fuel consuption of pure H is far less than pure octane. This kind of coparison is not evident in the previous studies. This finding is one of the iportant contributions of this study. (7) 6

7 Energy, Environent and Sustainable Developent 016 (EESD 016) In case 3 pure H is used and then using the hit-in-trail ethod the required A/F ratio is deterined which can generate the sae torque as generated by pure octane fuel with its actual stoichioetric A/F ratio. It was observed fro case 3 that a further fuel-lean ixture i.e. fro 3.6 to 1 A/F is required to run the vehicle at its optiu torque. Fig. (c) shows that fuel flow rate of H is just below 3 g/s (black curve) which is the iniu fuel flow rate aong all siulation results. The siulation results of this nonlinear vehicle odel shows that if the A/F ratio of around 1 can be aintained for the H gas then it could be highly econoical to run the vehicle. This is another significant finding of this study. Table 1. Vehicle and Powertrain Paraeters Engine displaceent V d Intake anifold volue V an Universal gas constant R 87 Manifold teperature T an 93 K Max. Flow rate of air in the intake anifold MAX kg/s Air/fuel equivalence ratio λ 1 Stoichioetric air/fuel ass ratio for gasoline (Octane fuel) L th 15.1 Fuel energy constant [MJ/kg] (for Octane) H u 7.98 MJ/kg Theral efficiency η i 0.3 Moent of inertia of engine I e 0.15 kg. 1 st gear speed reduction ratio R nd gear speed reduction ratio R Final drive speed reduction ratio R d st gear speed reduction ratio R nd gear speed reduction ratio R rd gear speed reduction ratio R th gear speed reduction ratio R 1 5 th gear speed reduction ratio R Final drive speed reduction ratio R d Moent of inertia of wheel I w.8 kg. Effective radius r eff 0.3 Longitudinal tyre stiffness (for both tyres) C σf N Air density ρ 1.5 kg/ 3 Aerodynaic drag coefficient C d 0. Wind velocity V wind 10 /s Mass of the vehicle 16 kg Engine speed [rp] H with 3.6 A/F 000 H with 1 A/F H & Octane with.7853 A/F tie [s] (a) Net Torque [N] H with 3.6 A/F H with 1 A/F H & Octane with.7853 A/F tie[s] 8 x (b) Fuel Flow Rate [Kg/s] H with 3.6 A/F 1 H with 1 A/F H & Octane with.7853 A/F tie[s] (c) 7

8 Energy, Environent and Sustainable Developent 016 (EESD 016) 5.5 Gear shifting H with 3.6 A/F.5 H with 1 A/F H & Octane with.7853 A/F tie [s] 10 (d) 10 Vehicle speed [MPH] H with 3.6 A/F 0 H with 1 A/F H & Octane with.7853 A/F tie [s] (e) Position[] (f) Fig.. Vehicle Response for H Gas, Gasoline, and their Mixture (a) Engine Speed (b) Engine Torque (c) Fuel Flow Rate (d) Gear Shifting (e) Vehicle Velocity (f) Vehicle Position Using Eq. (5) to Eq. (7), both fuels are added with their corresponding aount of air required for the stoichioetric cobustion. The A/F ratio for the ixture of octane and H gas is then deterined which turns out as.7853 for both fuels. Their cobined heat of cobustion is coputed as KJ/kg. The A/F ixture is an iportant feature for the coplete cobustion of a fuel. The green curve in Fig. shows the vehicle response for the H gas and octane ixture. Fig. (b) shows that the engine generates the highest torque (green curve) for the ixture of both fuels and a fuel-lean ixture is required for the cobustion with the A/F ratio of The engine generates higher engine speed (Fig. (a)), less fuel consuption then pure octane (Fig. (c)), rapid gear shifting (Fig. (d)), higher longitudinal speed which is ore than 10 K/h (Fig. (e)), and covers ore distance (Fig. (f)) than other cases. It can be clearly seen in Fig. (e) that the vehicle illage with H gas is lot higher than without H gas. It was observed and coputed fro Fig. (c) that the 37% to 5% of octane consuption is reduced when used in addition with H gas with the coputed A/F ratio. Octane consuption can be further reduced if a fuel-lean ixture is used for the sae vehicle. This is the paraount finding of this study. Using the advanced technology and efficient sensing devices, the required ixture of octane and H gas with their corresponding A/F ratio can be achieved which can solve any probles of autoobile industry, power production units using heat sources, and in general the energy crises. 7. Conclusion 00 H with 3.6 A/F 00 H with 1 A/F H & Octane with.7853 A/F tie[s] A nonlinear vehicle dynaic odel is used to investigate the torque generated and fuel consuption using the A/F ratios and heat of cobustion of H, gasoline (octane), and their ixture. The heat of cobustion and required A/F ratio for ixture is deterined using the cobustion Stoichioetry and Hess s Law. The nonlinear vehicle odel includes the engine dynaics, transission dynaics, wheel dynaics, and vehicle longitudinal dynaics which capture the vehicle response in continuous tiedoain. The siulation results show that the H gas is far ore econoical than pure octane and if the required size of dry cell HHO generator with the given A/F ratio is used then it will significantly reduce the reliance on the fossil fuels which are depleting rapidly and at the sae tie the eission of the gasoline can be reduced which produce a large aount of pollutants. The ixture of both fuels with their required A/F ratio can reduce the octane consuption up to 37% to 5%. It is, therefore, recoended that H gas as a suppleent fuel should be used to iprove the vehicle efficiency and to reduce the 8

