Browse Topic: Life cycle analysis

Items (402)

2024-01-3592

11/15/2024

ABSTRACT Rubber tracks are now extremely competitive for vehicles up to 50 tons and fully fielded on 39 ton vehicles. They represent the best of what technology can offer for tracked vehicles, in terms of high durability, performance and low life cycle cost. This is mainly attributed to the optimization through the five (5) technological tools described in this paper. Better from its numerous distinctive advantages, rubber tracks can be adapted to suit virtually any specific need. This ductile rubber track technology can be shaped to match today’s requirements, with the help of advanced rubber compounding and computer simulations.

Marcotte, Tommy

Exploring the Benefits of Karanja-Oil-Derived Biodiesel-Water Emulsion as a Potential Fuel for Diesel Engines Operated with High-Pressure Fuel Injection Systems

03-17-01-0003

7/21/2023

Abstract Biodiesel is a suitable alternative to diesel because of its carbon neutrality, renewability, lubricity, and lower pollutant emissions. However, extensive research indicates higher oxides of nitrogen (NOx) emissions with biodiesel. A practical method to combat this problem is utilizing water and biodiesel as emulsions. The effect of biodiesel-water emulsion in high-pressure fuel injection systems is not fully explored in the existing literature. The present study addresses this research gap by utilizing biodiesel-water emulsions in a modified light-duty diesel engine. The governor-controlled injection system was adapted to a fully flexible electronic system capable of high-pressure injection. Unlike other literature studies, the fuel injection timings were optimized with biodiesel-water emulsions to maximize brake thermal efficiency (bte) at every load condition. In a novel attempt, the biodiesel source, i.e., raw Karanja oil (RKO), a triglyceride, was utilized as the surfactant to stabilize the biodiesel-water emulsions containing 6%, 12%, and 18% water. The emulsions reduced the ignition delay and cylinder pressures, with less-intense premixed combustion and a more significant diffusion phase combustion than biodiesel. The emulsions also present a delayed combustion phasing following the injection timing trends. Among the tested emulsions, at 5.08 bar brake mean effective pressure (BMEP), 18% biodiesel-water emulsion resulted in an 18% reduced brake specific fuel consumption (bsfc), 5% increase in bte, 30% and 7% mitigation in NOx and smoke levels, with an increase of 10% and 28% for unburned hydrocarbon (HC) and carbon monoxide (CO) emissions.

Gowrishankar, Sudarshan, Krishnasamy, Anand, Aidhen, Indrapal Singh

Oxymethylene Ethers: Quantifying the Effect of Fuel Chain Length and Water Emulsification on Emissions and Combustion in a Heavy-Duty Diesel Engine via Linear Regression Analysis

04-14-03-0009

8/19/2021

Due to the nature of diffusive combustion, diesel engines display a distinct trade-off between nitrogen oxide (NOX) and particulate matter (PM). Since emission regulations become ever stricter, the relevance of dissolving this trade-off increases steadily as it hinders engine development from achieving ultralow emission levels. Seeking new opportunities to approach the problem, the modification of fuel properties has gained much attention. In particular, oxygenated fuels reduce particle emissions drastically, while having little adverse impact on NOX. Similarly, water (H2O) emulsification of diesel is commonly reported to reduce both NOX and PM. Both methods appear very promising, yet only few investigations were conducted in an effort of combing the benefits of the two. With this work, the authors provide a detailed study on combustion and emissions for both neat oxymethylene ethers (OME2-OME5) and an H2O-emulsified OME mixture (OMEmix). By varying injection pressure and fuel properties (i.e., fuel chain length/H2O fraction in OMEmix) separately, the sole impact of altered fuel on the investigated measurands (NOX, carbon dioxide [CO2], combustion speed, cylinder pressure, heat release) could be distinguished and quantified on the basis of a linear regression analysis. It was found that the impact of fuel properties does not interact with varied operating conditions (i.e., rail pressure); thus the impact of altered fuel (chain length, H2O content) onto the measurands is nearly constant. With respect to NOX, the effect of increased fuel chain length (−0.73 g/kWhi with an increase in chain length of one) was found to be approximately twice as pronounced when directly compared with increasing H2O concentration (−0.41 g/kWhi with a 1% increase in H2O share). It was found that CO2 emissions are directly correlating to a rising fuel chain length (approx. +23 g/kWhi with an increase in chain length of one). The latter also affects the combustion process (i.e., combustion speed, max. heat release, max. cylinder pressure) in near-linear correlation. Contrary to the impact of neat OMEn chain length, an additional H2O share in OMEmix barely affected the combustion process.

Dworschak, Patrick, Härtl, Martin, Wachtmeister, Georg

7.0.109 - Hardware and Combustion Optimization Strategy to Reduce Engine Out Emissions for BS V Limits

SAE-PP-002852/4/2021

With growing need for air quality improvement the emission norms are becoming stringent than ever, triggering a challenge for OEMs. This is because selection of appropriate technology to meet stringent emission standard and engine performance has to be ensured with improved fuel efficiency, and control cost. To comply with future emission standards, intensive efforts are required to optimize the overall engine out emissions with reduce dependency on exhaust after treatment systems. This paper highlights about strategies employed in developing BS V emissions compliant engine for SUV application. The authors have assumed the limits of EURO 5 emission norms as equivalent to BS5 for this purpose. An existing BS IV compliant engine is selected as a base engine and engine out emission targets were defined considering certain conversion efficiency for the after treatment system. By tuning the air system, EGR system and injection system appropriately, it was possible to reduce the engine out NOx and particulate emission by up to 26% and 35% respectively by keeping the same Co2 levels.

Lname, Fname

Eco-profiling of Bio-epoxies via Life cycle Assessment

SAE-PP-002312/3/2021

Epoxies, synthesized from bisphenol-A (BPA) and epichlorohydrin (ECH), are predominantly used as coatings, adhesives, and as matrix material in fiber-reinforced composites for body-in-white (BiW) applications in the automotive sector. However, given the production of conventional epoxies from non-renewable petroleum resource and toxicity of BPA, several initiatives have been undertaken by researchers to synthesize alternative epoxies from various bio-sources that are free of BPA and exhibit similar mechanical performance. As a result, such bio-sourced epoxies are almost immediately termed as “eco-friendly”, despite the lack of comprehensive evaluation of their ecological performance that takes into account enhanced natural resource usage and associated impacts accompanying such epoxies. Hence, this work aims at addressing this gap by evaluating the environmental impacts of such bio-sourced epoxies via cradle-to-gate life cycle assessment to determine the genuine credentials of their ecofriendliness. Epoxies synthesized from three different bio-sources – namely, bark extractives, lignin, and triglyceride – were chosen, to evaluate their ecological performance. ReCiPe midpoint and endpoint methods were used to evaluate these epoxies in accordance with ISO 14040 and 14044 standards. Among the three bio-epoxies, lignin-based epoxy exhibits poor eco-performance mainly due to the use of large amount of chemicals during extraction of lignin, involving delignification and valorization. On the contrary, bio-epoxy synthesized from triglycerides were found to be eco-friendly compared to other bio-epoxies. All bio-epoxies are observed to contribute significantly to toxicity-related categories, mainly due to higher electricity consumption during both epoxy synthesis and manufacturing processes. Overall, this work sheds light on various avenues for synthesizing truly sustainable epoxies that exhibit mechanical performance comparable to their conventional counterparts.

Anthony, Lindsay, Jackson, Alyssa

A Comparative Life Cycle Assessment of Magnesium Front End Autoparts: A Revision to 2010-01-0275

SAE-PP-001851/29/2021

The Magnesium Front End Research and Development (MFERD) project under the sponsorship of Canada, China, and USA aims to develop key technologies and a knowledge base for increased use of magnesium in automobiles. The primary goal of this life cycle assessment (LCA) study is to compare the energy and potential environmental impacts of advanced magnesium based front end parts of a North American-built 2007 GM-Cadillac CTS using the current steel structure as a baseline. An aluminium front end is also considered as an alternate light structure scenario. A “cradle-to-grave” LCA is conducted by including primary material production, semi-fabrication production, autoparts manufacturing and assembly, transportation, use phase, and end-of-life processing of autoparts. This LCA study was done in compliance with international standards ISO 14040:2006 [1] and ISO 14044:2006 [2]. While weight savings result in reductions of energy use and climate change emissions during the use phase of the car, the impacts of autoparts manufacturing and end of life recycling phases of lightweight autoparts designs are substantial as well. Pathways for improving sustainability of magnesium use in automobiles through material management and technology improvements including recycling are also discussed. Mg lightweight designs contribute to the largest use phase total primary and climate change savings over the vehicle's life time. Sustainably manufactured and recycled large magnesium structural parts can provide environmental benefits in terms of climate change emissions and consequently energy use vis-à-vis steel within the expected life of the vehicle. Overall, the aluminum lightweight design showed the best breakeven vehicle distance travelled from primary energy use and climate change perspectives within the vehicle's life time.

