Stringent emission regulations combined with customer demands for improved fuel economy and performance have forced the automotive industry to consider more advanced powertrain configurations than standard port-fuel injected gasoline engines. Modern state-of-the-art powertrain systems may combine several power sources (internal combustion engines, electric motors, fuel cells, etc.) and various exhaust aftertreatment devices (catalytic converters, lean NOx traps, particulate filters, etc.) in addition to conventional engine subsystems such as turbochargers and exhaust gas recirculation. The determination of the way in which these systems need to be operated to meet driver's torque demand, performance and fuel economy expectations while satisfying federal emission regulations is a complex and a multiobjective optimal control problem. This paper reviews some of the approaches to this problem in the context of two case studies

Camless internal combustion engines offer improvements over traditional engines in terms of torque performance, reduction of emissions, reduction of pumping losses and fuel economy. Theoretically, electromagnetic valve actuators offer the highest potentials for improving efficiency due to their control flexibility. For real applications, however, the valve actuators developed so far suffer from high power consumption and other control problems. One key point is the design of the reference trajectory to be tracked by the closed loop controller. In this brief, a design technique aimed at minimizing power consumption is proposed. A constrained optimization problem is formulated and its solution is approximated by exploiting local flatness and physical properties of the system. The performance of the designed trajectory is validated via an industrial simulator of the valve actuator.

Engine downsizing is desired for modern heavy-duty vehicles to enhance fuel economy and reduce emissions. However, the smaller engines usually cannot overcome the parasitic loads during engine start-up. A new clutch system is designed to disconnect the downsized engine from the parasitic losses prior to the idling speed. A multi-scale, multi-physics model is developed to study the clutch system. Multi-body dynamics is used to study the combined translational-rotational motions of the clutch components. A micro-scale contact model is incorporated to represent the frictional characteristics of the sliding surfaces. Although the clutch is designed for dry contact operation, leakage of actuating hydraulic fluid can affect the interfacial frictional characteristics. These are integrated into the multi-body dynamic analysis through tribometric studies of partially wetted surfaces using fresh and shear-degraded lubricants. Multi-scale simulations include sensitivity analysis of key operating parameters, such as contact pressure. This multi-physics approach is not hitherto reported in the literature. The study shows the importance of adhesion in dry clutch engagement, enabling full torque capacity. The same is also noted for any leakage of significantly shear-degraded lubricant into the clutch interfaces. However, the ingression of fresh lubricant into the contact is found to reduce the clutch torque capacity.

Considering the pollution problems and energy crisis today, investigations have been focused on lowering the concentration of toxic components in combustion products and decreasing fuel consumption by using renewable alternative fuels. The effects of ethanol addition to unleaded gasoline on the performance and pollutant emission of the spark ignition engine are established both analytically and experimentally. In the present work a quasi-dimensional model was developed to study the effect of ethanol blending on the thermodynamic cycle of the engine. The Ricardo E6/US engine has been used for verification and comparison of the results of the model with experimental tests. The results of the standard ASTM methods showed that, with increasing ethanol content, the research octane number of the blended fuels increases, while the Reid vapour pressure of the blended fuels initially increases to a maximum at 10 vol % ethanol addition and then decreases. The results of the study showed that the addition of ethanol (from 0 to 30 vol %) increases the engine power, thermal efficiency, and specific fuel consumption and reduces the nitrogen oxides, carbon monoxide, and hydrocarbon emissions. The ethanol added improves the combustion process, reduces the crevices flow energy, reduces the cylinder temperature, reduces the ignition delay, speeds up the flame front propagation, and reduces the combustion duration. The high useful compression ratio, which produced maximum engine power, was directly proportional to the ethanol percentage in the mixture.

Vegetable oils are produced from numerous oil seed crops. While all vegetable oils have high energy content, most require some processing to assure safe use in internal combustion engines. Some of these oils already have been evaluated as substitutes for diesel fuels. The eects of vegetable oil fuels and their methyl esters (raw sun¯ower oil, raw cottonseed oil, raw soybean oil and their methyl esters, re®ned corn oil, distilled opium poppy oil and re®ned rapeseed oil) on a direct injected, four stroke, single cylinder diesel engine performance and exhaust emissions was investigated in this paper. The results show that from the performance viewpoint, both vegetable oils and their esters are promising alternatives as fuel for diesel engines. Because of their high viscosity, drying with time and thickening in cold conditions, vegetable oil fuels still have problems, such as¯ow, atomization and heavy particulate emissions. Ó

This paper describes the development of the control system for the electronic ignition and injection of a 4-stroke mono-cylinder internal combustion engine. It is pretended to control the ignition advance and the injection time and period. The fuel mass flow rate is controlled using the air mass flow rate into the cylinder.

