This work discusses diatomic molecular spectroscopy of laser-induced plasma and analysis of data records, specifically signatures of cyanide, CN. Line strength data from various databases are compared for simulation of the CN, B2Σ+⟶X2Σ+, Δv=0 sequence. Of interest are recent predictions using an astrophysical database, i.e., ExoMol, a laser-induced fluorescence database, i.e., LIFBASE, and a program for simulating rotational, vibrational and electronic spectra, i.e., PGOPHER. Cyanide spectra that are predicted from these databases are compared with line strength data that are in use by the author for the last three decades in the analysis of laser-plasma emission spectra. Comparisons with experimental laser-plasma records are communicated as well, and for spectral resolutions of 33 and 110 picometer. The accuracy of the CN line strength data is better than one picometer. Laboratory experiments utilize 308-nm, 35-picosecond bursts within an overall 1-nanosecond pulse-width, and 1064-nm, 6-ns pulse-width radiation. Experimental results are compared with predictions. Differences of the databases are elaborated for equilibrium of rotational and vibrational modes and at an internal, molecular temperature of the order of 8,000 Kelvin. Applications of accurate CN data include for example combustion diagnosis, chemistry, and supersonic and hypersonic expansion diagnosis. The cyanide molecule is also of interest in the study of astrophysical phenomena.

Alternative fuels containing biocomponents produced in various technologies are introduced in aviation to reduce its carbon footprint but there is little data describing their impact on the performance and emissions of engines. The purpose of the work is to compare the performance and gas emissions produced from two different jet engines: the GTM-140 microturbine and the full-size DGEN380 turbofan, powered by blends of Jet A-1 and one of two biocomponents: 1) ATJ and 2) HEFA produced from used cooking oil (UCO) in various concentrations. The acquired data will be used to develop an engine emissivity model to predict gas emissions. Blends of the mineral fuel with synthetic components were prepared in various concentrations, and their physicochemical parameters were examined in the laboratory. Measurements of emissions from both engines were carried out in selected operating points using the Semtech DS gaseous analyzer and the EEPS spectrometer. The impact of tested blends on engine operating parameters is limited, and their use does not carry the risk of a significant decrease in aircraft performance or increase in fuel consumption. Increasing the content of biocomponents causes a noticeable rise in the emission of CO and slight increase for some other gasses (HC and NOx), which should not, however, worsen the working conditions of the ground personnel. This implies that there are no contraindications against using tested blends for fuelling gas-turbine engines.

The standard molar enthalpies of formation in the liquid phase for ethyl (E)-cinnamate and ethyl hydrocinnamate, two cinnamate derivatives with notable flavor and fragrance characteristics, were determined experimentally using combustion calorimetry in an oxygen atmosphere. To derive the gas-phase enthalpies of formation for these derivatives, their enthalpies of vaporization were measured using a high-temperature Calvet microcalorimeter and the vacuum drop micro-calorimetric technique. Additionally, a computational analysis employing the G3(MP2)//B3LYP composite method was conducted to calculate the gas-phase standard enthalpies of formation at T = 298.15 K for both compounds. These findings enabled a detailed assessment and analysis of the structural and energetic effects of the vinyl and ethane moieties between the phenyl and carboxylic groups in the studied com-pounds. Considering the structural features of ethyl (E)-cinnamate and ethyl hydrocinnamate, a gas-phase enthalpy of hydrogenation analysis was conducted to explore their energetic profiles more thoroughly.

The recent demand for reducing pollutant and CO2 emissions from internal combustion engines has created an urgent need for the development of ultra-lean burn engines that ensure combus-tion stability and reducing knocking tendency. One of the most promising methods is the Pre-chamber Spark Ignition (PCSI) system, where a jet of high-energy reactive gases, produced by pilot combustion in a pre-chamber, ignites the main combustion event in the cylinder. Given the intricate phenomena inherent to PCSI systems, conducting 3D CFD studies is imperative for a comprehensive analysis and optimal design. Furthermore, the detailed CFD model, combined with the calibrated 0-D/1-D model, is anticipated to yield a significant amount of new data that would be difficult to obtain through experimental approaches, making it essential for advancing our understanding and optimization of these systems. However, recently published papers re-port that some state-of-the-art models developed for conventional SI operation may not be pre-dictive under the challenging conditions of TJI systems, particularly under lean conditions. This review elucidates the reasons behind the widespread adoption of CFD in the optimal design of PCSI engines. It presents significant examples and delves into the potential and challenges of employing CFD not just as a predictive tool but also as a design instrument for enhancing PCSI engine performance.

