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The objective of this study is to evaluate the energetic, exergetic, sustainability, economic and environmental performances of a 4-cylinder turbodiesel aviation engine (TdAE) used on unmanned aerial vehicles for the take-off operation mode to assess the system with large aspects. Energy efficiency of the system is found as 43.158%, while exergy efficiency 40.655%. Thermoeconomic analysis gives information about the costs of the inlet and outlet energy and exergy flows of the engine. Hourly levelized total cost flow of the TdAE is found as 21.036 $/h, when the hourly fuel cost flow of the engine is found as 30.328 $/h. The waste exergy cost parameter is determined as 0.0144 MJ/h/$ from exergy cost-energy-mass (EXCEM) analysis, while it is estimated as 14.043 MJ/$ from modified-EXCEM analysis. Environmental damage cost analysis evaluates the cost formation of the exhaust emissions. The total environmental damage cost of the TdAE is computed as 12.895 $/h whilst specific environmental damage cost is determined as 0.054 $/MJ for 494.145 MJ/h TdAE power production. It is assessed that the main contributors to the environmental impact rate of the TdAE are the fuel consumption and the formation pollutants of combustion reaction.
In this study, aviation, energy, exergy, environmental, exergoeconomic, and exergoenvironmental analyses are performed on a CFM56-3 series high by-pass turbofan engine fueled with Jet-A1 fuel. Specific fuel consumption and specific thrust of the engine are found to be 0.01098 kg/kN.s and 0.3178 kN/kg/s, respectively. Engine's energy efficiency is calculated as 35.37%, while waste energy ratio is obtained as 64.63%. Exergy efficiency, waste exergy rate, and fuel exergy waste ratio are forecasted as 33.32%, 33175.03 kW, and 66.68%, respectively. Environmental effect factor and ecological effect factor are computed as 2.001 and 3.001, while ecological objective function and its index are taken into account of −16597.22 kW and −1.001, respectively. Exergetic sustainability index and sustainable efficiency factor are determined as 0.5 and 1.5 for the CFM56-3 engine, respectively. Environmental damage cost rate is determined as 519.753 $/h, while the environmental damage cost index is accounted as 0.0314 $/kWh. Specific exergy cost of the engine production is found as 40.898 $/GJ from exergoeconomic analysis, while specific product exergy cost is expressed as 49.607 $/GJ from exergoenvironmental analysis. From exergoenvironmental economic analysis, specific exergy cost of fuel is computed as 10.103 $/GJ when specific exergy cost of production is determined as 40.898 $/GJ.
Problems of energy security, diversification of energy sources, and improvement of technologies (including alternatives) for obtaining motor fuels have become a priority of science and practice today. Many scientists devote their scientific research to the problems of obtaining effective brands of alternative (reformulated) motor fuels. Our scientific school also deals with the problems of the rational use of traditional and alternative motor fuels.This article focused on advances in motor fuel synthesis using natural, associated, or biogas. Different raw materials are used for GTL technology: biomass, natural and associated petroleum gases. Modern approaches to feed gas purification, development of Gas-to-Liquid-technology based on Fischer–Tropsch synthesis, and liquid hydrocarbon mixture reforming are considered.Biological gas is produced in the process of decomposition of waste (manure, straw, grain, sawdust waste), sludge, and organic household waste by cellulosic anaerobic organisms with the participation of methane fermentation bacteria. When 1 tonne of organic matter decomposes, 250 to 500–600 cubic meters of biogas is produced. Experts of the Bioenergy Association of Ukraine estimate the volume of its production at 7.8 billion cubic meters per year. This is 25% of the total consumption of natural gas in Ukraine. This is a significant raw material potential for obtaining liquid hydrocarbons for components of motor fuels.We believe that the potential for gas-to-liquid synthetic motor fuels is associated with shale and coalfield gases (e.g. mine methane), methane hydrate, and biogas from biomass and household waste gases.