In sheet metal painting for various applications like Tractor, Automobile, most attractive coating is metallic paints and it is widely applied using 3 coats 2 bake or 3 coat 1 bake technology. Both options, results in high energy consumption, higher production throughput time & lower productivity in manufacturing process. During various brainstorming & sustainable initiatives, paint application process was identified for alternative thinking to reduce burden on environment & save energy. Various other industry benchmarking & field performance requirement studies helped us identify the critical to quality parameters. We worked jointly with supplier to develop mono-coat system without compromising the performance & aesthetical properties. This results in achieving better productivity, elimination of two paint layers, substantial reduction in volatile organic content, elimination of one baking cycle and energy saving.
Plastics are prone to photo oxidative and thermal oxidative degradation under usage conditions due to their chemical nature. From sustainability and cost standpoint, there is an increasing focus on Mold-In-Color (MIC) plastic materials. Simultaneously customer’s expectations on the perceived quality of these MIC parts has been increasing with attractive color and glossy appearance. A study was conducted to analyze the product quality and durability aspects over a prolonged exposure to accelerated weathering condition. Material selected for this study were injection molded specimens of ABS and PC/ABS used in automotive passenger vehicles.
A major challenge for combustion development is to optimize the engine for improved fuel economy, reduce greenhouse gases. Stringent CAFÉ and emission norms require the customer to pay higher capital on vehicles. To offset the cost of ownership- cheaper and alternative energy sources are being explored. Ethanol blend with regular Gasoline and CNG are such alternative fuels. The study was carried on turbo-charged gasoline direct injection engine. The effect of ethanol on engine and vehicle performance is estimated and simulated numerically. The work is split into three stages: first the base 1D engine performance model was calibrated to match the experimental data. In parallel, vehicle level Simulink model was built and calibrated to match the NEDC cycle performance. Second, the thermal efficiency of the ethanol blend is calculated as a linear function of theoretical Otto cycle efficiency.
Blending of primary alcohol in gasoline surges the vapour pressure significantly and exhibits azeotrope behaviour that effect severely on the atmospheric distillation yields. In this experiment, primary alcohol (Ethanol) were blended in varied volumetric proportion (5%, 10%, 15%, 20%, 25%) with hydrocracked gasoline, influence on volatility behaviour and distillation properties were investigated. Physical properties of this blends were investigated for vapour pressure (VP), VLI, DI and distillation which were selected to evaluate the influence of alcohol in azeotrope behaviour of the fuel mix reflected through pattern of distillation curve (temperature vs % recovery range). This fuel mix exhibited rise in recovery at 700C (E70), VP, VLI and area of azeotrope with increase in % of alcohol volume in gasoline blend.
The use of deposit control additives in European market gasoline is well documented for maintaining high levels of engine cleanliness and subsequent sustained fuel and emissions performance. Co-ordinating European Council (CEC) industry fuels tests have played a crucial role in helping to drive market relevant, effective and low-cost deposit control additives into European market fuels. Until now, there has not been a Gasoline Direct Injection engine test available to fuel marketers in any market globally. However, a new CEC engine test is currently being developed to address that gap. Based on an in-house VW injector coking test, it shows promise for becoming a useful tool with which to develop and measure the performance of deposit control additives. A key requirement of industry tests should be to replicate issues seen in consumer vehicles, thereby providing a platform for relevant solutions.
Objective The objective of this paper is to achieve a comparable handling performance from a vehicle fitted with a CNG tank to that of its gasoline counterpart. A validated CarSim model is run through standard handling evaluation tests before and after the addition of CNG tank. The simulation results are used to compare the handling characteristics of the CNG vehicle with the Base vehicle. Further these results are used to tune the suspension parameters to find an optimum set-up for the actual CNG vehicle. The final parameters are then evaluated in the actual vehicle to verify the study. Methodology A mix of Actual Mule vehicle testing backed by quik Car Sim Model. Full car model is first developed using CarSim by using the parameters of the actual base gasoline vehicle. The modeled vehicle is then tested for standard handling maneuvers such Double Lane Change, Constant Radius Constant Speed and Pulse Input.
Graphite plays a crucial role in friction materials, since it has good thermal conductivity, lubricity and act as a friction modifier. The right type, amount, shape and size of the particles control the performance of the brake-pads. In this study, particles of synthetic graphite produced in a unique highly controlled graphitization process were selected to develop NAO- Cu-free brake-pads. The four types of pads had identical composition except variation in average particle size of the graphite (60 µm, 120 µm, 200 µm and 400 µm). Physical, mechanical and chemical characterization of the developed brake-pads was done. Tribological performance was studied using a full- scale inertia brake dynamometer following a Japanese automobile testing standard (JASO C406) and noise studies were done on reduced scale prototype following SAE J2521 standard.