Mutagaana, Festo

A Study of the Effect of Weather Data and Other Assumptions on MAC LCCP

2020-01-01524/14/2020

Average temperatures on Earth have been on the rise due to excessive emission of man-made carbon dioxide (CO2). These emissions include contributions from automobiles and their air-conditioners, or mobile air-conditioners (MACs). The Improved Mobile Air Conditioner Greenhouse Gas Life Cycle Climate Performance (IMAC-GHG-LCCP) tool is used to analyze the life cycle climate performance (LCCP) of a MAC system and calculates the resultant total lifetime CO2-equivalent (CO2e) emissions for the vehicle. The IMAC-GHG-LCCP tool is an adaptation and improvement of the automotive LCCP standard, GREEN-MAC-LCCP (Global Refrigerants Energy & Environmental-MAC-LCCP) with a focus on simplicity and ease-of-use. The user has the option to choose which refrigerants to analyze, driving parameters/drive cycle, cities for comparison, and power consumption of the MAC system. The tool uses the latest weather data for the emissions calculations. The method used to bin temperature data has an impact on the CO2 emissions calculated by the tool. Previous versions used average temperatures for each hour of each month to develop temperature bin percentages. The newest version of the tool bins the weather data according to the frequency each city experiences each 10-degree temperature bin. The change in weather data binning methodology has shown a change in reported CO2e emissions. An updated analysis of the impact of internal heat exchangers has been included, showing the impact of updated weather data binning on the results. Additionally, a sensitivity analysis was conducted using the tool, showing that the vehicle lifetime, driving time, and driving distance have the largest impact on MAC LCCP.

Rhoads, Adam

Eco-profiling of Bio-epoxies via Life Cycle Assessment

13-01-01-00033/25/2020

Epoxies, synthesized from bisphenol-A (BPA) and epichlorohydrin (ECH), are predominantly used as coatings, adhesives, and matrix material in fiber-reinforced composites for body-in-white (BiW) applications in the automotive sector. However, given the production of conventional epoxies from nonrenewable petroleum resource and toxicity of BPA, several initiatives have been undertaken by researchers to synthesize alternative epoxies from various bio-sources that are free of BPA and exhibit similar mechanical performance. As a result, such bio-sourced epoxies are almost immediately termed as “ecofriendly,” despite the lack of comprehensive evaluation of their ecological performance that takes into account enhanced natural resource usage and associated impacts accompanying such epoxies. Hence, this work aims at addressing this gap by evaluating the environmental impacts of such bio-sourced epoxies via cradle-to-gate life cycle assessment (LCA) to determine the genuine credentials of their ecofriendliness. Epoxies synthesized from three different bio-sources - namely, bark extractives, lignin, and triglyceride - were chosen so to evaluate their ecological performance. ReCiPe midpoint and endpoint methods were used to evaluate these epoxies in accordance with ISO 14040 and ISO 14044 standards. Among the three bio-epoxies, lignin-based epoxy exhibits poor eco-performance mainly due to the use of large amount of chemicals during extraction of lignin, involving delignification and valorization. On the contrary, bio-epoxy synthesized from triglycerides was found to be ecofriendly compared to other bio-epoxies. All bio-epoxies are observed to contribute significantly to toxicity-related categories, mainly due to higher electricity consumption during both epoxy synthesis and manufacturing processes. Overall, this work sheds light on various avenues for synthesizing truly sustainable epoxies that exhibit mechanical performance comparable to their conventional counterparts.

Kousaalya, Adhimoolam Bakthavachalam, Iyer, Rakesh Krishnamoorthy, Pilla, Srikanth

Fuel Cell Vehicles: An Opportunity for China's Greenhouse Gas Reduction

2019-01-226312/19/2019

Fuel cell vehicle and battery electric vehicle are two environmentally benign vehicle technology types possibly meeting the zero-emission regulations in the future. The premise is they can achieve parity with conventional vehicle both environmentally and economically. Besides, it is necessary to distinguish which technology is more suitable in China's current and future context. This paper compares their cost-effectiveness for reducing greenhouse gas emissions, examining the life-cycle greenhouse gas emissions of conventional gasoline vehicle, battery electric vehicle and fuel cell vehicle in China's energy context under three different scenarios. The results indicate that under the 500km drive range, fuel cell vehicles are less competitive than battery electric vehicles currently. Fuel cell vehicles generate much more greenhouse gas emissions than battery vehicles and conventional gasoline vehicles. While with the optimization of energy context, fuel cell vehicles can gain competitiveness with battery electric vehicles in terms of greenhouse gas emissions, and with mass production as well as fuel cell system cost reduction, fuel cell vehicles can realize a better cost-effectiveness. Based on this analysis, it is recommended that the energy context should be optimized before deploying the fuel cell vehicles on a large scale in China. Technology enhancement both in hydrogen production and fuel cell, as well as manufacture optimization for fuel cell systems are equally essential in improving its cost-effectiveness.

Mu, Zhexuan, Hao, Han, Liu, Zongwei, Zhao, Fuquan

Effect of Alternative Fuels on Marine Engine Performance

2019-01-2230

12/19/2019

Marine transportation sector is highly dependent on fossil-based energy carriers. Decarbonization of shipping can be accomplished by implementing biobunkers into an existing maritime fuel supply chain. However, there are many compatibility issues when blending new biocomponents with their fossil-based counterparts. Thus, it is of high importance to predict the effect of fuel properties on marine engine performance, especially for new fuel blends. In the given work, possible future solutions concentrated on liquid fuels are taken into account. Under consideration are such fuels as biodiesel (FAME), hydrotreated vegetable oil (HVO), straight vegetable oil (SVO), pyrolysis oil, biocrude, and methanol. Knowledge about the behavior of new fuel in an existing engine is notably important for decision makers and fuel producers. Hence, the main goal of the present work is to create a model, which can predict the engine performance from the end-user perspective. For the purpose of modeling, only the latest research on marine fuels is taken into account. In the current approach, results from a representative measurement set-up are compared in order to create a uniform model. As a result, all the provided data are expressed in relative changes in reference to standard marine fuel – heavy fuel oil (HFO). The modeling Is performed by means of multilinear regression and accuracy of the model is relatively high, with a coefficient of determination over 0.9. The outcomes provide a prediction of final engine performance for the specified fuel blend. Knowing the final properties of fuel (such as calorific value, density, viscosity), it is attainable to estimate fuel consumption, carbon dioxide emissions and determine possible fuel compatibility issues. Moreover, the model enables estimation of carbon dioxide (CO2) tailpipe emissions, which should be included in the whole Life Cycle Analysis (LCA) while assessing the renewability index of the fuel.

Wojcieszyk, Michal, Kroyan, Yuri, Larmi, Martti, Kaario, Ossi, Zenger, Kai

Life Cycle Assessment of a Passenger Vehicle to Analyze the Environmental Impacts Using Cradle to Grave Approach

2019-28-258111/21/2019

Climate change is primary driver in the current discussions on CO2 reduction in the automotive industry. Current Type approval emissions tests (BS III, BS IV) covers only tailpipe emissions, however the emissions produced in upstream and downstream processes (e.g. raw material sourcing, manufacturing, transportation, vehicle usage, recycle phases) are not considered in the evaluation. The objective of this project is to assess the environmental impact of the product considering all stages of the life cycle, understand the real opportunities to reduce environmental impact across the product life cycle. As a part of environmental sustainability journey in business value chain, lifecycle assessment (LCA) technique helps to understand the environmental impact categories. To measure overall impact, a cradle to grave approach helps to assess entire life cycle impact throughout various stages. LCA is a technique to assess environmental impacts associated with all the stages of a product's life from raw material extraction through materials processing, manufacture, distribution, use, repair and maintenance, disposal or recycling. A study was conducted on a passenger vehicle for life cycle assessment as per ISO 14040 and ISO 14044. Data has been collected from various sources for this study. This technique evaluates impact of all the stages in manufacturing a vehicle till vehicle reached its end of life. This analysis helps conduct environmental cost benefit analysis and comparison between various choices for existing materials processes, product. This study gave a comparative analysis of various material choices and processes available to make same components and assemblies by analyzing material composition for complete vehicle. Study for complete life cycle with service life use of 300,000 km, maximum impacts like global warming potential, human toxicity, eutrophication and acidification potential occurred during the use phase followed by manufacturing phase and end of life phase. Data for actual environment impact for processes and material for product under study need to be considered from global data base where actual data is not available. This study helped to assess extent of various environmental impact like GWP, water consumption, acidification potential, ozone depleting potential etc., with only soft data collected from various internal stakeholders without making actual parts or vehicles. LCA helps in design improvements, right material selection, high impact processed to be focused upon. Thus, life cycle assessment can be used as an effective tool to provide sound knowledge on environmental impacts of product and help in environmentally sound decision making.

