Browse Topic: Internal combustion engines

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Acoustic Assessment in a Small Displacement Diesel Engine2014-32-01291/30/2026
In the last years, the increasing concern for the environmental issues of IC engines has promoted the development of new strategies capable of reducing both pollutant emissions in atmosphere and noise radiation. Engines can produce different types of noise: 1) aerodynamic noise due to intake and exhaust systems and 2) surface radiated noise. Identification and analysis of noise sources are essential to evaluate the individual contribution (injection, combustion, piston slap, turbocharger, oil pump, valves) to the overall noise with the aim of selecting appropriate control strategies. Previous paper focused on the combustion related noise emission. The research activity aimed at diagnosing and controlling the combustion process via acoustic measurements. The optimal placement of the microphone was selected, where the signal was strongly correlated to the in-cylinder pressure development during the combustion process. Analysis and processing of the sound emission allowed the acoustic contribution of the combustion event to be isolated. Some indices capable of relating the combustion noise radiation back to the combustion development were defined. This paper presents an experimental activity devoted to analyze the entire noise generation process of a small displacement diesel engine. The purpose was to identify the contribution of the different sources (mechanical, combustion, fluid dynamic) to the overall emission. The methodology here proposed analyze the specific signature in the frequency domain of each source. The final objective was to use the microphone signal acquired in a proper selected location, to obtain indications about the effective strategies to achieve noise reduction. The repetitiveness of the measurements was guaranteed by a network encircling the engine. Microphones were placed in different positions and tests were performed in the complete engine operative field. In the paper, the experimental set-up is described, the methodology is presented. Results are then shown and discussed.
Chiatti, Giancarlo, Recco, Erasmo, Chiavola, Ornella, Conforto, Silvia
Calculation of Airflow through the Air Cycle Technology’s Turboexpander and Its Effects on a Diesel Engine—Part I2025-01-50233/31/2025
Abstract Amidst escalating climate change, the sustainability of internal combustion engine (ICE) vehicles, particularly in heavy transport, remains a critical challenge. Despite emission reductions from 1990 to 2020, ICEs, particularly diesel engines in Europe, continue to pose environmental challenges, notably in nitrogen oxide (NOx) emissions. This study proposes a novel solution to address the problem of NOx emissions by incorporating Air Cycle Technology’s (ACT) turboexpander into diesel engines. Acting as a second-stage compressor, intercooler, and expander, the turboexpander aims to lower intake air temperature, thereby mitigating NOx formation. The study utilizes a 4.4-l JCB-TCA-74 turbocharged diesel engine retrofitted with the ACT turboexpander as the experimental platform. The methodology involves using empirical formulae to calculate the key parameters of engine airflow for a standard turbocharged diesel engine followed by repeating the calculations for the same engine fitted with a turboexpander. Parameters including intake temperature, cylinder temperature, exhaust gas temperature, and NOx emissions are analyzed in depth and compared for both the engines. Initial calculations suggest that the turboexpander has the potential to reduce intake temperatures by up to 34°C, resulting in significant reductions in NOx emissions. These findings underscore the promising role of turboexpanders in enhancing the sustainability of diesel engines, urging further exploration across various engine types. As emissions standards tighten, the adoption of innovative solutions like turboexpanders could contribute to a cleaner and more sustainable future for the ICE.
Fayaz, Farheen, Brace, Jordan, Allport, John, Javanbakht, Gina
TightAIR12122024A (Current)12/12/2024
New Scoop
A-6 Aerospace Actuation, Control and Fluid Power Systems
ENGINE, BATTERY AND VEHICLE SIMULATION STRATEGIES FOR TRANSMISSION TESTING2024-01-311711/15/2024
WHY DO WE NEED SIMULATIONS? This paper is intended to provide a broad presentation of the simulation techniques focusing on transmission testing touching a bit on power train testing. Often, we do not have the engine or vehicle to run live proving ground tests on the transmission. By simulating the vehicle and engine, we reduce the overall development time of a new transmission design. For HEV transmissions, the battery may not be available. However, the customer may want to run durability tests on the HEV motor and/or the electronic control module for the HEV motor. What-if scenarios that were created using software simulators can be verified on the test stand using the real transmission. NVH applications may prefer to use an electric motor for engine simulation to reduce the engine noise level in the test cell so transmission noise is more easily discernable.
