Dynamic drive trains with high fuel efficiency

ATZ worldwide ◽  
2008 ◽  
Vol 110 (6) ◽  
pp. 62-68
Author(s):  
Martin Hrdlička ◽  
Vratislav Kozub ◽  
Peter Fanslau ◽  
Lutz Tilchner ◽  
Peter Kleine ◽  
...  
Keyword(s):  
Fuel Efficiency ◽  
High Fuel Efficiency ◽  
Drive Trains

scholarly journals HISTORICAL REVIEW OF DESIGN DEVELOPMENT OF MOTOR CAR GEARBOXES

2017 ◽  
Vol 2017 (1) ◽  
pp. 125-132
Author(s):  
Владимир Кучкаров ◽  
Vladimir Kuchkarov ◽  
Дмитрий Демидов ◽  
Dmitriy Demidov
Keyword(s):  
Power Flow ◽  
Main Part ◽  
Fuel Efficiency ◽  
Historical Review ◽  
Main Task ◽  
Design Development ◽  
High Fuel Efficiency ◽  
Definition Of ◽  
Absence Of Power

The paper reports the review in the development of motor car gearbox design. The main task consists in the detection of the reasons for changes in gearbox design for the definition of the field for gearbox substantiated application in motor car design. In the main part the advantages and shortcomings of manual, automated, infinitely variable and automatic gearboxes are under consideration. There are shown and analyzed functional diagrams of gearbox designs considered. In the conclusion it is pointed out that the most promising design of a gearbox is a robot gearbox with two clutches allowing the assurance of the absence of power flow break; the smoothness of gear shifts and smoothness of motion; comfort of control; high fuel efficiency; high tractiondynamic characteristics.

Evaluation of adhesive failure cases of L joint structures under tensile loading

2018 ◽  
Vol 32 (19) ◽  
pp. 1840058
Author(s):  
Do-Hoon Shin ◽  
Dong-Keun Hyun ◽  
Yun-Hae Kim
Keyword(s):  
Low Cost ◽  
Fuel Efficiency ◽  
Tensile Loading ◽  
Failure Strength ◽  
Adhesive Failure ◽  
Manufacturing Method ◽  
High Fuel Efficiency ◽  
Wide Range ◽  
Temperature Time ◽  
Secondary Bonding

In aerospace, aircraft weight is one of the important factors essential for long range and high fuel efficiency. Instead of fastening, bonding methods like co-curing, co-bonding and secondary bonding are used on the aircraft parts. Secondary bonding was developed for integrated parts because of easy handling, less defect ratio and low cost. During manufacturing, the integrated parts using secondary bonding, bonding strength can show a wide range of failure strengths. Due to inconstant failure strength, the design value can be dropped and reinforcement methods should be applied. To avoid over-designing and to get a constant value for failure, the adhesive failure cases are studied in this project. In this study, L joining composite parts are investigated under tensile loading. Different conditions are tested to select a suitable manufacturing method for secondary bonding methods. From the experimental results, the secondary bonding was sensitive at exposed temperature/time and shape conditions of the fillet. The results show that the failure strength depends on the shape of fillet and exposed time for curing.

Comparative study on alcohols–gasoline and gasoline–alcohols dual-fuel spark ignition (DFSI) combustion for high load extension and high fuel efficiency

Energy ◽  
2015 ◽  
Vol 82 ◽  
pp. 395-405 ◽  
Author(s):  
Zhi Wang ◽  
Hui Liu ◽  
Yan Long ◽  
Jianxin Wang ◽  
Xin He
Keyword(s):  
Comparative Study ◽  
Fuel Efficiency ◽  
Spark Ignition ◽  
High Load ◽  
Dual Fuel ◽  
High Fuel Efficiency

Estimation of Lateral/Directional Static Stability Characteristics of a Turboprop Aircraft at one Engine Inoperative Condition

