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At present, the problem of global warming is becoming more and more serious, and the transformation of energy structure is very important. The rotary engine has the advantages of small size, high power-to-weight ratio, and high fuel adaptability, which makes it promising for application in the fields of new energy vehicle range extender and unmanned aerial vehicle.

This document is intended to satisfy the data reporting requirements of standardization regulations in the United States and Europe, and any other market that may adopt similar requirements in the future. This document specifies: a Message formats for request and response messages. b Timing requirements between request messages from external test equipment and response messages from vehicles, and between those messages and subsequent request messages. c Behavior of both the vehicle and external test equipment if data is not available. d A set of diagnostic services, with corresponding content of request and response messages. e Standardized source and target addresses for clients and vehicle. This document includes capabilities required to satisfy OBD requirements for multiple regions, model years, engine types, and vehicle types. At the time of publication many regional regulations are not yet final and are expected to change in the future.

The in-flight ice accretion simulations are typically performed using a quasi-steady formulation through a multi-step approach. As the ice grows, the geometry changes, and an adaptation of the fluid volume mesh used by the airflow and droplet-trajectory solver is required. Re-meshing or mesh deformation are generally employed to do that. The geometries formed are often complex ice shapes increasing the difficulty of the re-meshing process, especially in three-dimensional simulations. Consequently, difficulties are encountered when trying to automate the process. Contrary to the usual body-fitted mesh approach, the use of immersed boundary methods (IBMs) allows solving, or greatly reducing, this problem by removing the mesh update, facilitating the global automation of the simulation. In the following paper, an approach to perform the airflow and droplet trajectory calculations for three-dimensional simulations is presented. This framework utilizes only immersed boundary methods.

The National Research Council Altitude Icing Wind Tunnel liquid water content calibrations have historically relied on a 2.4 mm diameter rotating cylinder for drop sizes up to 50 μm and a 6.2 mm diameter rotating cylinder for drop sizes from 50 μm to 200 μm. This study compares the facility calibration, derived from rotating cylinder measurements, to water content measurements from the Science Engineering Associates Multi-Element Probe and the National Research Council Compact Iso-Kinetic Probe over a range of airspeeds and drop sizes. The data show where the rotating cylinder measurements may start to underestimate the liquid water content (LWC), possibly due to splashing at higher airspeeds and drop sizes. The data also show that the LWC read by the Multi-Element Probe is higher than that provided by the rotating cylinders, and the Compact Iso-Kinetic Probe (CIKP) reads higher than both other methods.

In the course of the Horizon 2020 project ICE GENESIS of the European Union, an experimental database was developed to host documentation of icing experiments. The database serves as a source of information for numerical code development and validation as well as future test matrix design, IPS layout and development and wing design. Several legacy data icing cases have been included into the database, which are partly publicly available. Furthermore, the database will serve as the main platform for dissemination of public results of icing cases after and during the project ICE GENESIS. The database itself provides detailed information about the test configurations and the icing wind tunnel. More specifically, CAD data, ice protection system characteristics if applicable, installation in the test facility, instrumentation, test matrix, generated aero-icing conditions and test results are included.

This SAE Aerospace Standard (AS) offers gland details for a 0.364 inch (9.246 mm) cross-section gland (nominal 3/8 inch) with proposed gland lengths for compression-type seals with two backup rings over a range of 7 to 21 inches (178 to 533 mm) in diameter. The dash number system used is similar to AS568A. A 600 series has been chosen as a logical extension of AS568A, and the 625 number has been selected for the initial number, since 300 and 400 series in MIL-G-5514 and AS4716 begin with 325 and 425 sizes. Seal configurations and design are not a part of this document. This gland is for use with compression-type seals including, but not limited to, O-rings, T-rings, D-rings, cap seals, etc.

This SAE Aerospace Standard (AS) provides general information for the interpretation and clarification of engineering drawing requirements relating to the manufacture and inspection of fluid system couplings, tube fittings, and hose ends. Because it is impractical to define every minute detail of the part on the face of the drawing, this standard describes interpretations of dimensioning of general machining features and otherwise undefined tolerances that fall under the heading of “good shop practice.” This standard is supplemental to ASME Y14.5M-1994 and explains, defines, and interprets drawing terms or practices that are not addressed by ASME Y14.5M-1994. Unless otherwise specified in this standard, drawing interpretations contained in ASME Y14.5M-1994 shall apply.

This standard covers all types of manually operated high pressure oxygen, cylinder shut off valves for use in commercial aircraft. It is intended that the valve shall be attached to a pressure cylinder storing oxygen under a nominal pressure of 12.76 MPa (1850 psig) at 21 °C (70 °F). Upon opening the valve, oxygen will be permitted to discharge from the storage cylinder to the valve outlet and to other downstream components of the oxygen system. It shall also be possible to recharge the cylinder through the valve.

SAE J1979-3 describes the communication between the zero emissions propulsion systems and test equipment required by government regulations. Standardization regulations require passenger cars and light-, medium-, and heavy-duty trucks to support a minimum set of diagnostic information to external (off-board) “generic” test equipment. To achieve this, SAE J1979-3 is based on the Open Systems Interconnection (OSI) Basic Refer to Model in accordance with ISO/IEC 7498-1 and ISO/IEC 10731, which structures communication systems into seven layers.

SAE J1979-3 describes the communication between the zero emissions propulsion systems and test equipment required by government regulations. Standardization regulations require passenger cars and light-, medium-, and heavy-duty trucks to support a minimum set of diagnostic information to external (off-board) “generic” test equipment. To achieve this, SAE J1979-3 is based on the Open Systems Interconnection (OSI) Basic Refer to Model in accordance with ISO/IEC 7498-1 and ISO/IEC 10731, which structures communication systems into seven layers.

This SAE Aerospace Standard (AS) covers an alternate gland design for the installation of scraper/ wiper rings in the lower end of landing gear shock struts for the purpose of contaminant exclusion. The defined scraper gland covered by this document, as shown in Table 1, is a variant of AS4716, the accepted gland standard for AS568, O-ring packing seals. Piston rod diameters, gland internal diameters, groove sidewall angles and the surface finish are all defined by AS4716, but the gland outer retaining wall diameter is changed. The traditional scraper design installed into the glands detailed in Table 1 typically utilize components made from PTFE, urethane, or nitrile materials. These scraper designs, while still acceptable, must be reviewed in consideration to deicing, cleaners and disinfectant fluids applied to or in contact with the landing gear, as the materials of construction for the installed scrapers may not be compatible to these fluids.

Conventional 2-Stroke Spark Ignition engines are characterized by very high power to weight ratios and low manufacturing costs, but also by very low thermal efficiencies and high pollutant emissions. The last issues can be fully addressed by adopting an external scavenging pump and a direct or semi-direct injection system. The implementation of these solutions requires a strong support from CFD simulations, in particular for the optimization of air-fuel mixing and combustion. The paper presents a theoretical study on a new 2-Stroke, three cylinders, 1.3 L, Spark Ignition engine for light aircraft. The power-unit also includes an electric motor connected in parallel with the thermal engine. The latter features a supercharger and a two-stage injection system, made up of a set of low-pressure fuel injectors installed on the transfer ports, and a high-pressure gasoline injector on the cylinder head.