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It has been long established fact that fuel economy is a key driving force of low viscosity gasoline engine oil research and development considered by the original equipment manufacturers (OEMs) and lubricant companies. The development of low viscosity gasoline engine oils should not only focus on fuel economy improvement, but also on the low speed pre-ignition (LSPI) prevention property. In previous LSPI prevention literatures, the necessity of applying Ca/Mg-based detergents system in the engine oil formulations was proposed. In this paper, we adopted a specific Group III base oil containing Ca-salicylate detergent, borated dispersant, Mo-DTC in the formulation and investigated the various effects of Mg-salicylate and Mg-sulfonate on the performance of engine oil. It was found that Mg-sulfonate showed a significant detrimental impact on silicone rubber compatibility while the influence from Mg-salicylate remains acceptable.

Two types of One-Way Clutch (OWC) are commonly used in automotive applications – the roller and the sprag types. Some manufacturers claim the advantages of a different type of OWC having a mechanical diode OWC. The aim of this research is to study the mechanical diode system in order to point out reasons that explain why this configuration is not a spread out system in automotive applications that require lockup functionality. To achieve this objective the research work focuses on the development of 1-D models to simulate system behavior and evaluate product performance against design variables. Improvements to the system are suggested based on the simulation results.

This paper introduces research work on 1-D model of Roots type supercharger with helical gears using 1-D simulation tool. Today, passenger car engine design follows approach of downsizing and the reduction of number of engine cylinders. Superchargers alone or their combination with turbochargers can fulfill low-end demands on engine torque for such engines. Moreover, low temperature combustion of lean mixture at low engine loads becomes popular (HCCI, PCCI) requiring high boost pressure of EGR/fresh air mixture at low exhaust gas temperature, which poses too high demands on turbocharger efficiency. The main objective of this paper is to describe Roots charger features and to amend Roots charger design.

Transient engine operations are modeled and simulated with a 1-D code (GT Power) using heat release and emission data computed by a 3-D CFD code (Kiva3). During each iteration step of a transient engine simulation, the 1-D code utilizes the 3-D data to interpolate the values for heat release and emissions. The 3-D CFD computations were performed for the compression and combustion stroke of strategically chosen engine operating points considering engine speed, torque and excess air. The 3-D inlet conditions were obtained from the 1-D code, which utilized 3-D heat release data from the previous 1-D unsteady computations. In most cases, only two different sets of 3-D input data are needed to interpolate the transient phase between two engine operating points. This keeps the computation time at a reasonable level. The results are demonstrated on the load response of a generator which is driven by a medium-speed diesel engine.

The Lunar Electric Rover (LER), which was formerly called the Small Pressurized Rover (SPR), is currently being carried as an integral part of the lunar surface architectures that are under consideration in the Constellation Program. One element of the LER is the suit port, which is the means by which crew members perform Extravehicular Activities (EVAs). Two suit port deliverables were produced in fiscal year 2008: a 1-g suit port concept evaluator for functional integrated testing with the LER 1-g concept vehicle and a functional and pressurizable Engineering Unit (EU). This paper focuses on the 1-g suit port concept evaluator test results from the Desert Research and Technology Studies (D-RATS) October 2008 testing at Black Point Lava Flow (BPLF), Arizona. The 1-g suit port concept evaluator was integrated with the 1-g LER cabin and chassis concepts.

The problem of testing large gas turbines at full load in the factory has been solved with the construction of a load test facility utilizing a gas turbine compressor as the load absorption device. Design philosophy and features are reviewed, and a summary, of operating experience to date is presented.

Nine identical 40-ft. transit buses were operated on B20 and diesel for a period of two years - five of the buses operated exclusively on B20 (20% biodiesel blend) and the other four on petroleum diesel. The buses were model year 2000 Orion V equipped with Cummins ISM engines, and all operated on the same bus route. Each bus accumulated about 100,000 miles over the course of the study. B20 buses were compared to the petroleum diesel buses in terms of fuel economy, vehicle maintenance cost, road calls, and emissions. There was no difference between the on-road average fuel economy of the two groups (4.41 mpg) based on the in-use data, however laboratory testing revealed a nearly 2% reduction in fuel economy for the B20 vehicles. Engine and fuel system related maintenance costs were nearly identical for the two groups until the final month of the study.