Johnson, Bryce
On-Board Fuel Sensing for UAS and Ground Vehicle Applications2024-01-41289/16/2024
Abstract The variability in fuel, particularly for fuel blends containing sustainable aviation fuels (SAFs), emphasizes the importance of understanding fuel properties for optimizing engine performance. This paper introduces spectroscopic fuel sensors capable of real-time estimation of jet fuel properties, mainly derived cetane number (DCN). While initially developed for unmanned aircraft systems (UAS), the paper explores their potential in ground vehicle applications: enhancing engine performance through sensing for feed-forward control and fuel property monitoring at fuel depots. The fuel sensing technologies are based on spectroscopic techniques coupled with machine learning (ML) approaches. The combination of these techniques demonstrates a promising solution for a wide spectrum of fuel applications.
Patel, Dev B., Sutar, Ashish, Abraham, Abhinav, Ambre, Dhananjay, Brezinsky, Kenneth, Lynch, Patrick T., Okada, Haruna, Stafford, Jacob M., Miganakallu, Niranjan, Sanders, Scott, Rothamer, David, Mayhew, Eric, Kim, Kenneth S.
Physics Informed Machine Learning for Advanced Diagnostics & Prognostics of Ground Combat Vehicles2024-01-40899/16/2024
Abstract We introduce novel approaches utilizing Physics Informed Machine Learning (PIML) for advanced diagnostics & prognostics of ground combat vehicles (CV). Specifically, we present the development of a PIML model designed to predict the health of engine oil in diesel engines. The condition of engine oil is closely linked to engine wear, thus serving as a crucial indicator of engine health. Our model integrates a physics-based simulation of engine wear in diesel engines, leveraging a time history of engine oil viscosity and engine speed as key input parameters. Furthermore, we conduct uncertainty quantification to assess the impact of varying parameters on engine oil health prediction. Additionally, our model demonstrates the capability to enhance low-fidelity physics models through the integration of a limited set of experimental data. By combining data-driven techniques with physics-based insights, our approach offers enhanced diagnostics and prognostics capabilities for ground combat vehicles, thereby facilitating proactive maintenance and optimization for operational readiness.
Betts, Juan F., Alizadeh, Arash
QA Test for CSP-7037053020245/15/2024
QA Test
Airlines Electronic Engineering Committee
test download manager cache issue 12/27/2023 at 9 amSAE-PP-0908512/27/2023
test download manager cache issue 12/27/2023 at 9 am
Mutagaana, Festo
Regression 11/1/23SAE-PP-0892211/1/2023
Lorem Ipsum
Mutagaana, Festo
Exploring the Benefits of Karanja-Oil-Derived Biodiesel-Water Emulsion as a Potential Fuel for Diesel Engines Operated with High-Pressure Fuel Injection Systems03-17-01-00037/21/2023
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
test 05/10/2023 2:33 pmauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testauto testSAE-PP-079245/10/2023
test 05/10/2023 2:33 pm
Dongari, Madhukar
test 11/01/2022 10:35 amauto testSAE-PP-0777911/1/2022
test 11/01/2022 10:35 am
Dongari, Madhukar
test 2022/10/20 8:23 amSAE-PP-0774410/20/2022
test 2022/10/20 8:23 am
Dongari, Madhukar
Design of a Rotary Engine Based High-Power Density Hybrid-Electric Power Generation TestbedF-0078-2022-175325/10/2022
ABSTRACT
Fernandes, Roydon, Shivakumar,  Jayaprakash, Gehrmann, Mariana, Miller, Nicholas, Collins, Kule, Currier, Patrick, Anderson, Richard
testpreprint3SAE-PP-009974/27/2022
testpreprint3
Mutagaana, Festo
v4 004- FK testSAE-PP-009624/26/2022
Heavy vehicles are essential for the modern economy, delivering critical food, supplies, and freight throughout the world. Connected heavy vehicles are also driven by embedded computers that utilize internal communication using common standards. However, some implementations of the standards leave an opening for a malicious actor to abuse the system. One such abuse case is a cyber-attack known as the “Address Claim Attack.” Proposed in 2018, this attack uses a single network message to disable all communication to and from a target electronic control unit, which may have a detrimental effect on operating the vehicle. This article demonstrates the viability of the attack and then describes the implementation of a solution to prevent this attack in real time without requiring any intervention from the manufacturer of the target devices. The defense technique uses a bit-banged Controller Area Network (CAN) filter to detect the attack. Once an attack is discovered, the defender induces a CAN protocol error to remove the malicious message from the network. We discuss our results in terms of their applicability for Address Claim Attacks and possible implications for preventing a variety of network-based attacks in real time.
