![]() ![]() Units in Emergency 20 feature the same attributes from their counterparts in Emergency 5, Emergency 2016, Emergency 2017, but with some modifications. Though not mentioned here, the Tutorial is also avaliable in Emergency 20, although playing it does not grant any achievements. The following is a list of the remastered missions listed in sequence, along with the game they originated from. New content featured in EM20 can be accessed via a separate option in the launcher. ![]() 2.4.1 Major Differences At Higher DifficultiesĬoordinate your team of first responders in the anniversary edition of EMERGENCY! Featuring 10 remastered classic EMERGENCY missions and three full campaigns, EMERGENCY 20 is the complete package for both experienced and new rescue commanders!īundled as the 20th Anniversary Edition, Emergency 20 includes all content featured in Emergency 5, Emergency 2016, Emergency 2017, in addition to ten remastered missions from past titles.Gensets listed here fall in the 20% to 30 % range. We can calculate the efficiency of a diesel generator by comparing the BTU content of the fuel and the BTU content of the electricity produced. An electric vehicle stopped in traffic uses no energy for its motor. An idling diesel engine in a vehicle stopped in traffic is doing no useful work and its efficiency is 0. An electric car does not need a transmission. A diesel engine does not have sufficient low end torque for starting a vehicle without the parasitic transmission. The battery electric vehicle has an efficiency around 90% with some electric motors in highly efficient solar cars close to 99% efficient. Much depends upon how the hybrid technology is implemented. Fuel economy for hybrid vehicles can be more than double that for petrochemical alone counterparts. And so while the engine configuration may be slightly less efficient the overall vehicle efficiency can improve substantially. Finally regenerative breaking is a very easy adaptation in such a hybrid vehicle. It can be turned off when the vehicle is stopped and the vehicle can start on battery power to the electric motors, The series hybrid configuration can eliminate the need for a transmission. Ī diesel engine providing electricity for an electric drive can operate at its most efficient optimal RPM. It is a general rule that inefficiency results from changing from one form of energy to another (diesel to motion to a generator and then from motion to to electricity and then back from electricity to motion) But GM had a profitable business from 1930 to 2005 making diesel / electric hybrid locomotive engines (In its Electromotive division.) and only sold that business when it started making the petrol / electric volt based upon the same series hybrid configuration. Real world efficiency may be around 20% or less. Real world efficiency in a vehicle is substantially reduced by the transmission, the need to idle, operate at a range of speeds, operator influence and road conditions. Diesel engines have a theoretical efficiency over 40% but bench tests will give us results around 35%. There is a difference between theoretical efficiency, optimal efficiency based upon bench tests in a lab or real world efficiency. The diesel electric drive does not improve the efficiency of the engine it improves the efficiency of the vehicle. If you mean frictional power loss, windage loss etc within the engine it would be included in engine efficiency, if in the alternator it would be included in alternator efficiency. Alternators are usually direct coupled so drive losses very small, probably negligible. ![]() As in posts #2 and #4, you could assume source and sink temperatures to come up with a (very theoretical) Carnot efficiency, and then back-calculate to get Fuel Combustion Efficiency, but it wouldn't be much help, as far as I can see. Engine efficiency can be measured on a test rig, but I don't think you can measure individual figures for your 1. I still think the overall efficiency (% as per OP's question) is given by engine efficiency (%) x alternator efficiency (%). Other posters gave rather more, OP may have appreciated it, but he didn't ask for it! The OP asked 2 simple Yes/No questions which I gave simple answers to. Am I right do you know in thinking a standard fuel CV is used when quoting specific power, to ensure fair comparison? This can be expressed in more than way, your 0.169 kg/kWh comes to about 48% shaft power out/fuel heat in, using typical fuel (lower) CV 44 MJ/kg. OK thanks, but you seem to be saying there's more than one definition of Fuel Efficiency. ![]()
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