Lalwani, Rahul, N, Saravanan, Veeraputhiran, Arunmozhi, D, IlavarasIi

Performance and Emissions of an Ammonia-Fueled SI Engine with Hydrogen Enrichment

2019-24-01379/9/2019

While the optimization of the internal combustion engine (ICE) remains a very important topic, alternative fuels are also expected to play a significant role in the reduction of CO2 emissions. High energy densities and handling ease are their main advantages amongst other energy carriers. Ammonia (NH3) additionally contains no carbon and has a worldwide existing transport and storage infrastructure. It could be produced directly from renewable electricity, water and air, and is thus currently considered as a smart energy carrier and combustion fuel. However, ammonia presents a low combustion intensity and the risk of elevated nitrogen-based emissions, thus rendering in-depth investigation of its suitability as an ICE fuel necessary. In the present study, a recent single-cylinder spark-ignition engine is fueled with gaseous ammonia/hydrogen/air mixtures at various hydrogen fractions, equivalence ratios and intake pressures. A small hydrogen fraction is used as combustion promoter and might be generated in-situ through NH3 catalytic or heat-assisted dissociation. The in-cylinder pressure and exhaust concentrations of selected species are recorded and analyzed. Results show that ammonia is a very suitable fuel for SI engine operation, since high power outputs could be achieved with indicated efficiencies higher than 37% by taking advantage of the promoting effects of supercharging and hydrogen enrichment around 10% by volume. High NOx and unburned NH3 exhaust concentrations were also observed under fuel-lean and fuel-rich conditions, respectively. While hydrogen enrichment promotes the NH3 combustion efficiency and helps reducing its exhaust concentration, it has a promoting effect on NOx formation, assumedly due to higher flame temperatures. Therefore, it is recommended to take advantage of the simultaneous presence of exhaust heat, NOx and NH3 in a dedicated after-treatment device to ensure the economic and environmental viability of future ammonia-fueled engine systems.

Lhuillier, Charles, BREQUIGNY, Pierre, Contino, Francesco, Rousselle, Christine

Life Cycle Analysis to Estimate the CO2-Equivalent Emissions from MAC Operation

J2766_201908 (Current)

8/6/2019

This recommended best practice outlines a method for estimating CO2-equivalent emissions using life cycle analysis.

Interior Climate Control Vehicle OEM Committee

Enabling Technology for Sustainment of Navy Aircraft Structures

F-0075-2019-14601

5/13/2019

The Structures Division at the Naval Air Systems Command (NAVAIR) continues to support capital investment in enabling technologies for sustainment of our aircraft which will lower total life cycle costs, ensure safety, and increase operational readiness. This paper presents a general overview of the major improvements which have been made in the area of Structural Health and Usage Management (SHUM), including: usage severity monitoring via regime recognition (RR), gross weight and center of gravity (GW/CG) estimation, local/global damage detection, environmental effects monitoring, damage alleviation, prognostication, and individual asset/component tracking (IAT). Advances in structural analyses have been made in the accuracy of predicted rotorcraft loads using coupled rotor and fuselage interactions. Innovative approaches to fatigue testing at both the component and full scale airframe levels will allow for more accurate introduction of vibratory loading content from operation, reveal failure modes, and improve fatigue life predictions. Additive manufacturing (AM) of fly-away aircraft parts and the standardization of cold spray repair applications present unique qualification challenges and benefits to the warfighter.

Semidey, Roberto, Glucksman-Glaser, Mark, Phan, Nam

Should We Walk or Take a Car for Minimum Greenhouse Gas Emissions?

2019-01-09964/2/2019

This paper compares the greenhouse gas (GHG) emissions attributed to driving a popular production vehicle powered by an internal combustion engine (ICE), as well as a hybrid electric vehicle (HEV), with GHG emissions associated with walking, running and bicycling. The purpose of this study is to offer a different perspective on the problem of global warming due to anthropogenic causes, specifically on transportation and eating patterns. In order to accurately estimate emissions, a full life cycle of food has been considered coupled with energy expenditures of the aforementioned activities obtained from several different sources and averaged for more reliable results. The GHG emissions were calculated for Sweden, the UK, and the US. Depending on the availability of certain data, the methodology for different countries was altered slightly. The question whether walking, running or taking a bicycle is better for the environment than driving a car cannot be answered uniquely. This study demonstrates that the answer depends on several factors, such as diet composition, the number of people commuting, vehicle powertrain, as well as the country analyzed. The conclusion is that if one has an eco-friendly diet and travels alone the preferred modes of transport would be bicycling, walking and running, the cleanest of which by far is bicycling. However, if the diet has a higher CO2 footprint, as in the case of diets containing a large amount of meat and/or imported products, then the preference shifts towards cars, among which the most environmentally friendly are hybrid electric vehicles. The same conclusion applies to the cases where the number of people commuting together exceeds two-three persons.

Babayev, Rafig, Johansson, Bengt

Development of a Tool for Estimating the Life Cycle Climate Performance of MAC Systems

2019-01-06114/2/2019

Climate change is a global issue affecting every industry. Automotive companies have been working to address this issue by reducing the greenhouse gas emissions of their vehicles. EPA has encouraged this by providing incentives in the Greenhouse Gas Emissions Rule of 2009. Improving the efficiency of MACs (mobile air conditioning systems) is part of this effort. Life-cycle climate performance (LCCP) is a comprehensive metric for estimating the greenhouse gases emissions produced by the construction, operation, and end-of-life recycling of a vehicle MAC (Mobile Air Conditioning) system. Many companies and organizations have conducted LCCP for their vehicles using various software tools. The IMAC-GHG-LCCP (Improved Mobile Air Conditioning related to Green-House-Gas LCCP) model is a new comprehensive software tool that follows a similar approach as the current automotive LCCP modeling standard, GREEN-MAC-LCCP ([Global Refrigerants Energy & Environmental Mobile Air Condition LCCP), but with a focus on simplicity and ease-of-use. The tool has added support for water plumbing, multiple evaporators and chillers, electric compressors and user-defined refrigerants. Vehicle usage data for each city including vehicle lifetime, driving distance, and driving duration are open for user edit. Inputs to the software include refrigerant leakage data, MACs capacity and power consumption data, vehicle component mass data, fan data, updated weather data, and drive cycle data to calculate the indirect and direct CO2-equivalent emissions for a given vehicle in each selected city. Curve fits of the cooling capacity and power consumption are used to estimate the performance of the MAC at a range of different engine/vehicle speeds and ambient conditions. The emissions of the vehicle at each time step of the selected drive cycle are calculated. A results report provides the calculated direct and indirect emissions for each city. A model example estimating the effects of improving the efficiency of the MAC system on the direct and indirect emissions of a vehicle is presented.

Rhoads, Adam, Hill, William

Process for Assessment and Mitigation of Early Wearout of Life-Limited Microcircuits

ARP6338A (Current)2/8/2019

This document is intended for use by designers, reliability engineers, and others associated with the design, production, and support of electronic sub-assemblies, assemblies, and equipment used in AADHP applications to conduct lifetime assessments of microcircuits with the potential for early wearout; and to implement mitigations when required; and by the users of the AADHP equipment to assess those designs and mitigations. This document focuses on the LLM wearout assessment process. It acknowledges that the AADHP system design process also includes related risk mitigation and management; however, this document includes only high-level reference and discussion of those topics, in order to show their relationship to the LLM assessment process.

APMC Avionics Process Management

New Approaches to Lube Oil Consumption Measurement Based on the Tracer Method

2019-01-00771/15/2019

In the research and development of internal combustion engines, there are several drivers for developing an accurate online lube oil consumption (LOC) measurement system. Lube oil consumption is considered to be a root cause of hydrocarbon and particle emissions and lubricating oil autoignition. It also negatively influences the life cycle cost for engine operators. Highly accurate measurement of lube oil consumption must be possible before it can be reduced - or rather optimized - to levels stakeholders will require in the future. State-of-the-art methods such as gravimetric and volumetric measurements are not fully satisfactory for several reasons. Generally, offline LOC measurement is no longer suitable for fast and accurate measuring cycles, oil condition monitoring and wear monitoring. At present, tracer methods are considered to be the most promising approach. However, current tracer methods have their downsides as well. This paper will first discuss the advances, optimizations and remaining challenges of state-of-the-art tracer methods. Next, it will examine a novel approach that uses a newly developed tracer and measurement setup based on the stable isotope deuterium. While tests have confirmed the efficacy of this approach, improvements are still being made. Oil consumption measurements are conducted offline and online on both passenger car and truck engines at the engine test bench and compared to the results of the SO2 tracer method. Friction measurement data and oil consumption measurement will provide a comprehensive tribological assessment of these engines. Furthermore, the process of spiking the engine oil with the tracer, its challenges and potentials will be discussed. In conclusion, the outlook will show that further optimization of the oil spiking process and the long-term stability of the tracer in the oil in particular are required before the method can be applied cost-effectively to large engines.