Mutagaana, Festo
V4-002 FK testSAE-PP-009554/26/2022
Heavy vehicles are essential for the modern economy, delivering critical food, supplies, and freight throughout the world. Connected heavy vehicles are also driven by embedded computers that utilize internal communication using common standards. However, some implementations of the standards leave an opening for a malicious actor to abuse the system. One such abuse case is a cyber-attack known as the “Address Claim Attack.” Proposed in 2018, this attack uses a single network message to disable all communication to and from a target electronic control unit, which may have a detrimental effect on operating the vehicle. This article demonstrates the viability of the attack and then describes the implementation of a solution to prevent this attack in real time without requiring any intervention from the manufacturer of the target devices. The defense technique uses a bit-banged Controller Area Network (CAN) filter to detect the attack. Once an attack is discovered, the defender induces a CAN protocol error to remove the malicious message from the network. We discuss our results in terms of their applicability for Address Claim Attacks and possible implications for preventing a variety of network-based attacks in real time.
Mutagaana, Festo
V4-0001 Fk testSAE-PP-009534/26/2022
Heavy vehicles are essential for the modern economy, delivering critical food, supplies, and freight throughout the world. Connected heavy vehicles are also driven by embedded computers that utilize internal communication using common standards. However, some implementations of the standards leave an opening for a malicious actor to abuse the system. One such abuse case is a cyber-attack known as the “Address Claim Attack.” Proposed in 2018, this attack uses a single network message to disable all communication to and from a target electronic control unit, which may have a detrimental effect on operating the vehicle. This article demonstrates the viability of the attack and then describes the implementation of a solution to prevent this attack in real time without requiring any intervention from the manufacturer of the target devices. The defense technique uses a bit-banged Controller Area Network (CAN) filter to detect the attack. Once an attack is discovered, the defender induces a CAN protocol error to remove the malicious message from the network. We discuss our results in terms of their applicability for Address Claim Attacks and possible implications for preventing a variety of network-based attacks in real time.
Mutagaana, Festo
0003 Fk testSAE-PP-009454/26/2022
Heavy vehicles are essential for the modern economy, delivering critical food, supplies, and freight throughout the world. Connected heavy vehicles are also driven by embedded computers that utilize internal communication using common standards. However, some implementations of the standards leave an opening for a malicious actor to abuse the system. One such abuse case is a cyber-attack known as the “Address Claim Attack.” Proposed in 2018, this attack uses a single network message to disable all communication to and from a target electronic control unit, which may have a detrimental effect on operating the vehicle. This article demonstrates the viability of the attack and then describes the implementation of a solution to prevent this attack in real time without requiring any intervention from the manufacturer of the target devices. The defense technique uses a bit-banged Controller Area Network (CAN) filter to detect the attack. Once an attack is discovered, the defender induces a CAN protocol error to remove the malicious message from the network. We discuss our results in terms of their applicability for Address Claim Attacks and possible implications for preventing a variety of network-based attacks in real time.
Mutagaana, Festo
Water Injection for Combustion Phasing Control and Load Expansion on an Ethanol HCCI Engine2022-01-04513/29/2022
Homogeneous charge compression ignition (HCCI) combustion is low-temperature combustion (LTC) mode that offers an alternative to conventional combustion modes. The advantages of HCCI combustion include high conversion efficiency and low NOx emissions. On the other hand, a direct control mechanism for combustion phasing control is not attainable as in conventional SI (spark ignition) or CI (compression ignition) engines. This limits the HCCI operational range and provides one of the biggest challenges in HCCI mode commercial implementation. High heat release rates and knock initiation limit the high load operation, whereas combustion instabilities limit the low load operation. In this context, this paper explores the use of water injection technique to control the combustion phasing and expand the load of an ethanol HCCI engine. The experiments were conducted on a three-cylinder diesel engine, where all the exhaust gases from a diesel cylinder were used to achieve the HCCI combustion in another cylinder. The results showed that the water injection technique was effective in controlling the charge reactivity and consequently the combustion phasing while enabling higher engine load. The water injection reduced combustion speed and heat release rates, which led to higher combustion duration, better combustion phasing control, and a reduction of ringing intensity. It was possible to expand the initial engine load from 2.0 bar without water injection to 6.0 bar IMEP with water injection. In addition, the ethanol HCCI combustion achieved high indicated efficiencies, ranging from 34 to 39%, while maintaining good combustion stability and low emissions characteristics.
Telli, Giovani D., Rocha, Luiz A.O., Zulian, Guilherme Y., Lanzanova, Thompson D.M., Martins, Mario E.S.