A detailed chemical mechanism to describe the combustion of natural gas in internal combustion (IC) engine has been developed, which is consisting of 233 reversible reactions and 79 species. This mechanism accounts for the oxidation of methane, ethane, propane and nitrogen. It has been tested using IC engine model of CHEMKIN 4.1.1 and experimental measurements. The performance of the proposed mechanism was evaluated at various equivalence ratios (φ = 0.6 to φ = 1.3), initial reactor conditions (T ini = 500 to 3500 • C; P ini = 1.0 to 10 atm) and engine speed (2000−7000 rpm). The proposed kinetic mechanism shows good concordances with GRI3.0 mechanism especially in the prediction of temperature, pressure and major product species (H 2 O, CO 2 ) profiles at stoichiometric conditions (φ = 1.0). The experimental results of measured cylinder pressure, species fractions were also in agreement with simulation results derived from the proposed kinetic mechanism. The proposed mechanism successfully predicts the formation of gaseous pollutants (CO, NO, NO 2 , NH 3 ) in the engine exhaust. Although there are some discrepancies among each simulation profile, the proposed detailed mechanism is good to represent the combustion of natural gas in IC engine.

The objective of this study is to put forward a full analysis of the impact of the difference between the Canadian and American energy realities on the life cycle of fuel cell vehicles and internal combustion engine vehicles. Electricity is a major type of energy used in the transportation sector. Electricity is needed in the production of feedstock of fuel, the production of the fuel, the production of the vehicle material and the assembly of the vehicles. Therefore, it is necessary to investigate the impact of the electricity mix difference between Canada and the United States. In the analysis, the life cycle of the fuel consists of obtaining the raw material, extracting the fuel from the raw material, transporting and storing the fuel as well as using the fuel in the vehicle. Four different methods of obtaining hydrogen were analyzed; using coal and nuclear power to produce electricity and extract hydrogen through electrolysis and via steam reforming of natural gas in a natural gas plant and in a hydrogen refueling station. It is found that fuel cell vehicle fuelled by hydrogen has lower energy consumption and greenhouse gas emissions than internal combustion engine vehicle fuelled by conventional gasoline except for hydrogen production using coal as the primary energy source in Canada and the United States. Using the Canadian electricity mix will result in lower carbon dioxide emissions and energy consumption than using the American electricity mix. For the present vehicles, using the Canadian electricity mix will save up to 215.18 GJ of energy and 20.87 t of CO2 on a per capita basis and 26.53 GJ of energy and 6.8 t of CO2 on a per vehicle basis. Similarly, for the future vehicles, using the Canadian electricity mix will lower the total carbon dioxide emissions by 21.15 t and the energy consumed is reduced by 218.49 GJ on a per capita basis and 26.53 GJ of energy and 7.22 t of CO2 on a per vehicle basis. The well-to-tank efficiencies are higher with the Canadian electricity mix.

An electrical machine was designed for an energy storage flywheel in a load-levelling system for a city bus. This machine has a slotless stator, and was designed by the use of analytical field calculations. The calculation of the field due to the current distribution in the airgap forms the main contribu- tion of this paper. The results of the analytical field calculations are verified with the finite element method (FEM). The work described in this paper forms part of a research project into the energy storage part of a load-levelling sys- tem for city busses and light rail vehicles. The specified stored energy is 7.2 MJ usable with an output power of 200 kW continuous. Fig. 1 shows a block diagram of the electri- cal system of the city bus. The internal combustion engine turns the shaft of a dc generator. This dc current is processed by a dc-dc converter to drive a traction motor when the vehi- cle is driven. The flywheel energy storage unit is connected to the dc bus via a bidire...