Rossegger, Bernhard, Schneider, Michael, Leis, Albrecht, Engelmayer, Michael, Wimmer, Andreas

Development of Diesel-Ethanol Engine for HCV

2019-26-00891/9/2019

Diesel engines dominate in Heavy-Duty applications due to its better fuel economy, higher durability and larger reliability. Fuels derived from petroleum resources are depleting daily and it’s become a scarce resource for future generation to come. With growing environmental consciousness of the adverse implications brought by excessive usage of fossil fuels, the battle for finding alternative fuels as their substitution is getting heated up. At present, renewable energy from bio-fuels has been peddled as one of the most promising substitution for petroleum derived diesel. Using bio-ethanol blended diesel fuel for automobile can significantly reduce diesel usage and exhaust greenhouse gases. Bio-ethanol can be produced by alcoholic fermentation of sucrose or simple sugars. The main drawback is that ethanol is immiscible with diesel fuel over a wide range of temperatures, and the hygroscopic nature of ethanol leading to phase separation in blend. In present study diesel-ethanol blends commonly known as E-diesel are prepared with different Ethanol proportion such as 5%, 7.7%, 10%, 12.5% and 15%. The effect of each blend is studied for engine performance & emissions. The method for diesel-ethanol blend preparation with different additives to improve the stability, lubricity and combustion efficiency is established. The scope of work includes to find the effect of ethanol blended diesel fuel on the existing, in-use vehicles complying to BS III & BS IV norms. The optimized E-diesel blend will be further tested for engine durability to find out the long term effect on the engine performance and its effects on FIE with such kind of new upcoming cross blended fuel.

Sutar, Prasanna Suresh, Bandyopadhyay, Debjyoti, Sonawane, Shailesh, Rairikar, S D, Kavathekar, Kishorkumar, Thipse, Sukrut, Marathe, Neelkanth

OTHER expert voices

19AUTP08_061/1/2019

Noted industry experts in Powertrain technologies shared their views on future propulsion trends during SAE's 2019 WCX panel, “Still Not Dead: The ICE's Continued Evolution,” moderated by Editor-in-Chief Lindsay Brooke. Some of those insights included: Dr. Uwe Grebe, executive VP, AVL: “Fuels have a significant role to play. I think there's potential to leverage greater efficiency in going to a higher octane number. Then there is discussion of the right utilization of renewables. I think going to synthetic fuels that are based on renewable energy is what we need to promote, because it takes the internal combustion engine out of the CO2 equation.”

Cementitious-Based Brake Pads Technology: Performance, Low Energy Consumption, Emission Drop

2018-01-186710/5/2018

Brake pads employing innovative hydraulic inorganic binders in place of common state-of-the-art thermosetting phenolic resins have been produced by means of a unique prototypal equipment and a distinctive manufacturing process. The unicity of the process enables us to exclude completely any thermal cycle in the manufacturing steps, with a considerable positive energy balance compared to the standard counterpart. Realized brake pads have indeed been successfully tuned to meet the braking performances of phenolic counterparts. In the present work our latest efforts in this field are illustrated, focusing our attention to three main areas of interest: performance, energy consumption, volatile organic emissions. One selected exponent of our cementitious-based material is reported, demonstrating its capability of matching both standard OE and AM braking performances (investigated through a full scale brake dynamometer by SAE J2522 procedure), and its feasibility to be released as an actual AM material according to ECE R90 regulation (road test on vehicle). The energetic evaluation of the employed technology in term of prototypal manufacturing process and employed raw materials has been established, demonstrating the advantages of this new system compared to the standard one. Our investigation finally reports selected thermo-chemical analysis (TG-EGA and pyrolysis PY-GC/MS) devoted at identifying the key organic compounds potentially/eventually emitted during braking at various temperatures. Our material shows a dramatic drop of the volatile hazardous/organic compounds (VHCs/VOCs) released by a standard phenolic homologous, thus increasing the favorable characteristics of such inorganic hydraulic-binder brake pads and related technology.

Sanguineti, Alessandro, Samela, Alessandro, Rampinelli, Flavio, Bottalico, Luca, Ranza, Luigi, Romeo, Marco, Bonfanti, Andrea

Bearing Life Evaluation for Automotive Wheel Bearings Using Design of Experiments

2018-01-190310/5/2018

Automotive wheel bearings have primary functions of translating the rotating motion of the wheels into linear vehicle motion while bearing the vehicle weight. Bearing life is affected by many parameters such as bearing geometry, vehicle and bearing technical specifications, driving conditions, lubrication conditions, material properties, and so on. In this paper, both the basic bearing rating life and modified bearing rating life were evaluated using design of experiments. Bearing lives were calculated by the international standard, and the factors affecting bearing life were investigated. Sequential experimental designs were applied. First, screening experiments were performed to analyze the factors affecting bearing life. Next, confirmation experiments were carried out to determine accurate effects of the selected factors from the screening experiments. As a result, contact angle and curvature of inner ring were significant at a 95% of significance level.

Lee, Seungpyo

Aircraft Tire Wear Profile Development and Execution for Laboratory Testing

AIR5797A (Current)8/6/2018

This SAE Aerospace Information Report (AIR) describes the current process for performing comparative wear testing on aircraft tires in a laboratory environment. This technique is applicable to both radial and bias tires, and is pertinent for all aircraft tire sizes. This AIR describes a technique based upon “wear” energy. In this technique, side wear energy and drag wear energy are computed as the tire is run through a prescribed test program. The specifics that drive the test setup conditions are discussed in Sections 4 through 7. In general, the technique follows this process: A test profile is developed from measured mechanical property data of the tires under study. Each tire is repeatedly run to the test profile until it is worn to the maximum wear limit (MWL). Several tires, typically 5 to 10, of each tire design are tested. Wear energy is computed for each test cycle and then summed to determine total absorbed wear energy. An index is calculated for each tire design. This is accomplished by dividing the total linear inches of wear at the most worn point into the total wear energy. The indexes are then normalized to provide a comparative wear rate. The described technique is not meant to provide an absolute wear rate or wear index because the technique does not produce results that allow the user to say a tire will last for a specific number of landings. However, it does provide a comparative index. It will make a distinction from one tire design to another by indicating a percentage difference in abrasive wear rate under representative operational conditions. The technique has been demonstrated in a number of test programs and is shown to have an extremely high correlation to field data. Supporting data is included in Section 9.

A-5C Aircraft Tires Committee

Life Cycle Analysis Comparison of Electric and Internal Combustion Engine Based Mobility

2018-28-00377/9/2018

Policy makers, especially in the European Union, are pushing towards an early transition to electric mobility, with the internal combustion engine supposed to be phased out by 2030. With a world population projected to exceed 10 billion peoples by 2050, the electric car mobility still lacks the significant development needed to become a real alternative to the internal combustion engine based mobility. Resources availability, and environmental, energetic and economic downfalls, are currently largely underrated or simply unassessed. It is unclear how many will be able to afford to purchase and recharge an electric vehicle in this new world.

Boretti, Alberto

Take-Home Messages from the Applications of Life Cycle Assessment on Lightweight Automotive Components

2018-37-00295/30/2018

During the last few decades, the European regulations concerning CO2 emissions and vehicle recyclability/recoverability rates are leading OEMs to develop and apply several technological strategies to increase environmental performances of vehicles. In this context, the lightweighting is a key concern because it effectively contributes to reduce vehicle mass, fuel consumption and CO2 emissions during the operation stage of vehicle. The research advancements are enhancing the applicability of a diverse set of innovative materials (e.g. polymers, bio-composites) to different vehicle assemblies and so the mass reduction with the same mechanical performances. This paper deals with the implementation of LCA methodological approach in the design phase of components of Magneti Marelli® allowing a wider environmental conscious related to the usage of innovative materials and related manufacturing processes. The most significant lightweight cases, and related LCA evaluations, developed until now are here reviewed and analyzed to: i) identify rooms for improvement reached by the application of light innovative materials to a diverse set of vehicle components; ii) detect the most sensitive parameters influencing the LCA results. The results from the presented case studies demonstrated that particularly when lightweight strategy involves a complete substitution of heavy metals with polymer-based materials, it is not possible to predict benefits from lightweighting in a certain way due to the trade-off between use and production stages. Moreover, assumptions on the final treatment of EoL waste and the inclusion of secondary effects from component mass saving demonstrated to be the parameters most affecting the comparison between reference and lightweight design solutions.