2016 ◽  
Vol 842 ◽  
pp. 208-216 ◽  
Author(s):  
Ratna Ayu Wandini ◽  
Taufiq Mulyanto ◽  
Hari Muhammad
Keyword(s):  
Short Distance ◽  
Fuel Efficiency ◽  
Aircraft Design ◽  
Static Stability ◽  
Slip Angle ◽  
High Fuel Efficiency ◽  
Stability And Control ◽  
Conceptual Design Phase ◽  
The Stability ◽  
And Control

Twin engines turboprop aircraft provides the most beneficial solution to meet the needs of short distance flight due to high fuel efficiency [1]. One of the emergency conditions which has to be considered for this type of the aircraft when one engine is out operating or one engine inoperative because it involves the safety of flight. Furthermore, a safe flight with one engine inoperative is regulated by FAR/CASR Part 25 and has to be complied during certification .Stability and control characteristics of a turboprop aircraft will change significantly if one engine inoperative condition occurs during cruise phase. The rudder and/or aileron deflections to counter the yawing and rolling moments due to the thrust of the operating engine must satisfy. Recognizing the importance of that consideration, this research will estimate the stability and control characteristics of lateral/directional in one engine inoperative condition on new turboprop 80-pax aircraft design concept.This paper presents procedures for estimating the lateral/directional static stability characteristics of a 80-pax turboprop aircraft during the conceptual design phase. The size of the rudder and aileron have to be iterated to fullfil the requirements at a condition when one engine is not operative. The rudder and the aileron deflections are estimated as functions of airspeed, roll angle, side slip angle and thrust setting. It will be shown in this paper that the required rudder deflection as well as aileron deflection can satisfy to balance the forces and moments due to asymmetrical thrust condition and the minimum control speed of the aircraft can be maintained as well.

Analysis of Compression-Ignition Engine Design Concerning Engine Structural Loading Capacity

2004 ◽  
Author(s):  
Gong Chen
Keyword(s):  
Thermal Loading ◽  
Fuel Injection ◽  
Fuel Efficiency ◽  
Design Parameters ◽  
Analytical Prediction ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Exhaust Temperature ◽  
High Fuel Efficiency ◽  
Structural Loading

Present-day high-power compression-ignition engines are required in design not only to achieve a targeted high fuel efficiency, but also to meet regulated exhaust emissions standards. This paper investigates the effects of the in-cylinder combustion related design parameters, including cylinder compression ratio, fuel injection-start timing, and the amount of cylinder air charge, on engine performances and emissions as the engine structure-loading allowance is specified. Thereby the determination of those parameters to optimize the engine overall performances without exceeding the allowances in engine mechanical and thermal loading can be achieved. An enhanced understanding of those design parameters associated with the engine structural loading parameters, such as the cylinder peak firing pressure and exhaust temperature, is studied. The analytical prediction of the trade-off between those parameters with peak firing pressure contained is modeled and developed.

Two-Stage Turbocharging Solutions for Tier 4 Rail Applications

2015 ◽  
Author(s):  
Simone Bernasconi ◽  
Ennio Codan ◽  
David Yang ◽  
Pierre Jacoby ◽  
German Weisser
Keyword(s):  
Catalytic Reduction ◽  
Fuel Efficiency ◽  
Engine Performance ◽  
Ambient Conditions ◽  
Two Stage ◽  
Optimum Performance ◽  
Engine Model ◽  
High Fuel Efficiency ◽  
Wide Range ◽  
Turbocharging System

