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This course is verified by Probitas Authentication as meeting the AS9104/3A requirements for continuing Professional Development. AS13100 and RM13000 define the Problem-Solving standard for suppliers within the aero-engine sector, with the Eight Disciplines (8D) problem solving method the basis for this standard. This two-day course provides participants with a comprehensive and standardized set of tools to become an 8D practitioner. Successful application of 8D achieves robust corrective and preventive actions to reduce the risk of repeat occurrences and minimize the cost of poor quality.

This course is verified by Probitas as meeting the AS9104/3A requirements for Continuing Professional Development. Production and continual improvement of safe and reliable products is key in the aviation, space, and defense industries. Customer and regulatory requirements must not only be met, but they are typically expected to exceeded requirements. Due to globalization, the supply chain of this industry has been expanded to countries which were not part of it in the past and has complicated the achievement of requirements compliance and customer satisfaction.

This course is verified by Probitas Authentication as meeting the AS9104/3A requirements for continuing Professional Development. In the Aerospace Industry there is a focus on Defect Prevention to ensure that quality goals are met. Failure Mode and Effects Analysis (PFMEA) and Control Plan activities are recognized as being one of the most effective, on the journey to Zero Defects. This two-day course is designed to explain the core tools of Design Failure Mode and Effects Analysis (DFMEA), Process Flow Diagrams, Process Failure Mode and Effects Analysis (PFMEA) and Control Plans as described in AS13100 and RM13004.

Due to its physical and chemical properties, hydrogen is an attractive fuel for internal combustion engines, providing grounds for studies on hydrogen engines. It is common practice to use a mathematical model for basic engine design and an essential part of this is the simulation of the combustion cycle, which is the subject of the work presented here. One of the most widely used models for describing combustion in gasoline and diesel engines is the Wiebe model. However, for cases of hydrogen combustion in DI engines, which are characterized by mixture stratification and in some cases significant incomplete combustion, practically no data can be found in the literature on the application of the Wiebe model. Based on Wiebe's formulas, a mathematical model of hydrogen combustion has been developed. The model allows making computations for both DI and PFI hydrogen engines. The parameters of the Wiebe model were assessed for three different engines in a total of 26 operating modes.

On the path to decarbonizing road transport, electric commercial vehicles will play a significant role. The first applications were directed to the smaller trucks for distribution traffic with relatively moderate driving and range requirements, but meanwhile, the first generation of a complete portfolio of truck sizes is developed and available on the market. In these early applications, many compromises were accepted to overcome component availability, but meanwhile, the supply chain can address the specific needs of electric trucks. With that, the optimization towards higher usability and lower costs can be moved to the next level. Especially for long-haul trucks, efficiency is a driving factor for the total costs of ownership. Besides the propulsion system, all other systems must be optimized for higher efficiency. This includes thermal management since the thermal management components consume energy and have a direct impact on the driving range.

Abstract. With the COP28 decisions the world is thriving for a future net-zero-CO2 society and the and current regulation acts, the energy infrastructure is changing in direction of renewables in energy production. All industry sectors will extend their share of direct or indirect electrification. The question might arise if the build-up of the renewables in energy production is fast enough. Demand and supply might not match in the short- and mid-term. The paper will discuss the roadmaps, directions and legislative boundary parameter in the regenerative energy landscape and their regional differences. National funding on renewables will gain an increasing importance to accelerate the energy transformation. The are often competing in attracting the same know-how on a global scale. In addition the paper includes details about energy conversion, efficiency as well as potential transport scenarios from production to the end consumer.

The Single Cylinder Research Engine (SCRE) at the Institute of Internal Combustion Engines and Powertrain Systems is equipped with a variable valve train that allows to switch between regular intake valve lift and early intake valve closing (Miller). On the exhaust side, a secondary valve lift on each valve is possible with adjustable back pressure and thus the possibility of realising internal EGR. In combination with alternative fuels, even if they are Drop-In capable as HVO, properties differ and can influence the emission and efficiency behaviour. The investigations of this paper are focusing on regenerative Drop-In fuel (HVO), fossil fuel (B7), and an oxygenate (OME), that needs adaptions at the engine control unit, but offers further emission potential. By commissioning a 2-stage boost system, it is possible to fully equalize the air mass in Miller mode compared to the normal valve lift.