Delogu, Massimo, Zanchi, Laura, Dattilo, Caterina Antonia, Maltese, Silvia, Riccomagno, Rubina, Pierini, Marco

Estimating On-condition Direct Maintenance Cost (DMC)

F-0074-2018-12849

5/14/2018

ABSTRACT Aftermarket support has become a key component of cost and competitiveness in the rotorcraft industry. Both the operator and the rotorcraft manufacturer play a role in aftermarket support. Many rotorcraft original equipment manufacturers (OEMs) are offering fixed price maintenance service programs in their after-market support programs. Since product support may last well over two decades, the desire for low direct operating cost (DOC) and lower life cycle cost (LCC) has become a more visible consideration in the rotorcraft design phase. Direct maintenance cost (DMC), forms a significant part of the DOC and LCC. A subset of DMC, On-condition maintenance cost is a category with unspecified maintenance intervals and presents one of the more challenging estimating efforts, particularly on a new rotorcraft program with no history. The approach used for estimating maintenance costs can strongly influence decision making within the OEM while also educating the customer on better maintenance philosophy and planning. Incorrectly minimizing or excluding the effect of on-condition cost (within the DMC estimate) could have a profound impact on operator and service organizations of the OEM. This paper presents a high-level discussion on the potential refinements that can be made to the Helicopter Association International’s Economic Committee’s Guide for the Presentation of Helicopter Operating Cost Estimates 2010. Estimating the on-condition direct maintenance cost for airframe manufacturers is the focus of the discussion.

Munene, Isaac

Assessing the Impact of Hybrid Distributed Electric Propulsion On VTOL Aircraft Design and System Effectiveness

F-0074-2018-12675

5/14/2018

ABSTRACT Current VTOL aircraft design processes require significant changes in computational methodologies resulting from innovations in distributed hybrid and electric propulsion technology. Electric VTOL (eVTOL) aircraft design offers radically different configurations by eliminating limitations in weight, size and location of Internal Combustion Engines (ICE) and associated fuel systems. Hybrid Distributed Electric Propulsion (HDEP) solutions, to include eVTOL, allow designers to incorporate a greater number of smaller, lightweight propulsors throughout the airframe structure as necessary to meet complex mission requirements. Additional benefits of HDEP versus fossil fuel counterparts, include reduced acoustic and thermal signatures and lighter and smaller structures. Because of the many advantages of DEP, it is quickly becoming the preferred choice for autonomous aircraft design. This paper addresses the necessary changes to VTOL Synthesis to include DEP and Autonomy for HDEP aircraft. Two of the authors, Dr. Daniel P. Schrage and Mr. Kaydon Stanzione have substantial expertise and experience in VTOL aircraft design and the methodologies for vehicle synthesis. They will use this expertise and experience to identify and present the necessary changes in the VTOLTradeoff Environment (VTE) for HDEP VTOL aircraft design and assessment. The VTE will also be focused on using an Overall Evaluation Criterions (OEC) for the VTE that address value as a ratio of System Effectiveness to Life Cycle Cost (LCC). The third author, Dr. Apinut "Nate" Sirirovisuth, a research fellow in the Georgia Tech's Integrated Product Lifecycle Engineering (IPLE) Laboratory, and a Cost Research Analyst at PRICE Systems has significant experience in VTE modeling efforts and is an expert in affordability analysis for advanced aerospace systems.

Schrage, Daniel, Stanzione, Kaydon, Sirirojvisuth, Apinut

Vehicle Electrification in Chile: A Life Cycle Assessment and Techno-Economic Analysis Using Data Generated by Autonomie Vehicle Modeling Software

2018-01-06604/3/2018

The environmental implications of converting vehicles powered by Internal Combustion Engines (ICE) to battery powered and hybrid battery/ICE powered are evaluated for the case of Chile, one of the worldwide leaders in the production of lithium (Li) required for manufacturing of Li-ion batteries. The economic and environmental metrics were evaluated by techno-economic analysis (TEA) and Life Cycle Assessment (LCA) tools - SuperPro Designer and Gabi®/GREET® models. The system boundary includes both the renewable and nonrenewable energy sources available in Chile and well-to-pump energy consumptions and GHG emissions due to Li mining and Li-ion battery manufacturing. All the major input data required for TEA and LCA were generated using Autonomie vehicle modeling software. This study compares economic and environmental indicators of three vehicle models for the case of Chile including compact, mid-size, and a light duty truck. Autonomie was utilized to predict the fuel economy for the hybrid electric vehicle (HEV) and electric vehicle (EV) for each of the three vehicle types. The baseline fuel economy without vehicle electrification for each case was 44, 29, and 19 mpg, respectively. The LCA and TEA results suggest that vehicle electrification for the case of Chile would improve the metrics of sustainability and economic impacts at the nationwide level. The electrification of compact, mid-size, and a light duty truck, reduce the nationwide GHG emissions by 27%, 47%, and 37%, respectively, for the HEV scenario. Use of renewable energies in vehicle electrification, including hydroelectric and photovoltaic energies, currently 39% of the generation mix, and gasoline usage reduction reduces GHG emissions of the country. The EV scenario; however, increases the GHG emissions of the subcompact vehicle by 22%, whereas this scenario reduces the emissions of the mid-size and the light-duty truck by 25% and 47%, respectively. Use of crude oil, natural gas, and coal in Chile, currently 61% of the generation mix, contributes to increase the life cycle emissions for the EV scenario. The results of this research demonstrate that vehicle electrification has a significant impact not only in the reduction of GHG emissions but also in the economy of the country. Overall, this research will help policymakers and scientific communities to develop strategies to promote and research HEV and EV.

Quiroz-Arita, Carlos, Asher, Zachary, Baral, Nawa, Bradley, Thomas

Recycling-Based Reduction of Energy Consumption and Carbon Emission of China’s Electric Vehicles: Overview and Policy Analysis

2018-01-06594/3/2018

Electric vehicles maintain the fastest development in China and undertake the responsibility of optimizing energy consumption and carbon emission in the transportation field. However, from the entire life cycle point of view, although electric vehicles have a certain degree of energy consumption and carbon emission reduction in the use phase, they cause extra energy consumption and carbon emission in the manufacturing phase, which weakens the due environmental benefits to some extent. The recycling of electric vehicles can effectively address the issue and indirectly reduce the energy consumption and carbon emission in the manufacturing phase. China is setting up the recycling system and strengthening regulation force to achieve proper energy consumption and carbon emission reduction benefits of electric vehicles. Under the current electric vehicle recycling technologies, China can reduce about 34% of carbon emission in electric vehicle manufacturing phase. Traction battery recycling is even more important. Taking NiCoMn lithium-ion battery as an example, about 40% of carbon emission in manufacturing phase can be reduced by adopting appropriate recycling technology. With the rapid development of battery recycling technology, the proportion will continue to rise. If China would like to obtain environmental benefits sufficiently, recycling enterprises should be encouraged to adopt advanced recycling technology and the government should adopt more strict supervision measures. China has followed the examples of Europe and the U.S. to set up the extended producer responsibility recycling system. Due to late start of China, the benefits have not been reflected yet.

Qiao, Qinyu, Zhao, Fuquan, Liu, Zongwei, Hao, Han

NOx Reduction Using a Dual-Stage Catalyst System with Intercooling in Vehicle Gasoline Engines under Real Driving Conditions

2018-01-03354/3/2018

Selective catalytic reduction (SCR) of nitrogen oxides (NOx) is used in diesel-fueled mobile applications where urea is an added reducing agent. We show that the Ultera® dual-stage catalyst, with intercooling aftertreatment system, intrinsically performs the function of the SCR method in nominally stoichiometric gasoline vehicle engines without the need for an added reductant. We present that NOx is reduced during the low-temperature operation of the dual-stage system, benefiting from the typically periodic transient operation (acceleration and decelerations) with the associated swing in the air/fuel ratio (AFR) inherent in mobile applications, as commonly expected and observed in real driving. The primary objective of the dual-stage aftertreatment system is to remove non-methane organic gases (NMOG) and carbon monoxide (CO) slip from the vehicle’s three-way catalyst (TWC) by oxidizing these constituents in the second stage catalyst. The system includes an interstage exhaust gas cooler and air injection to reduce the exhaust temperature to 175-230 °C (347 °F-446 °F) in order to avoid the reformation of NOx. However, measurements show that a secondary benefit of this system is realized in mobile applications, that is, an unexpected reduction of NOx as well. During accelerations, the AFR control of many vehicles operates slightly rich. There is evidence that this leads to the production of ammonia in the TWC. Moreover, research has demonstrated that ammonia storage is optimal at lower temperatures, and hence at approximately 200 °C (392 °F), the second stage catalyst ammonia storage capacity could be many times more than typical catalysts operating at higher temperatures. Consequently, during deceleration when the exhaust is oxygen-rich and NOx is high, the ammonia stored in the second stage could act as the reductant for NOx. Test results over standard US06 drive cycles have demonstrated that additional NOx removal of up to 30% is realized. In this article, we show evidence that this mechanism is responsible for this reduction. Optimization of this system to improve the simultaneous CO/hydrocarbon and NOx removal includes alternate temperature and airflow setpoints during accelerations and decelerations and alternative catalyst formulations to improve storage and the SCR-like operation.