Investigation of a Second Exhaust Valve Lift to Improve Combustion in a Methane - Diesel Dual-Fuel Engine2022-01-04663/29/2022
In recent years, the utilization of dual-fuel combustion has gained popularity in order to improve engine efficiency and emissions. With its high knock resistance, methane allows operation in high compression diesel engines with lower risk of knocking. With the use of diesel fuel as an ignition source, it is possible to exploit the advantages of lean combustion without facing problems to provide the high amount of ignition energy necessary to burn methane under such operating conditions. Another advantage is the variety of sources from which the primary fuel can be obtained. In addition to fossil sources, methane can also be produced from biomass or electrical energy.As the rate of substitution of diesel by methane increases, the trade-off between nitrogen oxide and soot is mitigated. However, emissions of carbon monoxide and unburned methane increase. Since carbon monoxide is toxic and methane has 25 times the global warming potential of carbon dioxide, these emission components pose a problem. Because of the stability of the molecule, methane catalysts require an exhaust gas temperature of over 500 °C in order to work effectively.In this work, the effect of conventional cooled external exhaust gas recirculation (EGR) and additional hot internal EGR are investigated for different substitution rates in a nonroad tractor engine converted to dual-fuel operation. The internal EGR rate is controlled by a variable second exhaust valve lift during the intake stroke - an approach which promises to benefit dual-fuel engines by increasing the in-cylinder gas temperature, thus favoring more complete combustion. A simulation model of the engine is used to determine the internal EGR rates and in-cylinder temperatures based on the experimental data. When internal EGR is used in combination with external EGR, the resulting emissions show additional reductions in nitrogen oxide (up to -51 %), carbon monoxide (up to -18 %) and methane (up to -28 %) with increasing internal EGR, while still maintaining low soot levels due to the substitution of diesel fuel for methane.
Mueller, Florian, Guenthner, Michael, Weigel, Alexander, Thees, Matthias
A Numerical Study on the Effect of a Pre-Chamber Initiated Turbulent Jet on Main Chamber Combustion2022-01-04693/29/2022
To elucidate the complex characteristics of pre-chamber combustion engines, the interaction of the hot gas jets initiated by an active narrow throated pre-chamber with lean premixed CH4/air in a heavy-duty engine was studied computationally. A twelve-hole KAUST proprietary pre-chamber geometry was investigated using CONVERGE software. The KAUST pre-chamber has an upper conical part with the spark plug, and fuel injector, followed by a straight narrow region called the throat and nozzles connecting the chambers. The simulations were run for an entire cycle, starting at the previous cycle's exhaust valve opening (EVO). The SAGE combustion model was used with the chemistry modeled using a reduced methane oxidation mechanism based on GRI Mech 3.0, which was validated against in-house OH chemiluminescence data from the optical engine experiments. Two different piston geometries, a flat piston geometry, and a more realistic bowl piston geometry were studied to understand the influence of jet on main chamber combustion. Varying the piston geometries results in different free jet times and hence main chamber combustion characteristics. Pre-chamber fuel ratio (PCFR) 6% of the total amount of fuel was investigated while keeping the global excess air ratios (λ) condition a constant value of 2.0. Both piston cases resulted in similar pre-chamber pressurization, with almost the same pre-chamber discharge and the equal pressure difference between pre-and main-chamber (ΔP) at the start of jet ejection. Different combustion behaviors were observed on analysis of the heat release rate in the main chamber. The importance of turbulence generated by the pre-chamber-initiated jets was further studied. It was observed that free jet time is a critical factor in developing turbulence in the main chamber. This increase in turbulence helps in increasing the burning velocity causing faster combustion. The influence of the jet-piston interaction is also analyzed as that determines the combustion behavior in the later CAD.
Sanal, Sangeeth, Echeverri Marquez, Manuel, Silva, Mickael, Cenker, Emre, Im, Hong G.
Test 123SAE-PP-005182/8/2022
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Basile, Julia, Mutagaana, Festo
Continuously Variable Displacement Drive for Engines Part 2, Design, Analysis, and TestSAE-PP-005162/8/2022
A new type of drive system has been designed, analyzed, patented, prototyped, and tested. The drive’s unique capabilities include the ability to vary the bottom dead center position to reduce the stroke, and simultaneously vary the top dead center position to achieve the desired compression ratio with one simple, low friction mechanism. The purpose of the concept is to reduce losses associated with operation at partial load as most engines spend a preponderance of their operating life at partial load. This paper covers the design and analysis, prototyping, and testing of the unit as an air compressor. Engine simulation of the unit configured as a gasoline engine showed a ~30% improvement in fuel economy on a 10-mode weighted cycle and is covered in SAE 2021-01-0442, “Continuously Variable Displacement Drive for Engines Part 1, Performance Simulation.”
