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Considering that the heat required for the Waste heat recovery (WHR) cycle of the engine is provided from two parts of the exhaust gas and the cooling system, the mutual influence of the WHR cycle on the engine performance is undeniable. Therefore, in this numerical study, an attempt has been made to thermodynamically evaluate the effect of the implementation of the WHR cycle on the engine efficiency. For this purpose, the 16 cylinder MTU 4000 R43L heavy diesel engine was simulated and a comparison was made between numerical and experimental results. Finally, the SRC heat recovery cycle was designed and applied in the simulated model according to the desired limits and the temperature range of the engine operation. At low speed with the application of the WHR cycle, the output net power did not drop much, but at the maximum speed and power, a power loss of about 4% is observed. At 1130 rpm, the power did not increase much. At 1600 rpm, the power increase is reduced to about 2.3%. At 1800 rpm, due to the significant increase in exhaust gas temperature, the total power value increased by about 4%.

In waste heat recovery from a heavy-duty diesel engine, with a focus on engine speed's impact, is explored. The critical problem of enhancing energy efficiency and reducing emissions through waste heat utilization is addressed. Waste heat in internal combustion engines, vital for sustainable energy use and environmental preservation, is investigated. Experimental analysis and thermodynamic modeling introduce Organic Rankine Cycle (ORC), Steam Rankine Cycle (SRC), and Combined Steam and Organic Rankine Cycle (CSO) for waste heat recovery. A non-linear relationship between engine speed and waste heat is identified. Waste heat increases up to 1600 rpm and decreases thereafter. The CSO cycle outperforms ORC and SRC cycles, achieving 43.4% higher efficiency. Fuel energy savings demonstrate CSO's superior economy, along with excellence in Annual Carbon Dioxide Emissions Reduction (ACO2ER). Waste heat recovery knowledge is advanced by introducing the efficient CSO cycle, contributing significantly to existing research.

Due to the necessity of utilizing renewable energies, the Archimedes screw turbine can be used as a power generation converter for the use of hydropower energy from river flows. A laboratory-scale model of this turbine with a scale of 1:6 has been designed and constructed. In the experimental tests, the performance characteristics of the turbine were investigated based on variations in the flow rate and electrical resistance. The optimal flow rate for the turbine was determined with the aim of achieving maximum efficiency. The performance characteistics of the turbine at this flow rate were evaluated using empirical equations derived from the experimental tests for various parameters. These equations indicated higher values for these parameters at this flow rate. Furthermore, for the scaling of the Archimedes screw turbine, dimensionless numbers such as Froude number and flow rates ratio were introduced. The experimental results were extrapolated to the prototype scale at the optimal flow rate of 2.6 (lit/s), where the maximum turbine efficiency occurs. The results showed that the use of Froude scaling led to approximately 25% higher values for the performance characteristics of the turbine compared to scaling based on flow rates ratio.

In this paper, the performance of a hybrid humidification-dehumidification (HDH) desalination system is experimentally studied. The system operates as an Open-Air Closed-Water cycle and utilizes a solar air heater to heat the input air to the humidifier. An Ammonia absorption refrigeration cooling cycle is used to condense the humid air, producing fresh water. Parameters such as temperature and relative humidity were measured in different stages of the system by using humidity and temperature sensors, and the thermodynamic analysis was carried out using EES software. The effects of the mass flow rate and temperature of the inlet air flow on the rate of desalination, COP, GOR, and the efficiency of the humidifier and the dehumidifier were studied. The analysis proved that the highest rate of water production and GOR were 150 g/h and 1.2, respectively. It was also perceived that with an increase in the air mass flow rate, the rate of water production and COP increased, while GOR and the efficiency of the dehumidifier diminished. This is while the efficiency of the humidifier remains nearly constant. It was also concluded that an increase in the temperature of the input air, leads to a fall in the GOR, while the other parameters show an increasing trend. Following the economic analysis of the system, the CPL was found to be $0.16 /L.

This paper investigates the effect of the immersion ratio parameter on the hydrodynamic performance of three surface-piercing propellers with diameters of 0.125, 0.132 and 0.140m at different advancing speeds. Experimental tests have been carried out in the free surface water tunnel of the Babol Noshirvani University of Technology. The results showed that the maximum thrust coefficient of three propellers occurs in the velocity range of 3-3.5 m/s. This interval represents the transition area of the three propellers. Also, the effect of the blockage ratio on the hydrodynamic coefficients of three propellers relative to the advance coefficient has been studied. By increasing the immersion depth raises the propeller's wet surface and increases the thrust and torque hydrodynamic coefficients. However, growing the propeller's diameter to 0.140m causes the effect of the blockage ratio parameter by increasing the immersion and the propeller's torque experiences a decreasing trend. Therefore, maximum propeller efficiency value with diameter 0.140m in immersion ratio 0.60 and 0.70, incresing 38% and 44%, respectively; relative to other proepllers. Also, the curve of the efficiency gradient of three propellers in the optimum immersion ratio of 0.40 compared to the advancing coefficient shows that the maximum efficiency gradient occurs in the range of 0.7 to 0.9.