With the introduction of the EPA Tier 4 NOx emission limits for rail diesel engines this year, engine developers are forced to implement more advanced emission control technologies such as selective catalytic reduction (SCR) or cooled external exhaust gas recirculation (EGR). The integration and control of these systems for ensuring optimum performance throughout the operating range brings about new challenges on top of the well-known requirement for unconstrained operability in a very wide range of conditions. As a consequence, engines and their subsystems have to be designed for maximum flexibility. The turbocharging system in particular needs to be capable of dealing with extreme ambient conditions associated with high altitudes, hot summers, severe winters, tunnel operation, etc. This flexibility must be achieved without compromising reliability and while ensuring continuous in-use compliance with the emissions standards throughout the life of the installation. At the same time, engine performance should be maintained at the highest level possible. This study demonstrates that all of these targets can be met by combining two-stage turbocharging and EGR with suitable control elements. Two-stage turbocharging, which has become increasingly popular in other industry sectors due to its potential for improving the bsfc / NOx emissions trade-off when used in combination with correspondingly optimized valve actuation (Miller timing), is starting to be adopted also for rail applications. A variety of EGR concepts was proposed or put into practice over the past few years, and the most important or promising of these have been taken into consideration for this study. Extensive simulations of the resulting engine and turbocharging systems have been performed using ABB’s in-house simulation platform, based on a generic engine model that can be considered representative of the rail sector. It is shown that integration of EGR, two-stage turbocharging and appropriate control elements is highly attractive as it offers outstanding operational flexibility and very high fuel efficiency without any compromise in terms of reliability. The selection and specification of control elements and turbocharging system components depends on the EGR concept applied. As is shown below, this can be tailored to the application to ensure optimum performance and flexibility. In view of these obvious benefits, we are very confident that such integrated EGR / two-stage turbocharging systems will be adopted more widely on railway engines.

Engine Design Strategies to Maximize Ceramic Turbine Life and Reliability

2011 ◽  
Author(s):  
Michael J. Vick ◽  
Osama M. Jadaan ◽  
Andrew A. Wereszczak ◽  
Sung R. Choi ◽  
Andrew L. Heyes ◽  
...  
Keyword(s):  
Water Vapor ◽  
Slow Crack Growth ◽  
Fuel Efficiency ◽  
Design Strategies ◽  
Environmental Barrier Coatings ◽  
Foreign Object Damage ◽  
High Fuel Efficiency ◽  
Limited Life ◽  
Engine Design ◽  
Low Levels

Ceramic turbines have long promised to enable higher fuel efficiencies by accommodating higher temperatures without cooling, yet no engines with ceramic rotors are in production today. Studies cite life, reliability, and cost obstacles, often concluding that further improvements in the materials are required. In this paper, we assume instead that the problems could be circumvented by adjusting the engine design. Detailed analyses are conducted for two key life-limiting processes, water vapor erosion and slow crack growth, seeking engine design strategies for mitigating their effects. We show that highly recuperated engines generate extremely low levels of water vapor erosion, enabling lives exceeding 10,000 hours, without environmental barrier coatings. Recuperated engines are highly efficient at low pressure ratios, making low blade speeds practical. Many ceramic demonstration engines have had design point mean blade speeds near 550 m/s. A CARES/Life analysis of an example rotor designed for about half this value indicates vast improvements in SCG-limited life and reliability. Lower blade speeds also reduce foreign object damage (FOD) particle kinetic energy by a factor of four. In applications requiring very high fuel efficiency that can accept a recuperator, or in short-life simple cycle engines, ceramic turbines are ready for application today.

Full-Scale Simulation-Based Hull Form Design for Large Medium-Speed Catamarans with High Fuel Efficiency

2015 ◽  
Author(s):  
Max Haase ◽  
Gary Davidson ◽  
Stuart Friezer ◽  
Jonathan Binns ◽  
Giles Thomas ◽  
...  
Keyword(s):  
Drag Force ◽  
Numerical Study ◽  
Fuel Efficiency ◽  
Full Scale ◽  
Hull Form ◽  
High Fuel Efficiency ◽  
Medium Speed ◽  
Simulation Based ◽  
Form Design ◽  
Hull Form Design

This paper reports on a numerical study to obtain the full-scale drag force for large catamarans of 110 m to 190 m in length at medium speeds of Froude numbers between 0.25 and 0.49, which comprises vessel speeds from 16 to 41 knots. The paper concludes with appropriate values of slenderness ratios and transom immersion for the lowest total resistance at different Froude numbers, and appropriate hull lengths to achieve highest possible fuel efficiency for different drafts at speeds between 24 and 33 knots. These slenderness ratios, for lowest drag force, were determined at different Froude numbers of 0.25, 0.37 and 0.45.

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