Criteria

Text:
Display:

Results

Viewing 1 to 30 of 6483
2017-04-04
Event
This session considers modeling (zero-D, 1D, 2D, 3D CFD) and experimental papers on: combustion chamber, systems (lubrication, cooling, fuel, EGR); components (oil pumps, coolant pump, fuel injectors, compressors, turbines, turbochargers, torque converters, gear box, fans, bearings, valves, ports, manifolds, turbine housing); heat exchangers (radiators, oil coolers); aftertreatment (SCR, DOC, DOF, exhaust gas cooling); battery cooling (HEV, EV, motor/generator) and controls (passive and active).
2017-04-04
Event
Separate sub-sessions cover zero-dimensional, one-dimensional, and quasi-dimensional models for simulation of SI and CI engines with respect to: engine breathing, boosting, and acoustics; SI combustion and emissions; CI combustion and emissions; fundamentals of engine thermodynamics; numerical modeling of gas dynamics; thermal management; mechanical and lubrication systems; system level models for controls; system level models for vehicle fuel economy and emissions predictions.
2017-04-04
Event
The purpose of this session is to bring awareness among the automotive aerodynamics, thermal and hydraulic systems development community to address the need of reliability analysis and robust design to improve the overall product quality. This session also introduces CAE based optimization of aero-thermal and fluid systems to improve automotive fuel economy. This session presents papers covering both testing and simulation.
2017-04-04
Event
The purpose of this session is to share experiences and lessons learned to advance the technology in the field of thermal management of electric and hybrid vehicle systems. This session presents papers covering both testing and simulation of hybrid and electric vehicle thermal systems.
2017-04-04
Event
Thermal Management represents one of the key aspects of the vehicle development. It ensures that the temperatures in the underhood and underbody areas are in desired ranges, that thermal systems operate as designed, and that no component operation is at risk due to excessive temperatures. This session covers the design of thermal components and systems and their vehicle integration.
2017-04-04
Event
Proper thermal management can significantly contribute to overall system energy efficiency. This session highlights the latest developments in thermal management energy efficiency.
2017-04-04
Event
Climate control is a defining vehicle attribute and is associated with brand image. Thermal performance and quality of climate control are both critical to customer satisfaction. The system has strong design interaction with other vehicle systems, while its primary objective is to deliver thermal comfort and occupant safety with low energy consumption. Localized Comfort, Secondary Fluids, Air Quality, Controls, System Sizing and HVAC consumer interface are just a few of the recent advances.
2016-10-24
Event
This session considers modeling (zero-D, 1D, 2D, 3D CFD) and experimental papers on: combustion chamber, systems (lubrication, cooling, fuel, EGR); components (oil pumps, coolant pump, fuel injectors, compressors, turbines, turbochargers, torque converters, gear box, fans, bearings, valves, ports, manifolds, turbine housing); heat exchangers (radiators, oil coolers); aftertreatment (SCR, DOC, DOF, exhaust gas cooling); battery cooling (HEV, EV, motor/generator) and controls (passive and active).
2016-10-17
Technical Paper
2016-01-2160
Alexander Bech, Paul J. Shayler, Michael McGhee
The application of cylinder deactivation technology to small, three cylinder spark ignition engines has the potential to further improve the part load fuel economy of these downsized engines. Although the technology is well established and proven for larger multi-cylinder engines, this is not the case for the class of 1.0litre, three cylinder engines produced by several OEM’s for use in small cars. Deactivating one cylinder by leaving the intake and exhaust valves closed and cutting fuelling requires the other two cylinders to produce more work output to compensate. This changes the distribution of heat rejection to the engine structure. The resulting increases in temperature gradients within the engine structure, and transient response times for thermal adjustments following deactivation or reactivation are examples of the uncertainties which the work reported addresses.
2016-10-17
Technical Paper
2016-01-2161
Gangfeng Tan
Mg2Si1-xSnx thermoelectric material is eco-friendly and of high thermoelectric performance. In this research heat transfer and power generating characteristics of the automobile exhaust heat recovery system based on Mg2Si1-xSnx material were studied. Firstly, the heat transfer model for the exhaust heat recovery system was established. Then, based on primitive characteristics of Mg2Si1-xSnx material under the different Sn/Si ratio, two-phase heat transfer of coolant was adopted and the heat transfer process was analyzed. Finally, when the saturation temperature of coolant in the two-phase zone was respectively 373K and 343K, the heat transfer and power generating characteristic were analyzed for each condition.
