scholarly journals The use of CAN-Bus messages of an agricultural tractor for monitoring its operation

2011 ◽  
Vol 57 (No. 4) ◽  
pp. 117-127 ◽  
Author(s):  
J. Čupera ◽  
P. Sedlák
Keyword(s):  
Fuel Consumption ◽  
Flow Measurement ◽  
Can Bus ◽  
Maximum Deviation ◽  
Electronic Components ◽  
Control Processes ◽  
Significant Difference ◽  
Regression Functions ◽  
Data Bus ◽  
Agricultural Tractor

The development of electronic components in engine regulation leads to the possibility of obtaining a large amount of parameters of control processes. Nowadays, these data can be read in an easy way due to the properties of used networks. The data obtained from the data bus must be processed carefully; otherwise, there is a risk of erroneous results. The article presents the results of measurements performed on four tractors. We focused on comparing the fuel consumption of engines and the accuracy of flow measurement readings from the CAN-Bus of these tractors. Even the same engines may show considerable differences in fuel consumption, taken from the CAN-Bus. The maximum deviation of the measured values ranged up to around 40%. However, the value of about 41% was measured in the range of fuel consumption of around 10 kg/h, the error of that tractor at the consumption of about 40 kg/h fell to 1.5 kg/h. A significant difference occurred in the tractor with a 235 kW engine. The consumption in the range of 50 kg/h showed an error of 8.4 kg/h. An improvement of the results can be achieved using derived regression functions. Based on our experience with the measurement of other types of tractors, we know that a similar situation with the accuracy of CAN-Bus data is also an issue in other categories of vehicles.

scholarly journals Simulation of Fuel Consumption Based on Engine Load Level of a 95 kW Partial Power-Shift Transmission Tractor

Agriculture ◽  
2021 ◽  
Vol 11 (3) ◽  
pp. 276
Author(s):  
Md. Abu Ayub Siddique ◽  
Seung-Min Baek ◽  
Seung-Yun Baek ◽  
Wan-Soo Kim ◽  
Yeon-Soo Kim ◽  
...  
Keyword(s):  
Simulation Model ◽  
Fuel Consumption ◽  
Input Parameter ◽  
Load Level ◽  
Regression Equations ◽  
Exponential Relationship ◽  
Engine Load ◽  
Power Shift ◽  
Significant Difference ◽  
Agricultural Tractor

This study is focused on the estimation of fuel consumption of the power-shift transmission (PST) tractor based on PTO (power take-off) dynamometer test. The simulation model of PST tractor was developed using the configurations and powertrain of the real PST tractor. The PTO dynamometer was installed to measure the engine load and fuel consumption at various engine load levels (40, 50, 60, 70, 80, and 90%), and verify the simulation model. The axle load was also predicted using tractor’s specifications as an input parameter of the simulation model. The simulation and measured results were analyzed and compared statistically. It was observed that the engine load, as well as fuel consumption, were directly proportional to the engine load levels. However, it was statistically proved that there was no significant difference between the simulation and measured engine torque and fuel consumption at each load level. The regression equations show that there was an exponential relationship between the fuel consumption and engine load levels. However, the specific fuel consumptions (SFC) for both simulation and measured were linear relationships and had no significant difference between them at each engine load level. The results were statistically proved that the simulation and measured SFCs were similar trends. The plow tillage operation could be performed at the gear stage of 7.65 km/h with higher working efficiency at low fuel consumption. The drawback of this study is to use a constant axle load instead of dynamic load. This study can provide useful information for both researchers and manufacturers related to the automated transmission of an agricultural tractor, especially PST tractor for digital farming solutions. Finally, it could contribute to the manufacturers developing a new agricultural tractor with higher fuel efficiency.

scholarly journals Using of tiny encryption algorithm in CAN-Bus communication

2016 ◽  
Vol 62 (No. 2) ◽  
pp. 50-55 ◽  
Author(s):  
M. Jukl ◽  
J. Čupera
Keyword(s):  
Can Bus ◽  
Agricultural Technology ◽  
Encryption Algorithm ◽  
Electronic Systems ◽  
Area Network ◽  
Wiring Harness ◽  
Machine Operation ◽  
Control Units ◽  
Data Bus ◽  
Agricultural Tractor

The rising costs of agriculture machine operation force manufacturers to look for solutions that simplify the machine operation to its users and increase user comfort. However, this trend requires farm machinery to be equipped with electronic systems. Electronic control units do not receive only the information from its own sensors. Modern electronic systems communicate with each other via the data bus. The most common data bus in modern agricultural technology is the CAN-Bus (Controller Area Network). The most common standard used in modern machinery is SAE J1939 standard, which is commonly used for engine control systems. CAN-Bus in modern agricultural technology provides a considerable simplification of the wiring harness of the tractor. Standardized bus also opens the possibility of implementation of Plug & Play additional devices in agricultural tractor. This article is focused on the application of the encryption algorithm Tiny on the CAN-Bus, which is realistically applied to recognition of implement. This article aims to verify the suitability of encryption of Tiny algorithm for the CAN-Bus of 250 kbit/s. As the experiment demonstrated Tiny algorithm is suitable for data encrypting on the CAN-Bus.

scholarly journals Skidders Fuel Consumption in Two Different Working Regions and Types of Forest Management

Forests ◽  
2021 ◽  
Vol 12 (5) ◽  
pp. 547
Author(s):  
Hrvoje Kopseak ◽  
Marijan Šušnjar ◽  
Marin Bačić ◽  
Mario Šporčić ◽  
Zdravko Pandur
Keyword(s):  
Forest Management ◽  
Fuel Consumption ◽  
Significant Difference ◽  
Average Consumption

For the needs of fuel consumption analysis, a database for a period of 2 years was created for three types of skidders operating in two different management methods—even-aged and selective forests. A total of 436 skidders were processed in the database, of which 255 skidders worked in even-aged forests and 181 skidders worked in selective forests. The average consumption of skidders in even-aged forests ranged from 1.38 to 1.65 L/m3 or from 7.81 to 9.34 L/PMH, while in selective forests, the average consumption ranged from 1.06 to 1.34 L/m3 or from 6.49 to 7.10 L/PMH. The obtained results indicate higher fuel consumption for all three types of skidders in regular forest management. There is no statistically significant difference in fuel consumption between the studied skidders. Comparing fuel consumption in L/PMH, we notice that there was an increase in fuel consumption in relation to the age of the skidder.

Effects of passive pre-chamber jet ignition on combustion and emission at gasoline engine

2021 ◽  
Vol 13 (12) ◽  
pp. 168781402110671
Author(s):  
Wei Duan ◽  
Zhaoming Huang ◽  
Hong Chen ◽  
Ping Tang ◽  
Li Wang ◽  
...  
Keyword(s):  
Fuel Consumption ◽  
Gasoline Engine ◽  
Combustion Process ◽  
Pressure Rise ◽  
Spark Ignition ◽  
Combustion Stability ◽  
Intake Valve ◽  
Part Load ◽  
Significant Difference ◽  
Valve Opening

Pre-chamber jet ignition is a promising way to improve fuel consumption of gasoline engine. A small volume passive pre-chamber was tested at a 1.5L turbocharged GDI engine. Combustion and emission characteristics of passive pre-chamber at low-speed WOT and part load were studied. Besides, the combustion stability of the passive pre-chamber at idle operation has also been studied. The results show that at 1500 r/min WOT, compared with the traditional spark ignition, the combustion phase of pre-chamber is advanced by 7.1°CA, the effective fuel consumption is reduced by 24 g/kW h, and the maximum pressure rise rate is increased by 0.09 MPa/°CA. The knock tendency can be relieved by pre-chamber ignition. At part load of 2000 r/min, pre-chamber ignition can enhance the combustion process and improve the combustion stability. The fuel consumption of pre-chamber ignition increases slightly at low load, but decreases significantly at high load. Compared with the traditional spark ignition, the NOx emissions of pre-chamber increase significantly, with a maximum increase of about 15%; the HC emissions decrease, and the highest decrease is about 36%. But there is no significant difference in CO emissions between pre-chamber ignition and spark plug ignition. The intake valve opening timing has a significant influence on the pre-chamber combustion stability at idle operation. With the delay of the pre-chamber intake valve opening timing, the CoV is reduced and can be kept within the CoV limit.