Basile, Julia
Generating some more TasksSAE-PP-0049311/10/2021
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Kelly, Jason
Measurement of Light Vehicle Stationary Exhaust System Sound Level Engine Speed Sweep MethodJ1492_202110 (Historical)10/28/2021
This SAE Recommended Practice establishes the test procedure, environment, and instrumentation to be used for measuring the exterior exhaust sound level for passenger cars, multipurpose vehicles, and light trucks under stationary conditions providing a continuous measure of exhaust system sound level over a range of engine speeds. This document applies only to road vehicles equipped with an internal combustion engine. The method is designed to meet the requirements of simplicity as far as they are consistent with reproducibility of results under the operating conditions of the vehicle. It is within the scope of this document to measure the stationary A-weighted sound pressure level during: Measurements at the manufacturing stage Measurements at official testing stations Measurements at roadside testing It does neither specify a method to check the exhaust sound pressure level when the engine is operated at realistic load nor a method to check the exhaust sound pressure levels against a general noise limit for categories of road vehicles. It provides the means for detecting exhaust system resonances with the potential to affect both exterior and interior sound quality. SAE J2805 provides methods to assess vehicle noise emission consistent with in-use vehicle noise emissions at realistic vehicle loads and speeds. This document incorporates certain provisions of ISO 5130:2019 for measuring the sound level of exhaust systems (see Appendix A).
Light Vehicle Exterior Sound Level Standards Committee
GASKET, METALLIC, ENCASED, ANNULAR, COPPERAS35769B (Historical)10/15/2021
THIS STANDARD ESTABLISHES THE DIMENSIONAL AND VISUAL QUALITY REQUIREMENTS, LOT REQUIREMENTS, AND PACKAGING AND LABELLING REQUIREMENTS FOR METALLIC-ENCASED COPPER GASKETS MANUFACTURED PER AMS-HH-G-101 TYPE III - STYLE J. IT SHALL BE USED FOR PROCUREMENT PURPOSES.
A-6C2 Seals Committee
Engine Power Test Code - Engine Power and Torque CertificationJ2723_202110 (Current)10/15/2021
This document specifies the procedure to be used for a manufacturer to certify the net power and torque rating of a production engine according to SAE J1349 (Rev. 8/04) or the gross engine power of a production engine according to SAE J1995. Manufacturers who advertise their engine power and torque ratings as certified to SAE J1349 or SAE J1995 shall follow this procedure. Certification of engine power and torque to SAE J1349 or SAE J1995 is voluntary; however, this power certification process is mandatory for those advertising power ratings as “Certified to SAE J1349” or “Certified to SAE J1995.” In the event that an engine made by one manufacturer is sold to a consumer in a vehicle produced by a second manufacturer, engine certification may be completed by either manufacturer or by both manufacturers working together. An example of the latter would be the completion of witness testing by the engine manufacturer with the submission of certification documents by the vehicle manufacturer.
Engine Power Test Code Committee
Selection Criteria for Internal Combustion Engines Used in Ground Support EquipmentARP1052B (Current)9/30/2021
This SAE Aerospace Recommended Practice (ARP) is intended as a guide toward standard practice and is subject to change to keep pace with experience and technical advances.
AGE-3 Aircraft Ground Support Equipment Committee
Measurement of Exterior Sound Level of Specialized Aircraft Ground Support EquipmentARP1801A (Current)9/30/2021
The scope of this SAE Recommended Practice covers specialized internal combustion engine powered equipment used in support of aircraft operations. The equipment may be self-propelled, truck mounted, trailer mounted, skid mounted or stationary. It does not include construction equipment or equipment designed primarily for operation on highways or within factories or building areas. NOTE: Equivalent methodology is provided in (CEN) EN 1915-4, Aircraft ground support equipment - General requirements - Part 4: Noise measurement methods and reduction, to be used for measurements conforming to the EU Machinery Directive
AGE-3 Aircraft Ground Support Equipment Committee
0071 - Testing DownloadSAE-PP-004209/13/2021
The combustion occurring in an internal combustion engine subsequently emits high-intensity acoustic pulse along with exhaust gas flow. Formula SAE competition is imposing restrictions on acoustic emissions from an engine, which necessitates the activity of design and optimization of a high-performance muffler. The muffler has to be designed with the objectives of satisfying acoustic emission norms imposed and as well strategically designed to have less obstruction to exhaust flow and being lightweight to maintain the integrity of a Formula Student car. A novel approach of combining the effect of adsorptive and resonating muffler design has been inculcated in this work after the estimation of muffler size and resonance. The acoustic pressure analysis and exhaust flow efficiency are carried out using Ricardo WAVE. These simulation results are validated with the developed prototype. The developed prototype is ascertained to fulfil the requirement of acoustic emission norms (103 dB[C] - 110 dB[C]) without much compromise on exhaust flow efficiency. **testing**
SintzADMIN, Jeneane, SintzUSER, Jeneane, Anthony, Lindsay, Mutagaana, Festo, Mutz, Jennifer
confirmation testSAE-PP-004178/31/2021
confirmation test
SintzADMIN, Jeneane, SintzUSER, Jeneane, Mutagaana, Festo, Anthony, Lindsay, Mutagaana, Festo, SintzUSER, Jeneane
2 jms 8/27SAE-PP-004158/27/2021
2 jms 8/27 jeneane was here
SintzUSER, Jeneane, SintzADMIN, Jeneane
Kinematic and Dynamic Performances of the Hypocycloid Gear Mechanism for Internal Combustion Engine Applications03-15-02-00108/24/2021
Internal combustion (IC) engines incorporating the conventional slider-crank mechanism are subjected to high frictional power losses mainly due to the piston-rod assembly. Due to its simplicity, IC engines have utilized this mechanism almost unchanged since its introduction. This study introduces the hypocycloid gear mechanism (HGM) as an alternative to the conventional slider-crank mechanism for IC engine systems. The HGM provides several advantages that allow for enhancing both the thermal and mechanical efficiencies of IC engines. In this study, the kinematic and dynamic performances of the HGM engine are analyzed in detail. The geometric relations of the HGM are used to derive the kinematic equations that describe the piston motion. These equations are then used to derive the dynamics equations considering gas and inertia forces acting on the HGM. This study also investigates the effect of attaching a flywheel to the HGM engine and suggests a mass-balancing approach for the engine. The results show that the HGM engine can achieve better engine performance in terms of the output torque, and there is a chance to perfectly balance the HGM engine.
ElBahloul, Mostafa A., Aziz, ELsayed S., Chassapis, Constantin
Cavitation Erosion Prediction at Vibrating Walls by Coupling Computational Fluid Dynamics and Multi-body-Dynamic Solutions02-14-03-00218/24/2021
Cavitation erosion caused by high-frequency vibrating walls can appear in the cooling circuit of internal combustion engines along the liners. The vibrations caused by the mechanical forces acting on the crank drive can lead to temporary regions of low pressure in the coolant with local vapor formation, and vapor collapse close to the liner walls leads to erosion damage, which can strongly reduce the lifetime of the entire engine. The experimental investigation of this phenomenon is so time consuming and expensive, which it is usually not feasible during the design phase. Therefore, numerical tools for erosion damage prediction should be preferred. This study presents a numerical workflow for the prediction of cavitation erosion damages by coupling a three-dimensional (3D) Multi-Body-Dynamic (MBD) simulation tool with a 3D Computational Fluid Dynamics (CFD) solver. The multi-body simulation provides the space and time-resolved wall displacements that act as oscillatory boundary conditions for the multiphase flow simulation calculating the vapor formation and the erosion prediction along the liner walls. The CFD model is validated with an acoustic horn test case from the literature. The sub-frequency of vapor formation matches the one measured during experiments. Next, this model setup is applied in a real-case six-cylinder combustion engine. The erosion damage probability of two engine temperature conditions, a warm and a cold engine cooling circuit, is investigated, showing more erosion damage for the latter one. The presented simulation workflow determines a helpful tool during the engine development process since it allows the comparison of different engine designs and operation points with respect to the probability of incurring cavitation erosion damages.
Gomboc, Simon, Cristofaro, Marco, Haramincic, Bruno, Strucl, Jure, Edelbauer, Wilfried
48V Exhaust Gas Recirculation Pump: Reducing Carbon Dioxide with High-Efficiency Turbochargers without Increasing Engine-Out NOx02-14-03-00248/23/2021
Regulations limiting GreenHouse Gases (GHG) from Heavy-Duty (HD) commercial vehicles in the United States (US) and European Union will phase in between the 2024 and 2030 model years. These mandates require efficiency improvements at both the engine and vehicle levels, with the most stringent reductions required in the heaviest vehicles used for long-haul applications. At the same time, a 90% reduction in oxides of nitrogen (NOx) will be required as part of new regulations from the California Air Resources Board. Any technologies applied to improve engine efficiency must therefore not come at the expense of increased NOx emissions. Research into advanced engine architectures and components has identified improved turbomachine efficiency as one of the largest potential contributors to engine efficiency improvement. However this comes at the cost of a reduced capability to drive high-pressure Exhaust Gas Recirculation (EGR). This study investigates the combination of a high-efficiency turbocharger and an electric EGR pump to allow improved engine fuel efficiency without the corresponding penalty to engine-out NOx. Results collected on a 13L 2019 model year engine on a dynamometer show the potential for a 3.5% reduction in engine Brake-Specific Fuel Consumption (BSFC) at engine operating conditions representative of highway cruise. Improvements at other engine operating conditions are also possible with careful matching of the turbocharger and EGR pump.