Surface piercing propellers are special supercavitation propellers operating at free surface. These propellers are designed to have the best performance at the highest speed. The geometric parameters of the number of blades and the pitch ratio will significantly impact the critical advance coefficient range, ventilation and consequently the hydrodynamic performance of the propeller. Therefore, in this paper, the effect of two crucial parameters of pitch ratio and number of blades were experimentally studied in free surface water tunnel. After calibration and evaluation of uncertainty, two 5-bladed propellers with same section profile and pitch ratio of 1.5 and 1.4 used to investigate effect of pitch ratio. The results of two 5-blade and 6-blade propellers with same section profile and pitch ratio of 1.4 were compared. The immersion ratio was 40%, and the shaft inclination angle was zero. Results showed that increasing the pitch ratio increased the thrust and torque coefficients by 30%; while increasing the critical advance coefficient. Consequently that has led to the development of a full ventilation range and improved hydrodynamic performance of the propeller. In addition, by increasing the number of blades, at values greater than the critical advance coefficient, the thrust and torque coefficients were increased by 10%. However, the critical advanced coefficient changes were negligible. Comparing the results in the three-dimensional contours showed that with the change in the number of blades, by increasing the pitch ratio, the critical advance coefficient increased; which led to a further increase in efficiency.

For decreasing the fuel consumption of internal combustion engines, and also reducing the emissions, investigation of the effective parameters on power, emissions, and the combustion phasing is important. In this study, the influence of adding water to a Reactivity Controlled Compression Ignition (RCCI) engine has been numerically investigated. For this purpose, water with different mass fractions was added to the air-fuel mixture. In order to simulate the engine, AVL Fire software was used. The results show that substituting a portion of gasoline fuel with water, up to 10% mass fraction, raises the combustion chamber pressure. In this condition, the production of hydroxyl free radicals, as one of the characteristics for the start of combustion, occurs earlier. Furthermore, Indicated Mean Effective Pressure (IMEP) remains unchanged. By further increasing the water mass the production of hydroxyl radical decreases, and the high-temperature heat release is delayed; also comparing to when water was not added, average temperature of the combustion chamber reduces, while the amount of CO production does not change. Increasing the number of water moles increases the maximum in-cylinder pressures so that compared to pure gasoline mode, by replacing 20% of gasoline mass with water, the indicated mean effective pressure approximately stays the same.

This paper has experimentally investigated the performance of a dual-chamber oscillating water columns (OWC) imposed on Caspian Sea wave’s characteristics. Experimental runs were performed for three water draft depths of 10, 15, and 20 cm and eight wave frequencies ranging from 0.4 to 0.7 Hz. Also, if the converter consists of only one chamber, the power generated was 75W; however, by placing the second chamber serial behind the first chamber, the converter power increased to 116 watts (55% improvements). The results showed that if the frequency of the incident wave is not in the natural frequency range, the converter performs is better at the lowest water draft depth (10 cm). Whereas if the frequency of the incident wave is in the natural frequency range, the converter will have the best performance at the maximum water draft depth (20 cm). As the power generated at a water draft depth of 10 cm increased by 3.8% compared to a water draft depth of 20 cm. But within the natural frequency range and by resonance, the power produced at a depth of 20 cm is 27.3% more than the power generated at a depth of 10 cm.

To better homogenize the mixture of fuel and air in the combustion chamber and to enhance the controllability of ignition timing in Reactivity Controlled Compression Ignition (RCCI) engines, controlling the start of injection (SOI) timing can be essential. By changing the SOI timing, at some specific crank angles (CAs), the fuel can impact the edge of the piston bowl and create some difficulties. In this research, initially, efforts are made to recognize the range of SOI timing in which this collision process takes place (in the range of 44-54° bTDC), then, performance and the emission levels of the engine were evaluated in the beginning and end of this interval. The findings suggest that the nitrogen oxides emissions and the maximum in-cylinder mean pressure are higher in SOI of 44° bTDC, as compared to those in the SOI timing of 54°bTDC, although the latter has higher ignition delay and unburnt hydrocarbon (UHC) emission. Moreover, some evaluations were carried out to examine how the temperature of the fuel-air mixture can affect the performance of the engine in this specific range. It was found that as the IVC temperature increases, it rises the indicated mean effective pressure (IMEP), in-cylinder pressure, and NOx emission.