2016-10-17
Technical Paper
2016-01-2262
Atsushi Shimada, Yuzo shirakawa, Takao Ishikawa
The internal combustion engine wastes large amount of heat energy. The heat energy accounts for about 60% of the fuel energy supplied to an engine. If the heat energy could be converted the output power of an engine, the thermal efficiency of an engine could be improved. On the other hand, the thermal efficiency of an engine has peaked because of the each combustion properties, such as knocking, narrow combustible range in spark ignition (SI) engine. The thermal efficiency of SI engine increases as the compression ratio and the ratio of the specific heat increase. If high octane number fuel is used for the fuel of the engine, the thermal efficiency could be improved. Moreover, if fuel can burn in dilute condition, the thermal efficiency could be improved further. Therefore, an exhaust heat recovery, a high compression combustion, a lean combustion are important methods for the thermal efficiency improvement. These three methods could be combined by using hydrous ethanol as fuel.
2016-10-17
Technical Paper
2016-01-2221
Joshua Kurtis Carroll, Mohammad Alzorgan, Corey Page, Abdel raouf Mayyas
Electric vehicles (EVs) and plug-in hybrid electric vehicles (PHEVs) are considered as a promising future solution for sustainable transportation. This is due to the reduction in energy consumption when compared to conventional internal combustion engine (ICE) based vehicles. EVs and PHEVs contain an Energy Storage Systems (ESS). This increases the complexity of the system but also provides additional margins and fields for optimization. One of the most important elements of these vehicles is the ESS. The electrochemistry nature of battery systems is inherently sensitive to the temperature shifts. The shifts are controlled by the thermal management system of the traction battery systems, for electric-drive vehicles, which directly affects the overall vehicle dynamics. These dynamics include performance, long-term durability and cost of the battery systems. Hence, thermal management becomes an essential element in the achievement to meet the demand for better performance.
2016-10-17
Technical Paper
2016-01-2336
Ken Naitoh, Soichi OHARA, Yuichi ONUMA, Kentaro kojima, Kenya Hasegawa, Tomoya SHIRAI
Combustion experiments obtained for a small single-point auto-ignition gasoline engine having strongly-asymmetric double piston unit without poppet valves, in which multi-jets injected from eight suction nozzles with pulse collide around the combustion chamber center, showed both a high thermal efficiency comparable to that of today’s diesel engine and also a silent combustion comparable to that of today’s spark-ignition gasoline engines, at the condition of low road and 2000rpm. While this gasoline engine having a medium level of point compression generated by a negative pressure of about 0.04 MPa and also an additional mechanical homogeneous compression ratio of about 8:1 without throttle valves, steady-state experiments of combustion at air-fuel ratios between 20:1 and 40:1 (lean conditions) show apparent increase of exhaust temperature over 100 degrees and pressures over 1.5 MPa, even at the situations without any plugs.
2016-09-27
Technical Paper
2016-01-8057
Michael Glensvig, Heimo Schreier, Mauro Tizianel, Helmut Theissl, Peter Krähenbühl, Fabio Cococcetta, Ivan Calaon
Waste Heat Recovery (WHR) systems based on the Organic Rankine Cycle (ORC) are in development in several sectors of the commercial vehicle industry for on-road and off-road applications. It is considered to be a viable technology to achieve future CO2 or fuel consumption legislation. This paper covers the results of more than 2 years of development covering simulation, layout, control development, safety, DVP, testbed testing, vehicle integration and on-road testing of a WHR system using ethanol as fluid and a piston expander into a Euro VI long haul Iveco Stralis vehicle. The main focus of this paper is the detailed description of the on-road vehicle testing combined with holistic vehicle simulation in parallel to precisely evaluate and optimize the WHR system for real life driving cycles.
2016-09-27
Technical Paper
2016-01-8079
Zhiwei Zhang, Gangfeng Tan, Mengying Yang, Zhongjie Yang, Mengzuo Han