Johnson, Gustav, Bockstanz, Bradford, Bagal, Nilesh, Hopkins, Justin, Hughes, Doug, Playfoot, Ben
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 Analysis04-14-03-00098/19/2021
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
Regulated Intake Air Boosting and Engine Downspeeding as a Viable Solution for Performance Improvement and Emission Reduction of a Single-Cylinder Diesel Engine03-15-02-00098/16/2021
The present work proposes a viable approach to develop single-cylinder diesel engines for the future by implementing regulated intake air boosting (RIAB) and engine downspeeding (ED) along with the well-established low compression ratio (LCR) approach. The investigations were conducted in a mass-production light-duty single-cylinder diesel engine initially equipped with a naturally aspirated (NA) intake system. By lowering the compression ratio (CR) and implementing the intake air boosting (IAB) using a belt-driven supercharger, the maximum brake mean effective pressure (BMEP) of the engine could be increased by 50%. More importantly, the improved performance could be achieved without violating the peak firing pressure (PFP) limits. However, a significant penalty was observed in the brake-specific fuel consumption (BSFC) at low-load operating points due to the additional power consumption of the IAB system. Hence, RIAB was implemented to optimize the boost pressure with respect to engine load to simultaneously reduce the BSFC and oxides of nitrogen (NOx) and soot emissions. Further, the increased full-load performance of the engine was leveraged to implement the ED approach that could reduce the operating speeds of the engine by 37.8%. It was observed that the benefits of downspeeding a supercharged engine are significantly high due to the simultaneous reduction of the frictional losses of the base engine and the power consumption of the supercharger. Overall, by combining the above concepts and the proven LCR approach, significant benefits could be achieved in fuel economy and exhaust emissions that are quantified for the regulatory Modified Indian Drive Cycle (MIDC) using a one-dimensional tool. The obtained results show a net reduction of 77.8% and 39.5% in the soot and NOx emissions, respectively. Moreover, a significant benefit of 14.8% could be achieved in the fuel economy. Thus the proposed approach can be used to develop single-cylinder diesel engines for the future to improve vehicle performance and comply with stringent emission regulations.
Vikraman, V., Krishnasamy, Anand, Ramesh, A.
workflow testSAE-PP-003998/13/2021
workflow e2e test
SintzUSER, Jeneane
Knock: A Century of Research03-15-01-00047/28/2021
Knock is one of the main limitations on increasing spark-ignition (SI) engine efficiency. This has been known for at least 100 years, and it is still the case today. Knock occurs when conditions ahead of the flame front in an SI engine result in one or more autoignition events in the end gas. The autoignition reaction rate is typically much higher than that of the flame-front propagation. This may lead to the creation of pressure waves in the combustion chamber and, hence, an undesirable noise that gives knock its name. The resulting increased mechanical and thermal loading on engine components may eventually lead to engine failure. Reducing the compression ratio lowers end-gas temperatures and pressures, reducing end-gas reactivity and, hence, mitigating knock. However, this has a detrimental effect on engine efficiency. Automotive companies must significantly reduce their fleet carbon dioxide (CO2) values in the coming years to meet targets resulting from the 2015 Paris Agreement. One path towards meeting these is through partial or full electrification of the powertrain. However, the vast majority of automobiles in the near future will still feature a gasoline-fueled SI engine; hence, improvements in combustion engine efficiency remain fundamental. As knock has been a key limitation for so long, there is a huge amount of literature on the subject. A number of reviews on knock have already been published, including in recent years. These generally concentrate on current understanding and status. The present work, in contrast, aims to track the progress of research on knock from the 1920s right through to the present day. It is hoped that this can be a useful reference for new and existing researchers of the subject and give further weight to occasionally neglected historical activity, which can still provide important insights today.
Corrigan, Daire James, Fontanesi, Stefano
Automatic Transmission Intake Filter Test ProcedureJ2312_202106 (Current)6/22/2021
This test procedure is intended to apply to hydraulic pump suction filters and strainers used in automotive automatic transmissions that include hydraulic power pumps. The various paragraphs of Section 5 include a variety of tests and alternative tests that are not applicable to all filters and applications, so the engineer must specify which tests are to be performed for a particular application. These test procedures are intended to evaluate filter functional performance characteristics only, durability is not evaluated under this standard. Filter design requirements must be specified by the engineer on the filter assembly drawing, an applicable engineering specification, or summarized on an application data sheet similar to that found in this recommended practice. See Figure 6. Pressure circuit filters, both barrier and system contamination control types, are not covered under this standard. They are similar in design and construction to filters used in many hydraulic and lubricating applications. Testing for pressure filters are covered by the ISO and SAE standards listed under references in Section 2.