scholarly journals Performance of an agricultural engine using blends of diesel and ethanol

2016 ◽  
Vol 46 (7) ◽  
pp. 1200-1205 ◽  
Author(s):  
Javier Solis Estrada ◽  
José Fernando Schlosser ◽  
Marcelo Silveira de Farias ◽  
Fabrício Azevedo Rodrigues ◽  
Alfran Tellechea Martini ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Fuel Consumption ◽  
Alternative Fuel ◽  
Specific Fuel Consumption ◽  
Ethanol Content ◽  
Hydrous Ethanol ◽  
Agricultural Tractor ◽  
Engine Power

ABSTRACT: This research evaluated the performance of a diesel engine in an agricultural tractor, using Diesel S500 (B5) and mixture with 3% (ED3), 6% (ED6), 9% (ED9), 12% (ED12) and 15% (ED15) of hydrous ethanol. Variables evaluated were the power, torque, specific fuel consumption, torque reserve, speed reserve and elasticity index of engine. Results indicated that using B5 and ED3 the values of torque and engine power not differ, in addition, with the ED3 the fuel consumption was lower than 5.92%. Using ED12, power has reduced in 2.97%, compared with B5, while their fuel consumption had no difference. With ED15, the power was lower 6.30% and the fuel consumption increase 3.77%, both compared with B5. Torque reserve value was increased with increasing the ethanol content in B5, reducing the speed reserve and elasticity index of engine. Ethanol in Diesel S500 (B5) can be used as an alternative fuel in agricultural tractor engines without presenting high changes in the performance, since the ethanol content is at low percentages, up to 12%.

scholarly journals Influence of Dental Composite Viscosity in Attachment Reproduction: An Experimental in Vitro Study

Materials ◽  
2019 ◽  
Vol 12 (23) ◽  
pp. 4001
Author(s):  
Vincenzo D’Antò ◽  
Simone Muraglie ◽  
Beatrice Castellano ◽  
Ettore Candida ◽  
Maria Francesca Sfondrini ◽  
...  
Keyword(s):  
In Vitro Study ◽  
Dental Composite ◽  
Maximum Deviation ◽  
Force System ◽  
Maximum Value ◽  
Significant Difference ◽  
The Difference ◽  
Level Of Significance ◽  
The Ideal

Background: Attachments are composite auxiliaries that are used during a clear aligner orthodontic therapy to achieve difficult tooth movements. Two important factors are the planned configuration and the actual position of these auxiliary elements to obtain the desired force system. The aim of the present study was to evaluate the role of different composite materials in the correct reproduction of attachment shape and position. Methods: The materials that were considered in the study were a flowable resin, a dental restorative material, and an orthodontic composite. The attachments were created on three models of extracted teeth. Once the impressions were performed, 25 attachments of different shapes were added onto each virtual model to obtain the necessary templates to make the attachments. Each tested material was used to create a set of 25 attachments that were then scanned with an accuracy of 10μm. The resultant STL (stereolithography) files were superimposed onto the ones from the initial virtual plan, through Geomagic software, and the aligned scans were then compared while using a color map. The parameters that were calculated to make a comparison between the created attachments and the ideal ones were the maximum deviation in defect and in excess, the overflow, and the volume’s difference. In addition to these measurements comparing the three above-mentioned groups, the difference in volume between all the ideal and realized samples were analyzed. To test for differences among the three groups, a one-way Analysis of variance (ANOVA) was used with a Bonferroni post-hoc test. The level of significance was set at p < 0.05. Results: No statistically significant results were found between the three groups regarding the maximum value in defect, the maximum value in excess, and the minimum value as control, while a statistically significant difference was found between the overflow of orthodontic resin when compared to the flowable composite. Conclusions: The three materials that were used in this study were appropriate for attachment fabrication. The fidelity of attachment reproduction was similar when using the three different composites. The orthodontic composite showed more overflow when compared with the flowable one.