Abstract: Hydraulic retarder is an important auxiliary braking device. Because of its large braking torque in high speed, smooth braking, low noise, long service life and small size, it is widely used on modern vehicles. Transmission fluid of traditional hydraulic retarder is cooled by engine cooling system, which is a waste of vehicle energy to discharge the exhausted heat directly. On account of the working characteristics of hydraulic retarder, this study designs a set of waste heat recovery system based on Organic Rankine Cycle(ORC). Under the premise of ensuring stable performance of hydraulic retarder, waste heat energy in transmission fluid is recycled to supplement energy requirements for cooling system. First of all, the principle model of 100:1 is established for thermal power of D300 retarder. Then through theoretical calculations, components' structural parameters of ORC are determined.
2016-09-27
Journal Article
2016-01-8100
Jordan Kelleher, Nikhil Ajotikar
Piston cooling nozzles/jets play several crucial roles in the power cylinder of an internal combustion engine. Primarily, they help with the thermal management of the piston and provide lubrication to the cylinder liner and the piston’s wrist pin. In order to evaluate the oil jet characteristics from various piston cooling nozzle (PCN) designs, a quantitative and objective process was developed. The PCN characterization began with a computational fluid dynamics (CFD) turbulent model to analyze the mean oil velocity and flow distribution at the nozzle exit/tip. Subsequently, the PCN was tested on a rig for a given oil temperature and pressure. A high-speed camera captured images at 2500 frames per second to observe the evolution of the oil stream as a function of distance from the nozzle exit. An algorithm comprised of standard digital image processing techniques was created to calculate the oil jet width and density.
2016-09-27
Technical Paper
2016-01-8085
Yanjun Ren, Gangfeng Tan, Kangping Ji, Li Zhou, Ruobing Zhan
Abstract The hydraulic retarder is an auxiliary braking device generally equipped on commercial vehicles. Its oil temperature change influences the brake performance of hydraulic retarder. The Organic Rankine Cycle (ORC) is a good means to recover exhausted heat. Moreover, it can cool oil and stably control oil temperature with the help of heat absorption related with evaporation. Comprehensively considering the heat-producing characteristics of hydraulic retarder and the temperature control demand, the aimed boundary conditions are determined. Also the changing rules about the working medium flow rate are obtained. In this work, the heat-producing properties of hydraulic retarder under different conditions and the oil external circulating performance is firstly analyzed. By researching the system’s adaptation to the limiting conditions, the aimed temperature to control is prescribed.
2016-09-27
Technical Paper
2016-01-8071
Igor Gritsuk, Vladimir Volkov, Yurii Gutarevych, Vasyl Mateichyk, Valeriy Verbovskiy
Abstract The article discusses the use of the combined heating system with phase-transitional thermal accumulator. The peculiarity of the presented system is that it uses thermal energy of exhaust gas, coolant and motor oil, and emissions of the internal combustion engine during its operation to accumulate the thermal energy. The results of experimental studies of the combined heating system are shown. A system and methods for pre-start and after-start heating of the vehicular engine in the investigated system are developed. The structure of the "combined heating” system to study the impact of its structural and adjustment parameters on the performance of thermal development of the vehicular engine is described. The use of the combined heating system within phase-transitional thermal accumulators is compared with the use of standard systems for a truck engine 8FS 9.2 / 8. It reduces the time of coolant and motor oil thermal development by 22.9-57.5% and 25-57% accordingly.
2016-09-20
Technical Paper
2016-01-1994
Wei Wu, Yeong-Ren Lin, Louis Chow, Edmund Gyasi, John P. Kizito, Quinn Leland
Abstract For aircraft electromechanical actuator (EMA) cooling applications using forced air produced by axial fans, the main objective in fan design is to generate high static pressure head, high volumetric flow rate, and high efficiency over a wide operating range of rotational speed (1x∼3x) and ambient pressure (0.2∼1 atm). In this paper, a fan design based on a fan diameter of 86 mm, fan depth (thickness) of 25.4 mm, and hub diameter of 48 mm is presented. The blade setting angle and the chord lengths at the leading and trailing edges are varied in their suitable ranges to determine the optimal blade profiles. The fan static pressure head, volumetric flow rate, and flow velocity are calculated at various ambient pressures and rotational speeds. The optimal blade design in terms of maximum total-to-total pressure ratio and efficiency at the design point is obtained via CFD simulation.
Viewing 1 to 30 of 6483

Filter

  • Range:
    to:
  • Year: