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It is expected that the world's energy demand will double by 2050, which requires energy-efficient technologies to be readily available. With the increasing number of vehicles on our roads the demand for energy is increasing rapidly, and with this there is an associated increase in CO₂ emissions. Through the careful use of optimized lubricants it is possible to significantly reduce vehicle fuel consumption and hence CO₂. This paper evaluates the effects on fuel economy of high quality, low viscosity heavy-duty diesel engine type lubricants against mainstream type products for all elements of the vehicle driveline. Testing was performed on Shell's driveline test facility for the evaluation of fuel consumption effects due to engine, gearbox and axle oils and the variation with engine operating conditions.

A predictive model for estimating the fuel saving of “top tier” engine, axle and transmission lubricants (compared to “mainstream” lubricants), in a heavy duty truck, operating on a realistic driving cycle, is described. Simulations have been performed for different truck weights (10, 20 and 40 tonnes) and it was found that the model predicts percentage fuel economy benefits that are of a similar magnitude to those measured in well controlled field trials1. The model predicts the percentage fuel saving from the engine oil should decrease as the vehicle load increases (which is in agreement with field trial results). The percentage fuel saving from the axle and gearbox oils initially decreases with load and then stays more or less constant. This behaviour is due to the detailed way in which axle and gearbox efficiency varies with speed/load and lubricant type.

Previous research on the effects of enhanced ignition systems has produced some conflicting results, possibly related to the various diagnostic methods used. In this investigation, several methods were used to measure the effects on flame development for different spark ignition circuits in quiescent and turbulent premixed gaseous mixtures. Sparks from a standard ignition circuit, typical of automotive use, were compared with sparks from a breakdown ignition circuit and from a plasma jet ignition circuit. It is shown that burning velocity calculation methods based on pressure trace analysis tend to be biased by any effects which provide a more spherical flame growth; particularly by projecting the spark kernel into the mixture away from the spark plug. Thus, the pressure trace-based burning velocity measurements gave false indications when comparing flames growing from dissimilar ignition systems.

Mat material durability data in the form of fragility curves were generated in a critical temperature region for three intumescent mat materials considered for low temperature converter applications. The mat materials were tested in a tourniquet wrap converter configuration employing a cylindrical ceramic substrate. Prior to developing durability data for these mat materials, the test items were subjected to various environmental thermal and/or vibration aging conditions. Mat material fragility data were generated in terms of the dynamic force required to impose prescribed differential motion between the can and substrate, thereby, subjecting the mat material to a dynamic shearing like that expected during resonant excitation. As expected, it was found that the mat material capacity to resist shearing deformation decreased when the test samples were subjected to 36 hours of low temperature thermal cyclic aging.

The FMVSS humidity test, as described in 571.108 S8.7, for forward automotive lamps permits environmental conditions to vary within a given tolerance. Pre-soak conditions of the lamp for the test may vary. The tolerances during the soak portion of the test allow for a +4°C variation (from the initial 38°C environment) and a +10% variation from the initial 90% environment relative humidity. Tolerances during the wind portion of the test allow for a +4°C variation (from the initial 23°C environment), a +10% variation from the initial 30% environment relative humidity, and a -0.153 m/s (-30 ft/min) variation from the initial 1.68 m/s (330 ft/min) airspeed setting. Utilizing a climate control wind tunnel, this study demonstrates that the tolerances on the environmental test conditions will produce substantial test result variation. The discussion emphasizes the best environmental condition to minimize time to clear condensation for a particular automotive lamp.

The removal of Carbon Dioxide (CO2) from the atmosphere of a Royal Naval submarine should it suffer a distressed submarine (DISSUB) condition would be achieved by the use of canisters containing soda lime. The canisters are fitted to an absorption unit where air is drawn through the canister by the means of an electrically powered fan and is thus an “active” system. A recent review of laboratory trials data has indicated that when operated at either low temperature or high ambient pressure there is a reduction in the useful CO2 absorption rate and capacity of the canister. The loss of absorptive capacity reduces the time available for effective atmosphere purification and could lead to the submarine crew being forced to escape earlier than anticipated. To allow an accurate prediction of the canisters absorption capacity and effective duration in realistic DISSUB scenarios more data was required.

This paper addresses the effect of environmental humidity and temperature on friction level and squeal noise propensity of friction materials when measured in dynamometers at laboratory controlled test conditions. The present work investigates the influence of the environment conditions on the result of noise and friction evaluation of friction material for disc brakes. The relationship among environmental conditions and squeal noise propensity has been studied before by a few authors [1] and is still an open issue when concerns to standard evaluation performed at laboratory controlled conditions. The effect of two main environmental properties for dynamometer testing, cooling air temperature (between 10 and 30°C) and humidity (between 25 to 85%), on friction level and noise were evaluated using a front disc brake. A test matrix, based on SAE J2521, was developed to adequately evaluate these two variables separately into a NVH environmental chamber equipped dynamometer.