Fundamental Differences Between Conventional and Geared Turbofans

2009 ◽  
Author(s):  
Joachim Kurzke
Keyword(s):  
Fuel Consumption ◽  
Real Option ◽  
Pressure Ratio ◽  
Thermodynamic Cycle ◽  
Specific Fuel Consumption ◽  
Thermodynamic Efficiency ◽  
Aircraft Engines ◽  
Direct Drive ◽  
Significant Difference ◽  
Bypass Ratio

The potential for improving the thermodynamic efficiency of aircraft engines is limited because the aerodynamic quality of the turbomachines has already achieved a very high level. While in the past increasing burner exit temperature did contribute to better cycle efficiency, this is no longer the case with today’s temperatures in the range of 1900...2000K. Increasing the cycle pressure ratio above 40 will yield only a small fuel consumption benefit. Therefore the only way to improve the fuel efficiency of aircraft engines significantly is to increase bypass ratio — which yields higher propulsive efficiency. A purely thermodynamic cycle study shows that specific fuel consumption decreases continuously with increasing bypass ratio. However, thermodynamics alone is a too simplistic view of the problem. A conventional direct drive turbofan of bypass ratio 6 looks very different to an engine with bypass ratio 10. Increasing bypass ratio above 10 makes it attractive to design an engine with a gearbox to separate the fan speed from the other low pressure components. Different rules apply for optimizing turbofans of conventional designs and those with a gearbox. This paper describes various criteria to be considered for optimizing the respective engines and their components. For illustrating the main differences between conventional and geared turbofans it is assumed that an existing core of medium pressure ratio with a two stage high pressure turbine is to be used. The design of the engines is done for takeoff rating because this is the mechanically most challenging condition. For each engine the flow annulus is examined and stress calculations for the disks are performed. The result of the integrated aero-thermodynamic and mechanical study allows a comparison of the fundamental differences between conventional and geared turbofans. At the same bypass ratio there will be no significant difference in specific fuel consumption between the alternative designs. The main difference is in the parts count which is much lower for the geared turbofan than for the conventional engine. However, these parts will be mechanically much more challenging than those of a conventional turbofan. If the bypass ratio is increased significantly above 10, then the geared turbofan becomes more and more attractive and the conventional turbofan design is no longer a real option. The maximum practical bypass ratio for ducted fans depends on the nacelle drag and how the installation problems can be solved.

scholarly journals The right internal mammary artery and the great saphenous vein used for left anterior descending artery revascularization in patients whose left internal mammal artery cannot be used: a study based on transit-time flow measurement.

2020 ◽  
Author(s):  
Guodong Zhang ◽  
Yu Chen ◽  
Shenglong Chen ◽  
Gang Liu ◽  
Zhou Zhao
Keyword(s):  
Pulsatility Index ◽  
Patency Rate ◽  
Flow Measurement ◽  
Internal Mammary Artery ◽  
Great Saphenous Vein ◽  
Graft Patency ◽  
Time Flow ◽  
Significant Difference ◽  
Internal Mammary ◽  
Early Graft

