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Reduced emissions from the spark-ignition engine, when fueled by gasoline containing small amounts of MTBE, have led us to explore similar positive results in compression-ignition (CI) engine combustion by adding this oxygenate compound to Diesel fuel. This study was performed in two separate laboratories by employing the respective experimental apparatus. When a pre-chamber type CI engine was operated by using Diesel fuel mixed with several volume portions of MTBE, including 5, 10 and 15%, several positive results were obtained, as compared with those from the baseline neat Diesel-fueled operations: (1) The engine delivers overall comparable or better performance characteristics; (2) The brake thermal efficiency is higher at the advanced and late injection times; (3) Some considerable reduction of both soot and NOx emissions is found; (4) The ignition delay increases but the combustion duration decreases.

Methyl Tertiary-Butyl Ether, MTBE, has been used as an octane-enhancing additive in gasoline since the 1970's. With the Clean Air Act Amendments of 1990, MTBE was used to fulfill the 2% oxygenate requirement. MTBE use became widespread after the implementation of the reformulated gasoline (RFG) program in 1992. After concerns arose in 1996, studies linking MTBE with adverse health and environmental effects caused many states to examine MTBE usage. This study finds that the implementation of MTBE was performed with insufficient research concerning the health and environmental effects, and Congress and the Environmental Protection Agency relied too heavily upon industry data when creating and implementing the oxygenate requirement for RFG. Communities throughout the United States are now feeling the consequences of these hasty actions with MTBE contamination in groundwater and drinking water.

The driver's face detection and tracking method important for Advanced Driver Assistance Systems (ADAS) and autonomous driving in various situations. The deep SORT algorithm has integrated appearance information, the motion model and the intersection-over-union (IOU) distance methods, and has been applied to face tracking, but it depends on detection information in every frame. Once the detection information lacks, the deep SORT algorithm will wait until the target detects bounding boxes appear again, even if the target didn’t disappear or shield. Hence, we propose to use a new tracker that not completely depend on the detection algorithm to cascade with the deep SORT algorithm to realize stable driver's face tracking. At first, the driver's face detection and tracking will be accomplished by the MTCNN-deep-SORT algorithm.

Development of the modern, high-speed Diesel operating at very high mean effective pressures opens the way for ship designers to apply new concepts. All the more so because these developments have maintained the high utility factor of the Diesel engine, extended the range of applications through the improved operating characteristics, and have also reduced fuel consumption. Together with the supplementary equipment mentioned, this leads to propulsion plants which raise the efficiency of fast commercial vessels, and which considerably improve the combat effectiveness of naval ships.

This paper comprises a description of a multiple engine test facility and the philosophy behind its development. Examples of the type of results obtained in different classes of tests are given together with considerations of the confidence with which a particular result can be accepted.

Trends of the automotive market require the application of new engine technologies, which allows for the use of different types of fuel. Currently available multi-fuel engines operate with constant compression ratio irrespective to the fuel being used, however for best performance the engine should work with a variable compression ratio. Although technically possible, this is not considered feasible for a low-cost product. In order to circumvent this and other losses, it was devised an innovative approach, which adopts turbocharging to allow optimum performance for different fuels, without changing compression ratio, an advance that can be added to low cost products. Alternatively, this approach can be used as an optimization tool along more conventional engines development. This advance will be implemented into a 1.3 8v FIRE FLEX MULTI-FUEL engine capable of operating with Gasoline E25, E94 ethyl hydrate, any blend of Gasoline E25 and Alcohol E94, and natural gas.

A new series of multifunctional gasoline additives has been developed with the objective of improving overall engine cleanliness in addition to performing the normal functions associated with these additives. Both dynamometer and field test data are presented to show the improvement in engine cleanliness derived from the use of such products. These include information on overall sludge deposits, valve tulip deposits, and PCV function.

Multigrade motor oils formulated to meet both Ordnance Supplement 1 and API service “MS” requirements were subjected to over three million miles of heavy-duty field tests. Engine wear and oil consumption were equal to, or lower than, results obtained with single-grade oils in similar service. Trucks, buses, and tractors favor multigrade oils over single-grade oils in engine starting at low temperatures and in fuel economy. Well-formulated multigrade oils also extend the period between engine overhauls and decrease inventory requirements. The savings realized in fuel economy and ease of starting far outweigh the additional cost of multigrade oils. Properly blended multigrade oils give an additional bonus in engine life. These results are dispelling the reservations held by some engine builders and fleet operators concerning multigrade oils.