Roy, Jean, Panora, Robert, Gehret, Joseph, Ghoniem, Ahmed

Designing for Mechanical and Signal Integrity in Handheld Medical Treatment Applications

TBMG-281381/1/2018

Impact of Low and High Congestion Traffic Patterns on a Mild-HEV Performance

2017-01-245810/8/2017

Driven by stricter mandatory regulations on fuel economy improvement and emissions reduction, market penetration of electrified vehicles will increase in the next ten years. Within this growth, mild hybrid vehicles will become a leading sector. The high cost of hybrid electric vehicles (HEV) has somewhat limited their widespread adoption, especially in developing countries. Conversely, it is these countries that would benefit most from the environmental benefits of HEV technology. Compared to a full hybrid, plug-in hybrid, or electric vehicle, a mild hybrid system stands out due to its maximum benefit/cost ratio. As part of our ongoing project to develop a mild hybrid system for developing markets, we have previously investigated improvements in drive performance and efficiency using optimal gearshift strategies, as well as the incorporation of high power density supercapacitors. In this paper, the fuel and emissions of a baseline conventional vehicle and mild hybrid electric vehicle (MHEV) are compared. The objective of this analysis is to compare the fuel economy and Greenhouse Gas (GHG) emissions of the baseline and MHEV models, using low and high-density traffic patterns chosen for their similarity to traffic density profiles of our target markets. Results demonstrate the benefits of a lower ongoing cost for the HEV architecture. These advantages include torque-hole filling between gear changes, increased fuel efficiency and performance.

Awadallah, Mohamed, Tawadros, Peter, Walker, Paul, Zhang, Nong

Influence of Fuel Type on the Pperformance of a Plug-In Fuel Cell/Battery Hybrid Vehicle with On-Board Fuel Processing

2017-24-0174

9/4/2017

This paper describes the energy management controller design of a mid-sized vehicle driven by a fuel cell/battery plug-in hybrid powertrain, where an experimentally validated high temperature polymer electrolyte membrane fuel cell model is used. The power management strategy results from the application of the Pontryagin's Minimum Principle, where the optimal control parameter is derived in order to minimize fuel consumption under certain constraints. In particular, the vehicle is also equipped by an autothermal reformer and, in order to minimize the hydrogen buffer size, the control algorithm is subject to constraints on the maximum hydrogen buffer level. The effectiveness of the system is analyzed when feeding the autothermal reformer with different hydrocarbon fuels and over different driving conditions. The obtained solutions are compared in terms of hydrogen consumption, fossil fuel consumption, system efficiency, money saving and equivalent CO2 emissions.

Tribioli, Laura, Iora, Paolo, Cozzolino, Raffaello, Chiappini, Daniele

First Plastic Diesel Fuel Filter using 100% Recycled Polymer: When Circular Economy Join Automotive Industry

2017-01-10773/28/2017

PSA Group, SOLVAY and SOGEFI have teamed-up to produce the first Plastic Diesel Fuel Filter fully made of recycled polyamide 66, ready for mass-production. This has been achieved by using the brand new plastic compound developed by SOLVAY Engineering Plastics. This material is 100% recycled from airbag wastes, providing a premium material able to stand demanding applications requirements supplied through circular economy, which is quite unusual in automotive industry yet. SOGEFI has used this material through its existing plastic injection process, and tested the parts on extensive bench validation tests. It confirmed that this material is fully compatible with standard injection process, and that all the tests have been passed successfully. Finally, PSA Group has driven the choice of the tested parts: DV engine 1.6l Euro6b application, homologated the material grade and evaluated the whole validation process. A Life Cycle Analysis has been conducted also, demonstrating the benefits. It has been therefore demonstrated that circular economy and substantial benefits for the ecology could be introduced up to serious and demanding applications, required by latest generation engines.

Arnault, Nicolas, Batailley, Nicolas, Maria, Arnaud, Bechu, Laurent

Development of Chemical Process for Recovering High-quality Rare-earth Oxides from HV Motor Magnets

2017-01-12783/28/2017

In the automobile industry, interest in the prevention of global warming has always been high. The development of eco cars (HV, EV etc.), aimed at reducing CO2 emissions during operation, has been progressing. In the announcement of its "Toyota Environmental Challenge 2050", Toyota declared its commitment to creating a future in which people, cars, and nature coexist in harmony. In this declaration, Toyota committed to reducing CO2 emissions not only during operation but also over the entire life cycle of vehicles, and to using resources effectively based on a 4 R’s approach (refuse, reduce, reuse, and recycle). Although eco cars decrease CO2 emissions during operation, most of them increase CO2 emissions during manufacturing. For example, the rare-earths (Nd, Dy etc.) used in the magnets of driving motors are extracted through processes that produce a significant amount of CO2 emissions. The common process for recycling the rare-earths used in magnets can recover high-purity rare-earths by electrolysis. However, this process is costly and also produces a significant amount of CO2. Toyota has developed a chemical recycling process for producing high-quality rare-earth oxides that is economical and reduces CO2 emission during material production by 80% without the use of electrolytic refining. This paper describes this chemical recycling process for rare earth components and, in addition, introduces an energy-saving, vehicle-to-vehicle resource recycling flow.

Isomura, Keisuke

A Study of Greenhouse Gas Emissions Reduction Opportunity in Light-Duty Vehicles by Analyzing Real Driving Patterns

2017-01-11623/28/2017

Electric drive vehicles (EDV) have the potential to greatly reduce greenhouse gas (GHG) emissions and thus, there are many policies in place to encourage the purchase and use of gasoline-hybrid, battery, plug-in hybrid, and fuel cell electric vehicles. But not all vehicles are the same, and households use vehicles in very different ways. What if policies took these differences into consideration with the goal of further reducing GHG emissions? This paper attempts to answer two questions: i) are there certain households that, by switching from a conventional vehicle to an EDV, would result in a comparatively large GHG reduction (as compared to other households making that switch), and, if so, ii) how large is the difference in GHG reductions? The paper considers over 65,000 actual GPS trip traces (generated by one-second interval recording of the speed of approximately 2,900 vehicles) collected by the 2013 California Household Travel Survey (CHTS). The trip traces were analyzed using a public-domain vehicle fuel economy simulator (FASTSim), for several models of light duty conventional and electric drive vehicles. Fuel economy estimates are then used to divide the population of vehicles (and thus households) into several groups. On a well-to-wheels modeling basis, analysis shows that replacing a conventional vehicle with a EDV in one vehicle group (accounting for ~14% of total miles driven) can save between 1.3 to 2.25 times as much GHG emissions compared to making the same vehicle change in another group (accounting for another ~14% of total miles driven). This paper highlights, but does not address, the open question of how to modify current policies to optimally incentivize the adoption of electric drive vehicles for maximum benefit:

Laberteaux, Ken, Hamza, Karim

Performance and Emissions of a Heavy-Duty Common Rail Direct Injection Engine Fueled with Philippine Coconut Methyl Ester (CME) - Diesel Blends

2017-01-08693/28/2017

The Philippine Biofuels Act of 2006 (RA 9367) requires commercial diesel fuel to be mixed with Coconut Methyl Ester (CME) in accordance with the Philippine Clean Air Act of 1999 (RA 8749). As of 2015, the blend percentage is at 2% CME v/v, contrary to the scheduled 5% as stipulated in the biofuels act. Researches done locally showing the performance and emissions of CME-fueled engines are few and thus the basis for the CME percentage increase is still questionable and hampers the drive for the further implementation of the policy. The study investigates the influence of varying percentages of CME blends (2%, 5%, 10%, 15%, 20% v/v) to the performance and emissions of a heavy-duty turbocharged common rail direct injection (CRDI) engine. The engine is run at steady state at partial load (50Nm and 250 Nm) and at near full load (500Nm). Each run is set at three pedal positions, α (25%, 50% and 60%), controlled directly from the engine control unit. Results show a significant increase in brake specific fuel consumption at higher percentages of CME with a maximum of 3.16% at higher loads and at 25% α. Nitrous Oxides (NOx) is of particular importance in dealing with biofuel methyl esters and is found to significantly increase at higher percentages of CME with a maximum of 8.91% at higher loads across all α. Carbon monoxide (CO) and hydrocarbons of diesel (HCD) were found to not be significantly affected by the usage of CME. Nevertheless, there is still some potential in the usage of CME due to the fact that power and torque is still achievable at the expense of higher fuel consumption; but with the opportunity of being self-sufficient as a coconut-producing country.