Since 1978, the Agency of Industrial Science and Technology (AIST) of MITI has promoted research and development of “Large-Scale Energy Conservation Technology” popularly known as the “Moonlight Project”. As the first step, “system technology tests” using improved lead acid batteries started at Kansai Electric's Tatsumi Electric Energy Storage System Test Plant on October 1, 1986. The results showed that this system can work not only as a load-leveling apparatus but also as a high-quality power source which can support the utility power system with its load frequency control and voltage regulation capabilities. As the second step of these R&D activities, a 1MW/8MWh sodium-sulfur battery pilot plant was constructed at the same Tatsumi site. On July 11, 1991, 1000 kW× 8H facility, the largest of its type in the world, was completed and started operation. This paper describes the construction experience and operation results of the pilot plant.

Carbon fiber-reinforced plastic (CFRP) is one of the most commonly used materials in the aerospace industry today. CFRP in pre-impregnated form is an anisotropic material whose properties can be controlled to a high level by the designer. Sometimes, these properties make the material hard to predict with regards to how the geometry affects manufacturing aspects. This paper describes eleven design rules originating from different guidelines that describe geometrical design choices and deals with manufacturability problems that are connected to them, why they are connected and how they can be minimized or avoided. Examples of design choices dealt with in the rules include double curvature shapes, assembly of uncured CFRP components and access for non-destructive testing (NDT). To verify the technical content and ensure practicability, the rules were developed by, inter alia, studying literature and performing case studies at SAAB Aerostructures.

The EUROMIR-95 flight was selected as model for the HUBES experiment: a similar duration (135 days), a similar crew (3 men), similar schedule organisation (8 hours work, 8 hours sleep, 8 hours off-duties), similar workload for the crew and the mission control (performance of scientific experiments), similar setup for communication and data processing, and similar layout of the MIR station, as the simulation was performed in the MIR simulator located at the Institute for BioMedical Problems (IBMP) in Moscow. The Scientific Programme of HUBES had been elaborated by integration of 31 experiments from more than 80 research proposals from Principal Investigators from Europe, USA and Russia, in domains of Physiology, Psychology, Operations and Technology.

Because of the size and weight of the various components going into the machine, new approaches were used to solve the practical limitations of manufacturing facilities, shipping clearances, and erection procedures. Although the general appearance of the machine is similar to previous units, there are a number of new design features incorporated in the unit. This paper will be limited to the major design considerations as follows: adaption to stripping two seams of coal simultaneously; dipper with two doors; computerized hydraulic steering maintaining Ackerman correction; double end drive crawlers and belt tensioning; and electrical innovations.

THIS paper deals with the road-test portion of the extensive efforts made during 1937 by the Cooperative Fuel Research Committee to get as precise a correlation as possible between the laboratory knock ratings of automobile fuels and their corresponding ratings in cars on the road. It is anticipated that the comprehensive results of car tests reported here, taken together with the results of the laboratory rating program reported in the companion paper, will serve as the basis of the continuing studies aimed at developing the best possible correlation between road and laboratory knock ratings. Work similar to that reported here has been conducted concurrently in England by the Institution of Petroleum Technologists, using British cars and fuels. An exchange of information between the British and American groups working on this problem is being made.

THE 1940 CFR Road Tests have developed new information that can be used for the development of fuels and engines. Application of the principles worked out in these tests is expected to result in a more efficient utilization of fuel antiknock properties and more effective engine design and adjustment to meet the requisites of current motor fuels. These tests indicate that the ASTM octane number alone, or even a road octane number as determined by methods heretofore widely used, does not give sufficient information for present needs relative to fuel behavior in service. Neither do test methods previously used provide sufficient information concerning the fuel requirements and knocking characteristics of engines. The new methods of approach which have been developed furnish needed information relative to the fuel and engine relationship that heretofore has been obscure, and indicate paths for future developments.