There have been persistent, unexplained unitized wheel seal leakers in commercial vehicles. These leakers occur regardless of seal design or manufacturer. A study of these leakers concludes that stressed EP gear lubricants in combination with water can cause excess wear of unitized seal components. This paper describes the investigation into seal leak causes, duplication of the phenomenon in the laboratory, and suggestions for remedial action.

Abstract Equal-channel angular pressing (ECAP) is among the most applicable severe plastic deformation processes used to fabricate ultrafine-grained materials with superior mechanical properties. In this work, a commercial purity aluminum has been processed via ECAP process up to four passes. The influence of ECAP routes (A and Bc) on the mechanical properties of the material and its grain size was investigated. Microstructural observations of the as-annealed and the rods processed via ECAP were undertaken using optical microscopy. Hardness profiles and contour maps of sections cut perpendicularly and parallel to the load direction were assessed to investigate the effect of ECAP processing on the hardness distribution across the deformed rods. Compressive properties of the rods were also examined. In addition, digital images correlation was used to display the stress distribution along the longitudinal section of the processed sample during the compression test.

Since ethanol is a renewable source of energy and it contributes to lower CO2 emissions, ethanol produced from biomass is expected to increase in use as an alternative fuel. It is recognized that for spark ignition (SI) engines ethanol has advantages of high octane number and high combustion speed and has a disadvantage of difficult startability at low temperature. This paper investigates the influence of ethanol fuel on SI engine performance, thermal efficiency, and emissions. The combustion characteristics under cold engine conditions are also examined. Ethanol has high anti-knock quality due to its high octane number, and high latent heat of evaporation, which decreases the compressed gas temperature during the compression stroke. In addition to the effect of latent heat of evaporation, the difference of combustion products compared with gasoline further decreases combustion temperature, thereby reducing cooling heat loss.

The effect of low level ethanol fuel on the power and emissions characteristics was studied in a small, mass produced, carbureted, spark-ignited, Briggs and Stratton Vanguard 19L2 engine. Ethanol has been shown to be an attractive renewable fuel by the automotive industry; having anti-knock properties, potential power benefits, and emissions reduction benefits. With increasing availability and the possible mandates of higher ethanol content in pump gasoline, there is interest in exploring the effect of using higher content ethanol fuels in the small utility engine market. The fuels in this study were prepared by gravimetrically mixing 98.7% ethanol with a balance of 87 octane no-ethanol gasoline in approximately 5% increments from pure gasoline to 25% ethanol. Alcor Petrolab performed fuel analysis on the blended fuels and determined the actual volumetric ethanol content was within 2%.

Ethanol is becoming more popular as a fuel component for spark-ignited engines. Ethanol can be used either as an octane enhancer of low RON gasoline or splash-blended with gasoline if a single injector is used for fuel injection. If two separate injectors are used, it is possible to inject gasoline and ethanol separately and the addition of ethanol can be varied on demand. In this study, the effect of the ethanol injection strategy on knock suppression was observed using a single cylinder engine equipped with two port fuel injectors dedicated to each side of the intake port and one direct injector. If the fuel is injected to only one side of the intake port, it is possible to form a stratified charge. The experiment was conducted under a compression ratio of 12.2 for various injection strategies.

Direct injection spark ignition engines represent an effective technology to achieve the goal of carbon dioxide emission reduction. Further reduction of the carbon footprint can be achieved by using carbon-neutral fuels. Oxygenated alcohols are well consolidated fuels for spark ignition engines providing also the advantages of knock resistance and low soot tendency production. Methanol and ethanol are possible candidates as alternative fuels to gasoline due to their similar properties. In this study a blend at 25 % v/v of ethanol in gasoline (E25) and a blend with 80% gasoline, 5 % v/v ethanol and 15% v/v of methanol (GEM) were tested. These blends were considered since E25 is already available at fuel pump in some countries. The GEM blend, instead, could represent a valid alternative in the next future. Experiments were carried out on a high performance, turbocharged 1.8 L direct injection spark ignition engine over the Worldwide Harmonized Light Vehicles Test Cycle.