9 Energy, Environent and Sustainable Developent 016 (EESD 016) cobustion eissions. Moreover, the siulation of the nonlinear vehicle dynaic odel using the H, gasoline, and its ixture can be useful for developing the experiental odel, its testing, and its ipleentation. Acknowledgeents The author would like to express his sincere thanks to Mehran University of Engineering & Technology, Jashoro, Pakistan, for giving hi an opportunity to pursue this aster s study in Manufacturing Engineering. References [1] H.Hazar and I.Teizer, Analysis of ethanol and organo etallic MnO fuels as alternative fuels in a diesel engine, in International Journal of Sustainable Engineering, Taylor & Francis, pp. 3-0,Mar [] S. Savariraj, T. Ganapathy, and C.G. Saravanan, Perforance and eission characteristics of diesel engine using highviscous vegetable oil, International Journal of Abient Energy, Vol. 33, No.,pp , Dec. 01. [3] S. Liu, H. Li, T. Gatts, C. Liew, S. Wayne, G. Thopson, N. Clark, and J. Nuszkowski, An investigation of NO eissions fro a heavy-duty diesel engine fuigated with H and natural gas, Cobustion Science and Technology, Vol. 18,pp ,May. 01. [] S. Sivalakshi and T. Balusay, Influence of ethanol addition on a diesel engine fueled with nee oil ethyl ester, International Journal of Green Energy, Vol. 9,pp. 18 8, Jan. 01. [5] A A. Al-Rousan, Reduction of fuel consuption in gasoline engines by introducing HHO gas into intake anifold, International Journal of Hydrogen Energy, Vol. 35,issue. 3, pp , Dec [6] H.K. Wang, C.Y.Cheng, Y.C. Lin, and K.S. Chen, Eission reductions of Air Pollutants fro a Heavy-duty Diesel Engine Mixed with Various Aounts of H/O, Aerosol and Air Quality Research, Vol. 1, pp , 01. [7] A. V. K. Reddy, T.S. Kuar, D.K.T Kuar, B. Dinesh, Y.V.S. Saisantosh, Iproving the efficiency of I. C. engine using secondary fuel, International Journal of Technology Enhanceents and Eerging Engineering Research, Vol, Issue 6, 01. [8] D. Babariya, J. Oza, B. Hirani, G. Akbari, An Experiental Analysis of S.I Engine Perforance with HHO as a Fuel, International Journal of Research Engineering and Technology, Vol. 0,Issue. 0,Apr [9] H. K. Wang, C.Y. Cheng, Y.C. Lin, and K.S. Chen, Eission reductions of Air Pollutants fro a Heavy-duty Diesel Engine Mixed with Various Aounts of H/O, Aerosol and Air Quality Research, Vol. 1, pp , 01. [10] S. A. Musar and A.A.A.Rousan, Effect of HHO gas on cobustion eissions in gasoline engines, Fuel, Vol. 90, Issue.10, pp , Oct [11] A. C Yilaz, E.Uludaar, K.Aydin, Effect of hydroxy (HHO) gas addition on perforance and exhaust eissions in copression ignition engines, International Journal of Hydrogen Energy, Vol. 35, Issue.33, pp , Oct [1] S. A. Musar, A.A.A.Rousan, Effect of HHO gas on cobustion eissions in gasoline engines, Fuel, Vol. 90, Issue. 10, pp , Oct [13] Y. Hacohen and E. Sher, An internal cobustion SI engine fueled with hydrogen enriched gasoline, Israel Journal of Technology 5:1-5 (1989). [1] B. Shrestha and Narayanan, Landfill gas with hydrogen addition A fuel for SI engines, Fuel 87: (008). [15] N. Saravanan and G. Nagarajan, An experiental investigation on optiized anifold injection in a direct-injection diesel engine with various hydrogen flowrates, ProcInstMechEng D J Auto Eng. 007;1: [16] Ali. Z, Transitional Controller Design for Adaptive Cruise Control Systes, PhD thesis, Mechanical and Mechatronics Engineering, University of Nottingha, UK, (011). [17] Internal Cobustion Engine Fundaentals, McGraw-Hill, John-Heywood, (1988). 9

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