The potentiality of knock mitigation by means of the control of the coolant flow rate is investigated. As a first step, the dynamic behavior of the wall temperature in response to a sudden variation of the coolant flow rate is analyzed experimentally in a small displacement, 4-valve per cylinder SI engine, which is equipped with an electrically driven pump. Subsequently, the influence of the wall temperature on knock onset is analyzed through a zero-dimensional model and the Livengood and Wu integral. Finally, an experimental activity on the engine test bed is carried-out in order to evaluate the influence of the coolant flow rate and of the engine inlet coolant temperature on the knock phenomenon. Results show that, even though a retarded spark advance and a mixture enrichment are not avoidable in the early stage of knock onset, a cooling control can help reducing the time of use of these fuel consuming strategies in the case of prolonged high-load conditions.
The usage of ethanol and two different mixtures of ethanol and gasoline (E85 and E65) was investigated on a modified diesel engine designed to work in a dual-fuel combustion mode with intake manifold alcohol injection. The maximum ratio of alcohol to diesel fuel was limited by irregular combustion phenomena like degrading combustion quality and poor process controllability at low load and knock as well as auto-ignition at high load. With rising alcohol amount, a significant reduction of soot mass and particle number was observed. At some testing points, substituting diesel with ethanol, E65 or E85 led to a reduction of NOx emissions; however, the real benefit concerning the nitrogen oxides was introduced by the mitigation of the soot-NOx trade-off. With regard to the engine efficiency aspect, the results show bidirectional behaviour: at low load points engine efficiency degrades, whereas the process becomes by up to 6 % (rel.) more effective at higher engine loads.
Particulate Matter from Euro 6 Medium Duty diesel engine was analyzed from engine-out, downstream of particulate filter (DPF), and up to the exit of a selective catalytic reactor (SCR) to characterize its chemical and physical nature. Particular attention was devoted to the analysis of particles down to 23 nm. An array of chemical, physical and spectroscopic techniques (Gas chromatography coupled with mass spectrometry (GC-MS), mobility analyzer, UV-visible absorption and fluorescence spectroscopy) was applied for characterizing the organic particulate matter (PM, constituted of polycyclic aromatic hydrocarbons (PAH), heavy aromatic compounds, soot) in the exhaust. The engine was operated at “full-load” (100% of the total power, representing the best performance of the engine operation) condition, and at different engine speeds. Results showed that the DPF efficiency was greater than 96% in the reduction of the sub 23 nm particles across the speeds range.
Gasoline direct injection (GDI) has changed the exhaust composition in comparison with the older port fuel injection (PFI) systems. More recently, light-duty vehicle engine manufactures have combined these two technologies to take advantage of the knock benefits and fuel economy of GDI with the low particulate emission of PFI. These dual injection strategy engines have made a significant change in the combustion emission composition produced by these engines. Understanding the impact of these changes is essential for automotive companies and aftertreatment developers. A novel sampling system was designed to sample the entire exhaust generated by a dual injection strategy gasoline vehicle using the United States Federal Test Procedure (FTP). This sampling system was capable of measuring the regulated emissions as well as collecting the entire exhaust from the vehicle for unregulated emissions.
The efficiency of a Hybrid Electric Vehicle (HEV) depends strongly on its implemented energy management strategy (EMS) that splits the drivers torque request onto the internal combustion engine (ICE) and electric motor (EM). For calibrating these EMS, usually, steady-state efficiency maps of the power converters are used. These charts are mainly derived from measurements under optimal conditions. However, while the EM’s efficiency can indeed be considered stable, the efficiency of a ICE fluctuates strongly under different conditions. Among others, these fluctuations can be induced by charge air temperature, engine oil temperature or the fuel’s knock resistance. This paper proposes a new approach for predicting the impact of any external influence onto the ICE efficiency. This is done by computing the actual deviation from the optimal reference ignition timing and adjusting the result by actual oil temperature and target air-to-fuel ratio.
As an alternative fuel for spark-ignition (SI) engine, bio-derived alcohols have been used in several countries, which originate from various renewable resources. There have been numerous studies on the knocking characteristics of gasoline-ethanol blend fuel, however, less focus was on the ternary mixture of gasoline-ethanol-nbutanol (GEnB) blend fuel, which is being considered as an alternative fuel in South Korea and superior to gasoline-ethanol blend fuel due to its higher heating value for the same alcohol volume fraction. In this study, we developed a knocking prediction model in SI engine with GEnB blend fuel to understand the potential improvement of engine performance with the introduction of GEnB blend fuel. First, the ignition delay of the stoichiometric mixture of GEnB blend fuel and air was measured on 10–30 bar of pressure and 714–833 K of temperature by using rapid compression machine (RCM).