The motor gasoline on which Brazilian vehicles run is in fact a “gasohol” composed of gasoline and a variable amount of 19 to 25 % volume of anhydrous ethanol. The oxidation of the hydrocarbon portion of this mixture is accelerated by the presence of oxygen, light and temperature, but its speed is primarily dependent on its composition. This paper examines the ethanol effect on gasoline oxidation stability, based on experimental work carried out in PETROBRAS laboratories to evaluate gasolines with and without ethanol. The chemical composition of the collected samples were analysed by GC/MS for hydrocarbon types (PIANO), sulfur and nitrogen content by X-ray fluorescence and other properties. The effect of the oxygenate on gasoline stability was evaluated by measuring the washed gum, color degradation and insolubles formed during aging up to 24 weeks at ambient temperature (Rio de Janeiro, 13 to 41 °C, average 25°C) and 43°C, as well as by the 4-hour potential gum test.

The effect of different coolants on common hose and seal formulations currently in use in heavy-duty engines has been studied. Water, ethylene glycol, and methoxypropanol coolants have been studied in contact with seven different types of elastomers. A brief discussion of the theory behind rubber swell is presented, as are laboratory and field test data. The data indicate that seasonal failure of hoses and seals may be caused by a sudden change in the composition of the coolant.

A typical high-pressure hose assembly consists of hose made with synthetic polymer braids and Teflon tube crimped with metallic fittings. These hose assemblies are mainly used for aircraft landing gear application considering its high-pressure sustenance and better flexibility. The proposed study investigates the effect of thermo-mechanical stress generated due to cyclic soaking and flexibility testing at thermostatic subzero (-65°F) and high temperature (+275°F) on performance of high-pressure hose assembly. This effect is further studied through hose tear-down which was envisioned to investigate the hose layer degradation and focused on changes in inner PTFE tube, which ultimately leads to product performance issues. Keywords: braids, tear down analysis, thermo-mechanical, inter-layer abrasion.

Exhaust Gas Recirculation (EGR) coolers are widely used on diesel engines to reduce in-cylinder NOx formation. A common problem is the accumulation of a fouling layer inside the heat exchanger, mainly due to thermophoresis that leads to deposition of particulate matter (PM), and condensation of hydrocarbons (HC) from the diesel exhaust. From a recent investigation of deposits from field samples of EGR coolers, it was confirmed that the densities of their deposits were much higher than reported in previous studies. In this study, the experiments were conducted in order to verify hypotheses about deposit growth, especially densification. An experimental set up which included a custom-made shell and tube type heat exchanger with six surrogate tubes was designed to control flow rate independently, and was installed on a 1.9 L L-4 common rail turbo diesel engine.

Over the years, many studies have examined the natural gas flame characteristics with either CO2, H2O, or N2 dilution in order to investigate the exhaust gas recirculation (EGR) effect on the performance of natural gas vehicles. However, studies analyzing the actual EGR concentration are very scarce. In the present study, spherically expanding flames were employed to investigate the EGR effect on the laminar flame speed (LFS) and the burned gas Markstein length (Lb) of premixed CH4/air flames at 373 K and 3 bar. The EGR mixture was imitated with a mixture of 9.50% CO2 + 19.01% H2O + 71.49% N2 by mole. EGR ratios of 0%, 5%, 10%, and 15% were tested. Experimental results show that LFS values are lowered by 20-23%, 38-43% and 53-54% due to 5%, 10% and 15% EGR, respectively. Additionally, it was observed that Lb values slightly increase at high equivalence and EGR ratios, where CH4 flames are more stable and more stretched.

A number of tests were conducted on a 2.5 litre, high-speed, direct-injection diesel engine running at various loads and speeds. The aim of the tests was to gain understanding which would lead to more effective use of exhaust gas recirculation (EGR) for controlling exhaust NOx. In addition to exhaust emission measurements, extensive in-cylinder sampling of combustion gases was carried out using a fast-acting, snatch-sampling valve. The results showed that the effectiveness of EGR in suppressing NOx was enhanced considerably by intercooling the inlet charge and by cooling the EGR. A companion paper (SAE 960841) deals with the effects of EGR on soot formation and emission [1].

Primary energy source such as fossil fuel keep decreasing due to various kind of usage. According to less amount of the fossil fuel, human seeks for an alternative fuel source such as alcohol. Alcohol like ethanol can be produced easily from strarchy plant. But using alcohol as blended fuel with diesel fuel doesn't work well because alcohol has low cetane number, lack of lubricity and very low miscibility with diesel fuel. To overcome this, fumigation system or port fuel injection of alcohol seems interesting. Although it requires more complicate system but it can compensate the miscibility issue and alcohol can be used in higher dose to give more energy. Diesel engine produces a lot of emission such as NOx and some other carbon content emission like HC, CO and soot due to they run in lean condition as their characteristic. Modern diesel engines are now coupled with exhaust gas recirculation system to help reduce in main emission like NOx.