The paper presents data from a monthly campaign for the elemental composition of PM10 in a specific receptor Kotórz Mały (Opole Voivodeship) located in the vicinity of a moderately inhabited rural area, measured in one-hour samples with the use of the PX-375 analyzer by the Horiba company. The hourly variability of SO2, NO, NO2, CO, O3 concentrations as well as the variability of meteorological parameters were also determined. On average, during the entire measurement period, the elements related to PM10 can be arranged in the following order: As<V<Ni<Pb<Cr<Mn<Cu<Ti<Zn<K<Fe<Ca<Al<Si<S. Trace elements, including toxic elements, such as As, V, Ni, Pb, Cr, Mn, were present in low concentrations, not exceeding 10 ng/m3 (average daily value). These elements had fairly even concentrations, daily and hourly. The concentrations of the main elements in the PM10 in the receptor are subject to strong hourly changes related not only to changes in the structure of the sources identified in the statistical analysis but mainly to wind speed and direction changes (soil and sand particles pick-up and inflow of pollutants from coal combustion). It has been shown that the transport emission in the receptor can have an intense effect on PM10 in the afternoon.

This article discusses laser-induced laboratory-air plasma measurements and analysis of hydroxyl (OH) ultraviolet spectra. New experiments with Q-switched laser pulses illustrate occurrence of molecular recombination spectra for time delays of the order of several dozen of microseconds after plasma initiation. The computation of the emission spectra utilizes line strength data that are communicated as a supplementary file. Applications of detailed OH computations include laser-induced plasma and combustion analyses, to name but two applications.

In the study at hand a systemic investigation regarding the tribochemical effects of crankcase soot is presented. Sooted oils were generated via an engine dynamometer test. Both conventional as well as advanced oil condition monitoring methods indicated a mild degradation of additives. The wear volume was greatly increased with the sooted oils in model tribometer tests, despite the high residual zinc dialkyl dithiophosphate (ZDDP) antiwear (AW) levels. Once the soot was removed via ultracentrifugation, the wear volume returned to levels comparable to the fresh oil. Surface investigations revealed that ZDDP tribofilms could not form in the sooted oils, as only a thin sulfide layer was present on the metal surfaces. Meanwhile, typical tribofilms were observable with centrifuged oils. The results indicated that a tribocorrosive mechanism is most likely responsible for the elevated wear in the sooted oils, where only the iron sulfide base layer of ZDDP films is formed, which then is rapidly removed by the soot particles in an abrasive manner.

Electric vehicles (EV) are getting more commonplace in the transportation sector in recent times. As the present trend suggests, this mode of transport is likely to replace the internal combustion engine (ICE) vehicles in near future. Each of the main EV components has a number of technologies that are currently in use or can become prominent in the future. EVs can cause significant impacts on the environment, power system, and other related sectors. The present power system can face huge instabilities with enough EV penetration; but with proper management and coordination, EVs can be turned into a major contributor to the successful implementation of smart grid. There are possibilities of immense environmental benefits as well, as the EVs can extensively reduce the greenhouse gas emission from the transportation sector. However, there are some major obstacles for EVs to overcome before replacing the ICE vehicles totally. This paper is focused on reviewing all the useful data available on EV configurations, energy sources, motors, charging techniques, optimization techniques, impacts, trends, and possible directions of future developments. Its objective is to provide an overall picture of the current EV technology and ways of future development to assist in future researches in this sector.

Early in the middle of the 1800s. Up until about 1900, the automotive land speed record 1 was held by an electrical vehicle. Unfortunately, internal combustion engine vehicles did not do 2 well in the market due to their high cost, limited speed, and short range in the 20th century, which 3 resulted in a global fall in their use as private motor vehicles. Since there are no fuel emissions into 4 the environment, there are important uses for electrical vehicles, Electric cars, or EVs, have a closed 5 circuit, cheap operating costs, no maintenance requirements, and excellent performance. The goal 6 of this project is to assess the current state of electric vehicles and the issues surrounding the global 7 advancement of electric vehicle technology. Because of the changing climate.8