The cooperative road tests carried out during 1941 have added considerable information and experience to that already existing on the subject of road detonation testing. Extensive data were obtained on the fuel requirements of the 1940 and 1941 models of the three most popular cars. Corresponding data were obtained on the knocking characteristics of current gasolines representing the bulk of the sales volume in various parts of the United States. On account of large variations in octane-number requirement among different cars of the same make - due to differences in ignition timing, combustion-chamber deposit, and other causes - and on account of variations in commercial gasolines, it has been necessary to use statistical methods of analysis in the appraisal of fuel and engine relationships. These methods of analysis have been applied in a number of ways, and have proved very useful.

A review of the Pure Oil Performance Trials conducted at Daytona International Speedway are presented. Background information pertaining to conducting of tests, design of the equipment, and instrumentation required for the various events are discussed. The performance trials have evolved into three basic tests -- Economy, Acceleration, and Braking. The objective of the Performance Trials is to provide data that motorists can utilize in evaluating new cars and selecting new models.

A mobile and dispersed power system is necessary for an advanced technological-industrial society. Today's petroleum-based system discharges waste products and heat and is growing exponentially. Energy resource commitment has already intersected “ultimate” low-cost petroleum supplies in the United States and will do so for the world before 2000; this portends major changes and cost increases. The twenty-first century system for mobile-dispersed power will reflect the energy source selected to replace petroleum-for example, coal, solar insolation, or uranium. It will incorporate a fuel intermediate such as methanol, ammonia, or hydrogen, and a suitably matched “engine.” The complete change will require more than 25 years because of the magnitude, fragmentation, structural gaps, complexity, and variety of the mobile-dispersed power system.

A gasoline Road Octane study was conducted by the Coordinating Research Council (CRC) to evaluate the effects of heavy aromatics (C9 and heavier) and ethanol content on Road Octane performance independent of Research Octane Number (RON) and Motor Octane Number (MON). Maximum-throttle and part-throttle Road ON’s were found to be well predicted by equations containing only RON and MON terms. Heavier aromatics were found to have a small adverse effect on both maximum-throttle and part-throttle Road ON independent of its direct effects on RON and MON. The all-car data did not show a significant ethanol-content effect, but eight of the thirty-seven cars did show significant effects for ethanol content.

A program of emission testing and carburetor adjustment to reduce the levels of hydrocarbons and carbon monoxide in the exhaust gases and to demonstrate fuel economy improvements was held in Charlottetown during the week of July 14 to 19, 1980. The program was a co-operative effort of the Centre of Energy Studies of the Technical University of Nova Scotia, the Mobile Sources Division of the Air Pollution Control Directorate, Environment Canada and the Prince Edward Island Energy Corporation. Five hundred and twenty vehicles were tested during the period. The program was well received by the public and indicated that only 32% of the vehicle fleet were within specification when initially tested. A large percentage of these vehicles were satisfactorily adjusted. Mailback record cards were used to obtain an indication of the improved fuel economy. The data suggests that a substantial saving in fuel can be attained through carburetor tuning for low exhaust emissions.

Turbocharging technique will play a fundamental role in the near future not only to improve automotive engine performance, but also to reduce fuel consumption and exhaust emissions both in Spark Ignition and diesel automotive applications. To achieve excellent engine performance for road application, it is necessary to overcome some typical turbocharging drawbacks i.e., low end torque level and transient response. Experimental studies, developed on dedicated test facilities, can supply a lot of information to optimize the engine-turbocharger matching, especially if tests can be extended to the typical engine operating conditions (unsteady flow). Different numerical procedures have been developed at the University of Naples to predict automotive turbocharger compressor performance both under steady and unsteady flow conditions. A classical 1D approach, based on the employment of compressor characteristic maps, was firstly followed.

Two vehicle level test methods were developed that illustrate the relationship between 1st order noise in a cabin, and driveline imbalance contributors. At the launch of a new 2005 4WD sport utility vehicle program, a significant boom noise complaint was observed on many vehicles between 55-70 mph. The full time, electronic actively controlled, torque biasing transfercase was intensely reviewed as a potential source of excessive torque induced imbalance. Testing of the transfercase was performed on imbalance measurement stands, dynamometers, and in the vehicle. The result was the identification of two issues. First was that two internal to the transfercase parts were found to have excessive runout. Second was that there was a lack of vehicle correlation to transfercase imbalance. An extensive effort involving over 50 vehicles of the same model was pursued to find the source of the problem.