Encarnacion, Job Immanuel, Quiros, Edwin

Environmental Control Systems Life Cycle Cost

AIR1812B (Current)2/7/2017

This report contains background information on life cycle cost elements and key ECS cost factors. Elements of life cycle costs are defined from initial design phases through operational use. Information on how ECS designs affect overall aircraft cost and information on primary factors affecting ECS costs are discussed. Key steps or efforts for comparing ECS designs on the basis of LCC are outlined. Brief descriptions of two computer programs for estimating LCC of total aircraft programs and their use to estimate ECS LCC, are included.

AC-9 Aircraft Environmental Systems Committee

An Institutional Framework to Address End-of-Life Vehicle Recycling Problem in India

2017-26-01791/10/2017

The Indian Economy is becoming significant in the late years. There will be more middle class individuals in the coming years having higher purchasing power, bringing about sharp increment in the ownership of vehicles. The quantity of End-of-Life Vehicles (ELVs) in 2015 is evaluated at 8.7 million and by 2025, this figure is assessed to ascend to 21.8 million. Car breaking yards' ELV recycling practices result in inadequate resource recovery and various forms of pollution. 75-80% of the ELV constitutes of metal and recycled due to its economic benefits. The rest of the 25-30% comprises of plastics, rubber, glass and operating fluids which are mostly disposed off in land or water. Existing international literature has analyzed ELV recycling and remanufacturing practices in India as separate topics. By adopting Circular Economy practices such as 3R (spare parts reuse, component remanufacturing and materials recycling), the institutional framework proposed in this paper considers both ELV recycling and Automotive Component Remanufacturing. Previous methods found in literature, best industrial practices and well-documented case studies are taken into consideration. The framework comprises of three elements such as an authorized dismantling plant, recycling information centre and ELV recycling fund management board; illustrates the integration of various stakeholders such as the Government, Industries, Industry Association, Universities and Research Institutes and their roles in establishing a sustainable ELV recycling infrastructure. The framework could assist policy makers in developing ELV directive and aftermarket service policy; OEMs and other enterprises in establishing synergetic networks as well as Academicians in key research areas to be focused upon.

Venkatesan, Murugesan, Annamalai, VE

Technology Evaluation for Two Wheeler Based Personal Mobility in Emerging Markets beyond 2020

2016-32-007411/8/2016

Personal mobility is evolving in the emerging markets, where the primary need for transportation is met with two wheelers. This reflects on the annual production volumes, which is forecasted to reach 160 million units by 2021[1]. Around 28% of this volume belong to electric two wheelers from China and the remaining are predominantly Internal Combustion Engines (ICE). With the regulators across the globe planning to enforce stricter emission norms in order to improve the air quality and owing to similar demand from the end customers, there is a need for technology to evolve towards harnessing the best energy efficiency using multiple technologies/architectures. However, considering that the majority of two wheelers are used by a population which is cost sensitive, it is imperative that efficient topologies need to be made available at affordable costs. The authors attempt to decipher this need for personal mobility coupled with the stringent regulations. This includes an effort to understand access to technology, legislation, rapid urbanization, infrastructure and city-congestion. The approach with this framework includes a split-of-losses analysis on the ICE and evaluating topologies of the vehicle system keeping in view the above constraints. The analysis indicates, that the hybrid electric powertrain could be an ideal fit for the next decade considering the ease of implementation and the potential success factors independent of government policies and intervention.

Ramachandra, Pradeep, Halahali, Manohar, Anantha, Prashanth

A Comparison of Drop-In Diesel Fuel Blends Containing Heavy Alcohols Considering Both Engine Properties and Global Warming Potentials

2016-01-225410/17/2016

Heavy alcohols can be mixed with fossil diesel to produce blended fuels that can be used in diesel engines. Alcohols can be obtained from fossil resources, but can also be produced more sustainably from renewable raw materials. The use of such biofuels can help to reduce greenhouse gas (GHG) emissions from the transport sector. This study examines four alcohol/diesel blends each containing one heavy alcohol: n-butanol, iso-butanol, 2-ethyl hexanol and n-octanol. All of the blends where prepared to function as drop-in fuels in existing engines with factory settings. To compensate for the alcohols′ low cetane numbers (CN), a third component with high CN was added to each blend, namely hydrotreated vegetable oil (HVO). The composition of each mixture was selected to give an overall CN equal to that of fossil diesel fuel. The four blends were compared in terms of sustainability, their performance in engine tests using a single-cylinder light duty engine, and their general physicochemical properties. Lifecycle analyses indicated that replacing fossil diesel with diesel-biofuel blends could reduce GHG emissions by between 22 and 58 %. The greatest reduction was predicted to occur with the isobutanol containing blend and the second greatest with the 2-ethylhexanol blend. Analysis of the blends’ physical properties showed that the ones including octanol isomers resemble fossil diesel more closely than those containing butanol. Engine experiments indicated that the blends’ combustion behavior and thermal efficiencies were very similar to those of conventional diesel fuel. However, on average, the blends produced approximately 50% less soot than diesel.

Munch, Karin, Zhang, Tankai

Bio-Based Composites and Their Applications for Auto Interior Parts

2016-01-05124/5/2016

Polylactide (PLA), which is one of the most important biocompatible polyesters that are derived from annually renewable biomass such as corn and sugar beets, has attracted much attention for automotive parts application. The manufacturing method of PLA is the ring-opening polymerization of the dimeric cyclic ester of lactic acid, lactide. For the PLA composites including stereocomplexed with L- and D-PLA, we developed the unit processes such as fermentation, separation, lactide conversion, and polymerization. We investigated D-lactic acid fermentation with a view to obtaining the strains capable of producing D-lactic acid, and through catalyst screening test for polycondensation and depolymerization reactions, we got a new method which shortens the whole reaction time of lactide synthesis step. Poly(d-lactide) is obtained from the ring-opening polymerization of d-lactide. Also we investigated several catalysts and polymerization conditions. Finally, we got the best catalyst system and the scale-up technology. And PLA was melt blended with polypropylene (PP) and elastomer, glass fiber with the various ratio of PLA/PP/elastomer/glass fiber, L-PLA/ D-PLA / elastomer /glass fiber in the twin screw extruder. The mechanical and thermal properties of such as tesile, flexural and impact were studied. It was found that new PP/PLA elastomer/glass fiber composites and strereo-complexed PLA composites could be applied to auto parts applications.

Hong, Chae-Hwan

Development of a Vehicle Drive Shaft Telemetry System

2016-01-04104/5/2016

Historically, driveshaft torque data has been obtained using slip rings. Slip rings, however, are expensive, and require time-intensive driveshaft modifications for proper installation. In addition, the time and expense involved in field servicing units is prohibitive. For these reasons, AISIN Technical Center of America (ATCA) investigated a viable telemetry solution. At the onset of this development activity, existing torque telemetry solutions had their own issues. In particular, they did not offer the same data resolution as slip rings, they lacked sufficient battery life for long-term, real-world testing applications, and they suffered from data drop-outs. ATCA worked with TECAT Performance Systems to develop a torque telemetry solution that addressed all of these issues. This paper presents the development activity involved, alongside real-world measurement data showing the results of both the slip ring and telemetry solutions.