Abstract Background: Owing to the high patency, the use of the left internal mammary artery (LIMA) for left anterior descending artery (LAD) grafting has been a cornerstone of coronary artery bypass graft surgery (CABG). However, for some patients whose LIMA cannot be used, surgeons have to choose the other conduit materials to revascularize the LAD. The purpose of this study was to explore the difference of different conduit materials used for LAD in the parameters measured by transit-time flow measurement (TTFM) and the early graft patency detected by computed tomography angiography.Methods: We retrospectively collected the data of 410 patients who undergoing isolated primary OPCAB with intraoperative TTFM data. According to the strategy of the left descending artery (LAD) revascularization, 410 patients were assigned to three groups: a left internal mammal artery (LIMA)group(n=333), a right IMA group (n=34) and a great saphenous vein (SVG) group (n=43). The baseline and perioperative blood parameters were compared for the three groups, as well as the early graft patency rates. Results: Compared with the LIMA-LAD group, the SVG-LAD group had a significantly higher mean graft flow volume(37.15±23.29vs29.71±20.94ml/min, P=0.036),however, a lower pulsatility index (2.07±0.62vs 2.65±1.01,P＜0.001).There was no significant difference between the two groups in DF(P＞0.05).Compared with the RIMA-LAD group, the SVG-LAD group just had a lower pulsatility index(2.07±0.62vs 2.56±0.96,P=0.029).However, there was no significant difference between the two groups in MGF and DF(P＞0.05).Compared with the LIMA-LAD group, the RIMA-LAD group had a bit lower DF(70.76±11.87vs74.06±7.09,P=0.018),while there was no difference in MGF and PI between the two groups(P＞0.05). The patency rate of the LIMA-LAD group was 98.72% (309/313), the RIMA-LAD group was 97.06% (33/34), and the SVG-LAD group was 100%. There was no difference among the three groups in patency rate(P=0.405).Conclusions: We conclude that in patients whose LIMA cannot be used，the in-suit RIMA and the SVG are comparable and even better than the LIMA in the blood flow parameters measured by TTFM. In our study，the early patency before discharge of RIMA-LAD and SVG-LAD are comparable with the LIMA-LAD.

scholarly journals Efficacies of preoperative prism adaptation test and monocular occlusion for detecting the maximum angle of deviation in intermittent exotropia

2021 ◽  
Author(s):  
Ryota Takada ◽  
Fumiko Matsumoto ◽  
Akemi Wakayama ◽  
Takuya Numata ◽  
Fumi Tanabe ◽  
...  
Keyword(s):  
Strabismus Surgery ◽  
Prism Adaptation ◽  
Maximum Deviation ◽  
Intermittent Exotropia ◽  
Optimal Test ◽  
Maximum Angle ◽  
Significant Difference ◽  
Adaptation Test ◽  
Angle Of Deviation ◽  
Distance Deviation

Abstract Purpose: The efficacies of prism adaptation test (PAT) and monocular occlusion (MO) and their optimal test durations to detect the maximum angles of deviation at near and distance in eyes with intermittent exotropia (IXT) were assessed and compared. Methods: We retrospectively reviewed the medical records of 72 patients with IXT, who had undergone the initial strabismus surgery between April 2015 and October 2018 and had been preoperatively tested by PAT and MO. The near and distance deviations measured after 30- and 60-minute PAT and MO were compared with the baseline measurements obtained immediately after prism wear and before occlusion. The measurements and the required durations for obtaining the maximum deviation angle were also compared between PAT and MO. Results: Compared with the baseline, the near deviation by PAT significantly increased after 30 (p < 0.05) and 60 (p < 0.01) minutes but not the distance deviation. Besides, the increase in the near deviation after 30 minutes was not significant. By MO, neither near nor distance deviation showed a significant difference from the baseline after 30 and 60 minutes. While the near deviations by PAT were significantly greater than those by MO at 30 and 60 minutes, a similar result was only observed at 30 minutes in the distance deviation. Conclusion: A 30-minute PAT appears to be more effective than MO in revealing the maximum angle of deviation before strabismus surgery.

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