The paper aims at defining a methodology for the prediction and understanding of knock tendency in internal combustion engine piston crevices by means of CFD simulations. The motivation for the analysis comes from a real design requirement which appeared during the development of a new high performance SI unit: it is in fact widely known that, in high performance engines (especially the turbocharged ones), the high values of pressure and temperature inside the combustion chamber during the engine cycle may cause knocking phenomena. “Standard” knock can be easily recognized by direct observation of the in-cylinder measured pressure trace; it is then possible to undertake proper actions and implement design and control improvements to prevent it with relatively standard 3D-CFD analyses.
This work presents the results of an experimental investigation on a GDI injector, in order to analyze fuel injection process and atomization phenomenon, correlating imaging and vibro-acoustic diagnostic techniques. A single-hole, axially-disposed, 0.200 mm diameter GDI injector was used to spray commercial gasoline in a test chamber at room temperature and atmospheric backpressure. The explored injection pressures were ranged from 5.0 to 20.0 MPa. Cycle-resolved acquisitions of the spray evolution were acquired by a high-speed camera. Contemporarily, the vibro-acoustic response of the injector was evaluated. More in detail, noise data acquired by a microphone sensor were analyzed for characterizing the acoustic emission of the injection, while a spherical loudspeaker was used to excite the spray injection at a proper distance detecting possible fuel spray resonance phenomena.
The transient heat transfer behavior of a real size automotive catalytic reactor has been simulated with OpenFOAM in 1D. The model takes into consideration the gas-solid convective heat transfer, axial wall conduction and heat capacity effects in the solid phase, but also the chemical reactions of CO and C3H6 oxidations, based on simplified Arrhenius and Langmuir-Hinshelwood approaches. The associated parameters have been chosen based on the tuning of experimental data. The impact of different initial catalytic converter temperatures, inlet flow temperatures and inlet flow rates have been quantified, even in terms of overall cumulative emissions. . A dimensional analysis is proposed and dimensionless temperature difference and space-time coordinate are defined. Using this suitably modified coordinates, for the case of negligible axial solid conduction, computed solid temperature at the reactor outlet lay on the typical S-curve.
The modern spark ignition engines, due to the introduced strategies for limiting the consumption without reducing the power, are sensitive to both the detonation and the increase of the inlet turbine temperature. In order to reduce the risk of detonation, the use of dilution with the products of combustion (EGR) is an established practice that has recently was improved with the use of water vapour obtained via direct or indirect injection. The application and optimization of these strategies cannot ignore the knowledge of physical quantities characterizing the combustion such as the laminar flame speed and the ignition delay, both are an intrinsic property of the fuel and are function of the mixture composition (mixture fraction and dilution) and of its thermodynamic conditions. The experimental measurements of the laminar flame speed and the ignition delay available in literature, rarely report the effects of dilution by EGR or water vapor.
Morphology of soot nanoparticles is characteristically complex and 3-dimensional, and plays a defining role in soot-related phenomena. Morphological characterisation of soot is essential to understand the extent of such effects, including harm to human health, and develop strategies to mitigate them. Use of 2D-TEM for characterisation is associated with numerous and significant sources of error and uncertainty related to a 2D-3D information gap. Volume reconstruction by 3D-TEM avoids many of these sources of error, and has been shown in simulation studies to be highly accurate. However, the technique has traditionally been too slow to permit study of enough individual structures to satisfactorily characterise a bulk soot-sample. Similarly, the prevalence of manual image processing in 2D-TEM studies of soot can limit characterisations to as few as 50 individual particles per sample.
The occurrence of cavitation inside injectors is generally undesirable since it can cause material erosion and result in deviations from the expected operating conditions and performance. Previous numerical work employing an injector geometry measured with x-ray diagnostics and operating with a high-volatility straight-run gasoline has shown that: (1) most of the cavitation is generally observed at low needle lifts, (2) needle motion is responsible for asymmetric structures in the internal flow as well as large pressure and velocity gradients that trigger phase transition at the orifice inlets, and (3) cavitation affects the injector discharge coefficient and distribution of injected fuel. To explore the potential for material damage within the injector orifices due to cavitation cloud collapse, the cavitation-induced erosion risk assessment (CIERA) tool has been applied for the first time to the realistic geometry of a heavy-duty injector using the CONVERGE software.