Gabiniewicz, Joseph V., Baker, Douglas M., Testani, Michael

Impacts of Adding Photovoltaic Solar System On-Board to Internal Combustion Engine Vehicles Towards Meeting 2025 Fuel Economy CAFE Standards

2016-01-11654/5/2016

The challenge of meeting the Corporate Average Fuel Economy (CAFE) standards of 2025 has led to major developments in the transportation sector, among which is the attempt to utilize clean energy sources. To date, use of solar energy as an auxiliary source of on-board fuel has not been extensively investigated. This paper is the first study at undertaking a comprehensive analysis of using solar energy on-board by means of photovoltaic (PV) technologies to enhance automotive fuel economies, extend driving ranges, reduce greenhouse gas (GHG) emissions, and ensure better economic value of internal combustion engine (ICE) -based vehicles to meet CAFE standards though 2025. This paper details and compares various aspects of hybrid solar electric vehicles with conventional ICE vehicles. Different driving locations, vehicle sizes, various driving patterns and different cost scenarios are used in order to enhance the current understanding of the applicability and effectiveness of using on-board PV modules in individual automobiles and ensure an accurate representation of driving conditions in all U.S states at any time. These times and location-dependent results obtained over a year show an increase in the combined mile per gallon (MPG) at noon in the range of 2.9-9.5% for a vehicle similar to a Tesla S, and a significant increase in the range of 10.7-42.2% for lightweight and aerodynamic efficient vehicles. In addition, by adding on-board PVs to cover less than 50% of the projected horizontal surface area of a typical mid-size vehicle (e.g., Toyota Camry or Nissan Leaf), up to 50% of total daily miles traveled by an average U.S. person could be driven by solar energy. Also, the return on investment (ROI) of adding PVs on-board with ICE vehicle over its lifetime shows only negative values when the price of gasoline remains below $4.0 per gallon and the vehicle is driven in low-solar energy area (e.g., Boston, MA). The same ROI is more than 250% if the vehicle is driven in high-solar energy area (e.g., Arizona), even if the gasoline price remains low. For future price scenarios, this ROI is much higher - nearly 10 times the investment cost under some scenarios, with the assumption of an eventual decline in battery costs. With regard to environmental impacts, significant gasoline gallons savings (∼500-3400) and CO2 emission reduction (∼5.0 to 34.0 short tons) are achieved.

Abdelhamid, Mahmoud, Haque, Imtiaz, Pilla, Srikanth, Filipi, Zoran S., Singh, Rajendra

Optimization of Transesterification Process Using Homogeneous and Heterogeneous Catalysts for Madhuca Indica Biodiesel Derived from Triglycerides of Madhuca Indica Kernel Oil

2016-01-12714/5/2016

The fossil fuels are depleting rapidly and the prices are going up day by day. The vegetable oils converted into biodiesel have the potential of alternative fuels. There are several types of vegetable oils, edible & non-edible, which can be used for biodiesel production. Very little published work has been found on utilization of Madhuca Indica oil for biodiesel production including optimization of transesterification process. Very little research has been done on utilization of oil in general and optimization of transesterification process for biodiesel production using acid, base and heterogeneous (micro & nano) catalyst. In the present study, transesterification process with use of homogeneous and heterogeneous catalyst has been optimized. Various input parameters like oil-to-methanol molar ratio (1:05, 1:10 1:15 and 1:20), catalyst type (H2SO4, mCaO, nCaO and KOH), catalyst concentration (0.5, 2.5, 5.0 and 7.5 wt.%) and reaction temperature (60, 65 70 and 75°C) were studied by applying the taguchi designed orthogonal experimental array L16. Taguchi method was the statistical methods developed by Genichi Taguchi to improve the quality of any means (manufactured goods, engineering, biotechnology, marketing, advertising etc. ANOVA (F-test at P=0.05 contribution of each signal-to-noise factor) technique was used for optimization with the objective of maximizing (larger-the-better) the yield of high quality Madhuca indica oil biodiesel. The optimum conditions for transesterification process are: 1:10 oil-to-methanol molar ratio, 5.0 wt.% catalyst concentration, nano-CaO heterogeneous catalyst, & 65°C reaction temperature. The optimum yield of MIOB was 93.8%. The biodiesel produced (MIOB) is within the limits prescribed by EN-14214 standard. All these tests for the characterization of Madhuca indica biodiesel demonstrated that almost all properties are comparable to those of diesel, and this makes it a potential substitute for diesel fuel in compression ignition engines

Nigade, Shubhangi S., Mutalikdesai, S.

Experimental Study on Performance and Emission of Acetone-Ethanol and Gasoline Blends in a PFI Spark Ignition Engine

2016-01-08334/5/2016

To face the challenges of fossil fuel shortage and air pollution problems, there is growing interest in the potential usage of alternative fuels such as bio-ethanol and bio-butanol in internal combustion engines. The literature shows that the acetone in the Acetone-Butanol-Ethanol (ABE) blends plays an important part in improving the combustion performance and emissions, owing to its higher volatility. In order to study the effects of acetone addition into commercial gasoline, this study focuses on the differences in combustion, performance and emission characteristics of a port-injection spark-ignition engine fueled with pure gasoline (G100), ethanol-containing gasoline (E30) and acetone-ethanol-gasoline blends (AE30 at A:E volumetric ratio of 3:1). The tests were conducted at 1200RPM with the default calibration (for gasoline), at 3 bar and 5 bar BMEP under various equivalence ratios. The combustion characteristics, brake thermal efficiency, brake specific fuel consumption and various emissions of different fuels were compared, respectively. Results showed there was a slight increase in BTE and improved BSFC with AE30 relative to E30. It was also found that AE30 showed lower HC emissions because of the better volatility of the acetone additive. Although the CO emission was a bit higher at stoichiometric conditions, it might reduce at fuel-rich conditions such as full load and transient accelerating. No obvious differences of NOx emissions were invested between the tested fuels.

Meng, Lei, Li, Yuqiang, Nithyanandan, Karthik, Lee, Timothy, Zeng, Chunnian, Lee, Chia-Fon

Multi-Objective Optimization of Performance (BSFC) and Emission (NO _x ) Characteristics for CI Engine Operated on Mangifera Indica Methyl Ester Using Taguchi Grey Relational Analysis

2016-01-02984/5/2016

Abstract: This paper presents an experimental study on engine performance & emission based on Taguchi method and grey relational analysis for optimization of six input parameters and their five levels. Combined effect of input parameters viz. compression ratio, injection pressure, injection-nozzle geometry, additive, fuel fraction and EGR in controlling BSFC and NOxas the response variables in CI engine fueled with Mangifera Indica biodiesel blends was investigated. Number of experiments was reduced by employing Taguchi's L25orthogonal array. The signal-to-noise (S/N) ratio and grey relational analysis techniques were used for data analysis. The combination of six input parameters was obtained for optimized engine performance and emission. The optimal combination of input parameters so obtained was further confirmed through experiments. The injection nozzle geometry was the most influencing parameter. The GRG improvement with mangifera indica Methyl Ester blend is 84.26% compared to GRG at initial settings of engine for diesel fuel

Jadhav, Sangram

Infrastructure Development and its Management for Future Sustainable Mobility

2016-28-02522/1/2016

This article delineates the importance of infrastructure and its related aspects on sustainability of transportation on global and local context. Almost 7% of the GDP in India is spent on transportation and 6% of the CO2 emissions in the world is due to transportation. In countries like India, the road transport has significantly grown over other forms of mobility. This articles introduces different forms of transportations that exists today and the importance of sustainability in transportation sector. Sustainable transportation depends on development of infrastructure to enable smart transport solutions involving intelligent transport system, electric mobility, information management, vehicle health monitoring, advanced traffic management system and driver assistance system in a vehicle. The challenges includes existing transport operations, environmental impact and complexity of existing transport network. Future sustained mobility should gradually move towards alternate energy source preferably hydrogen and fuel cell based systems. Several demonstrations has been observed around the world in transport sector with non-carbon based energy source for mass mobility. This articles gives several such interesting examples. Future recommendations in this article promotes powered bicycles, cable cars and dual mode vehicles as a means of sustained mobility. Other recommendations includes economy mode in vehicles to save fuel, double decker coaches for suburban railways to reduce road commuters, work clusters for service sectors as an alternate means for reducing road traffic and pollution.

Vadiraj, Aravind

Flight Management System Software

TBMG-22301

6/1/2015

Thales Paris La Défense Cedex, France +33 (0)1 57 77 86 26

Joint Future Vertical Lift Initiative

F-0071-2015-10223

5/5/2015

ABSTRACT The Department of Defense (DOD) will design, develop, and field a fleet of air vehicles that will ensure the United States' dominance in the vertical lift domain through the 21st century and beyond. DOD will aggressively pursue the most capable aircraft at the best value by minimizing development, acquisition, and life cycle costs through Joint solutions of multi-role, common core technologies, architectures, and training, emphasizing the ability to conduct safe, reliable and continuous operations world-wide in all environmental conditions. Future Vertical Lift (FVL) is a revolutionary approach to vertical lift capabilities development across Joint operations and is aligned with the DOD Strategic Guidance. Strategic advances in capabilities include: worldwide self deployment; twice the average speed of the current fleet; twice the average range of the current fleet; increased payloads; worldwide operations; increased survivability; common systems approach; buildable and affordable; and is informed by government and industry technology development.

Bentley, Erskine, Sission, Larry

Items per page:

1 – 50 of 402