For the purpose of achieving carbon-neutrality in the mobility sector by 2050, hydrogen can play a crucial role as an alternative energy carrier, not only for direct usage in fuel cell-powered vehicles, but also for fueling internal combustion engines. This paper focuses on the numerical investigation of high-pressure hydrogen injection and the mixture formation inside a high-tumble engine with a conventional liquid fuel injector for passenger cars. Since the traditional 3D-CFD approach of simulating the inner flow of an injector requires a very high spatial and temporal resolution, the enormous computational effort, especially for full engine simulations, is a big challenge for an effective virtual development of modern engines. An alternative and more pragmatic lagrangian 3D-CFD approach offers opportunities for a significant reduction in computational effort without sacrificing reliability.

Engine and aftertreatment solutions have been identified to meet the upcoming ultra-low NOX regulations on heavy duty vehicles in the United States and Europe. These standards will require changes to current conventional aftertreatment systems for dealing with low exhaust temperature scenarios while increasing the useful life of the engine and aftertreatment system. Previous studies have shown feasibility of meeting the US EPA and California Air Resource Board (CARB) requirements. This work includes a 15L diesel engine equipped with cylinder deactivation (CDA) and an aftertreatment system that was fully DAAAC aged to 800,000 miles. The aftertreatment system includes an e-heater (electric heater), light-off Selective Catalytic Reduction (LO-SCR) followed by a primary aftertreatment system containing a DPF and SCR.

Commercial vehicle powertrain is called to respect a challenging roadmap for CO2 emissions reduction, quite complex to achieve just improving technologies currently on the market. In this perspective alternative solutions are gaining interest, and the use of green H2 as fuel for ICE is considered a high potential solution with fast and easy adoption. NOx emission is still a problem for H2 ICE and can be managed operating the engine with lean air fuel ratio all over the engine map. This combustion strategy will challenge the boosting system as lean H2 combustion will require quite higher air flow compared to diesel for the same power density in steady state. Similar problem will show up in transient response particularly when acceleration starts from low load and the exhaust gases enthalpy is very poor and insufficient to spin the turbine. The analysis presented in this paper will show and quantify the positive impact that a supercharger has on both the above mentions problems.

Previous studies have shown that dosing AdBlue into the exhaust system of diesel engines to reduce nitrogen oxides can lead to an increase in the number of particles (PN). In addition to the influencing factors of exhaust gas temperature, exhaust gas mass flow and dosing quantity, the dosed medium itself (AdBlue) is not considered as a possible influence due to its regulation in ISO standard 22241. However, as the standard specifies limit value ranges for the individual regulated properties and components for newly sold AdBlue, in reality there is still some margin in the composition. This paper investigates the particle number increase due to AdBlue dosing using several CPCs. The increase in PN is determined by measuring the number of particles after DPF and thus directly before dosing as well as tailpipe. Several AdBlue products from different sources and countries are measured and their composition is also analyzed with regard to the limit values regulated in the standard.

Ducted Fuel Injection (DFI) engines have emerged as a promising technology in the pursuit of a clean and efficient combustion process. This article aims at elucidating the effect of piston geometry on the engine performance and emissions of a metal DFI engine. Three different types of pistons were investigated and the main piston design features including the piston bowl diameter, piston bowl slope angle, duct angle and the injection nozzle position were examined. To achieve the target, computational fluid dynamics (CFD) simulations were conducted coupled to a reduced chemical kinetics mechanism. Extensive validations were performed against the measured data from a conventional diesel engine. To calibrate the soot model, genetic algorithm and machine learning methods were utilized. The simulation results highlight the pivotal role played by piston bowl diameter and fuel injection angle in controlling soot emissions of a DFI engine.

Opposed-piston two-stroke engines offer numerous advantages over conventional four-stroke engines, both in terms of fundamental principles and technical aspects. The reduced heat losses and large volume-to-surface area ratio inherently result in a high thermodynamic efficiency. Additionally, the mechanical design is simpler and requires fewer components compared to conventional four-stroke engines. When combining this engine concept with alternative fuels such as hydrogen and pre-chamber technology, a potential route for carbon-neutral powertrains is observed. To ensure safe engine operation using hydrogen as fuel, it is crucial to consider strict safety measures to prevent issues such as knock, pre-ignition, and backfiring. One potential solution to these challenges is the use of direct injection, which has the potential to improve engine efficiency and expand the range of load operation.

The aerospace industry is focused on fostering a positive safety culture and competency in Human Factors considerations supports competencies crucial to an organization's quality management and safety. Many standards include requirements for embedding Human Factors within the aerospace manufacturing and supply chains. This course introduces the skills and knowledge supporting compliance and capability in human performance. This course provides an overview of Human Factors management in aviation and clarifies what individuals and companies can do to optimize the effects of Human Factors within their organization.