Automatic Transmission and Transaxle Committee
Carbon Removing Compound (For Use in Agitated Tank)AMSC19853A (Current)5/21/2021
This specification covers requirements for the acquisition of two types and two classes of material that will remove or loosen carbon from components of internal combustion engines and compressor sections of jet engines.
AMS J Aircraft Maintenance Chemicals and Materials Committee
Engine Oil Viscosity ClassificationJ300_202104 (Historical)4/30/2021
This SAE Standard defines the limits for a classification of engine lubricating oils in rheological terms only. Other oil characteristics are not considered or included.
Fuels and Lubricants TC 1 Engine Lubrication
SAE J1698-1A Pedestrian Protection EDR Output Data Definition, Appendix to SAE J1698-1 Event Data Recorder - Output Data DefinitionJ1698/1A_202104 (Current)4/30/2021
SAE J1698-1A creates an appendix to SAE J1698-1. The appendix contains EDR Record parameters and definitions related to light duty passenger vehicle pedestrian protection systems.
Event Data Recorder Committee
Vehicle OBD II Compliance Test CasesJ1699/3_202104 (Current)4/28/2021
The main purpose of this SAE Recommended Practice is to verify that vehicles are capable of communicating a minimum subset of information in accordance with the diagnostic test services specified in SAE J1979, or the equivalent document ISO 15031-5. Any software meeting these specifications will utilize the vehicle interface that is defined in SAE J2534. SAE J1699-3 tests shall be run using an SAE J2534-1 (API Version 04.04) Interface. However, the use of an SAE J2534-2 (API Version 04.04) Interface shall be permitted if the following conditions are met: The number of 29-bit ISO 15765 OBD ECUs exceeds the capability of the SAE J2534-1 Interface. The SAE J2534-2 Interface meets or exceeds all of the SAE J2534-1 requirements and also supports the SAE J2534-2 feature “Mixed Format Frames on a CAN Network.”
Vehicle E E System Diagnostic Standards Committee
Engine Intake Air Water Separation Test ProcedureJ2554_202104 (Current)4/22/2021
This water separation technical report has been established to cover heavy-duty engine intake filter systems. It may also be applicable to some automotive and industrial air inlet systems where water separation is an issue.
Air Cleaner Test Code Standards Committee
Measurement of Exterior Sound Levels for Heavy Trucks Under Stationary ConditionsJ1096_202104 (Current)4/22/2021
This SAE Recommended Practice establishes the test procedure, environment, and instrumentation for determining the maximum exterior sound level of highway motor trucks and truck tractors over 4540 kg gross vehicle weight rating (GVWR) with governed engines under stationary vehicle conditions. The basic procedure involves a full throttle engine acceleration and a closed throttle deceleration with the engine inertia as the load.
Light Vehicle Exterior Sound Level Standards Committee
Power and Torque Determination for UAS Engines Having Maximum Power Ratings at or Below 22.4 kWARP6971 (Current)4/7/2021
This recommended practice is applicable to reciprocating engines powering unmanned aerial vehicles (UAV) having rated power values less than 22.4 kW, and which are not to be used for human transport.
E-39 Unmanned Aircraft Propulsion Committee
The $and operator uses short-circuit evaluationSAE-PP-003683/13/2021
$and performs a logical AND operation on an array of one or more expressions (e.g. , , etc.) and selects the documents that satisfy all the expressions in the array. The $and operator uses short-circuit evaluation. If the first expression (e.g. ) evaluates to false, MongoDB will not evaluate the remaining expressions.
SintzADMIN, Jeneane
Design and Optimization of SAE Vehiclejms 2nd editSAE-PP-003633/11/2021
The combustion occurring in an internal combustion engine subsequently emits high-intensity acoustic pulse along with exhaust gas flow. Formula SAE competition is imposing restrictions on acoustic emissions from an engine, which necessitates the activity of design and optimization of a high-performance muffler. The muffler has to be designed with the objectives of satisfying acoustic emission norms imposed and as well strategically designed to have less obstruction to exhaust flow and being lightweight to maintain the integrity of a Formula Student car. A novel approach of combining the effect of adsorptive and resonating muffler design has been inculcated in this work after the estimation of muffler size and resonance. The acoustic pressure analysis and exhaust flow efficiency are carried out using Ricardo WAVE. These simulation results are validated with the developed prototype. The developed prototype is ascertained to fulfil the requirement of acoustic emission norms (103 dB[C] - 110 dB[C]) without much compromise on exhaust flow efficiency. **testing**
SintzADMIN, Jeneane, Mutz, Jennifer
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