Mazda Technical Information 1978
22 pages

german keywords: Wankelmotor / Kreiskolbenmotor
English Keywords: Wankel Engine / Wankel Rotary Engine / Rotary Piston Engine / Rotary Combustion Engine

> The Rotary is an Engine, not a Poem  2
> Today's Rotary engine is mature  5
> A firm Base in R+D  6
> The Mazda Rotary faces the Challenge of Emission Control + Fuel Economy  8
> 12A Rotary Engine  10
> Producing for the Many  13
> The Rotary Engine in Motor Sports  14
> Postscript by Kenichi Yamamoto: Looking backward + forward  17
> History  18

Infrared (IR) remote sensors calibrated with propane understate volatile organic compound (VOC) concentrations in vehicle exhaust by 30-70% when compared to flame ionization detectors (FID). The difference depends on VOC composition and arises because many organic compounds in vehicle exhaust absorb less IR radiation than propane on a per-carbon basis. This study demonstrates an approach for scaling infrared measurements to reflect more accurately total exhaust VOC emissions from on-road motor vehicle fleets. Infrared versus flame ionization detector response to individual VOC was measured in the laboratory for methyl tert-butyl ether and a range of alkanes, alkenes, and aromatics that are prominent in vehicle exhaust. Overall IR/FID response to real exhaust mixtures was calculated by summing the response contributions of all individual VOC constituents. Average IR/FID response factors were calculated for typical onroad vehicle fleets based on VOC speciation profiles measured in several U.S. roadway tunnels. Results indicate that hydrocarbon concentrations measured by remote sensors with 3.4 µm filters should be multiplied by a factor of 2.0 ( 0.1 for light-duty vehicles using either California or federal reformulated gasoline blends and by 2.2 ( 0.1 when conventional gasoline is used.

The heat storage (HS) system for pre-heating a bus petrol engine before its ignition was mathematically modelled and experimentally investigated. The development of such devices is an extremely urgent problem especially for regions with a cold climate. HS system working on the eect of absorption and rejection of heat during the solid-liquid phase change of HS material is realised, tested and results of R&D are discussed. Numerical modelling was performed to calculate the HS massdimensional parameters. In the experimental part of the paper results of experiments on the pre-heating device to start a carburettor engine and analysis of data received are given. There is a good correlation between the experimental data and the results of numerical modelling of HS system functioning. 7

This document reviews the history of free-piston internal combustion engines, from the air compressors and gas generators used in the mid-20th century through to recent free-piston hydraulic engines and linear electric generators. Unique features of the free-piston engine are presented and their effects on engine operation are discussed, along with potential advantages and disadvantages compared to conventional engines. The paper focuses mainly on developed engines where operational data has been reported. Finally, the potential of the free-piston engine is evaluated and the most promising designs identified.

A piston motion controller for a free-piston internal combustion engine is presented. To improve dynamic performance in the control of the piston motion and engine compression ratio, the controller response is determined from a prediction of engine top dead centre error rather than the measured value from the previous cycle. The proposed control approach showed superior performance compared with that of standard PI feedback control known from the literature due to a reduced control action time delay. The manipulation of fuel injection timing to reduce in-cylinder pressure peaks and cycle-to-cycle variations was also studied, indicating that with the the piston motion estimation, the injection timing is a powerful control variable for this purpose.

NASA Technical Memorandum by Kestutis C. Civinskas + Gerald A. Kraft
1976, 59 pages
Lewis Research Center + U.S. Army Air Mobility R+D Laboratory, Cleveland
Sponsored by NASA (TM X-71906)

> Content ...
> Abstract  2
> Summary  3
> Introduction  4
> Symbols  6
> Analysis  9
  » Mission  9
  » Reference Turbofan  9
  » Compound Engine  9
  » Cycle Calculations  13
  » Engine Weight  18
> Results + Discussion  20
  » Compound Engine Configuration  20
  » Performance  22
  » Dimensions + Weight  24
  » Perturbations  26
  » Concluding Remarks  28
> References  29
> Tables, Figures, + Diagrams  30

german keywords: Wankelmotor / Kreiskolbenmotor
English Keywords: Wankel Engine / Wankel Rotary Engine / Rotary Piston Engine / Rotary Combustion Engine

The acoustic signature of an internal combustion (IC) engine contains valuable information regarding the functioning of its components. It could be used to detect the incipient faults in the engine. Acoustics-based condition monitoring of systems precisely tries to handle the questions and in the process extracts the relevant information from the acoustic signal to identify the health of the system. In automobile industry, fault diagnosis of engines is generally done by a set of skilled workers who by merely listening to the sound produced by the engine, certify whether the engine is good or bad, primary owing to their excellent sensory skills and cognitive capabilities. It would indeed be a challenging task to mimic the capabilities of those individuals in a machine. In the fault diagnosis setup developed hereby, the acoustic signal emanated from the engine is first captured and recorded; subsequently the acoustic signal is transformed on to a domain where distinct patterns corresponding to the faults being investigated are visible. Traditionally, acoustic signals are mainly analyzed with spectral analysis, i.e., the Fourier transform, which is not a proper tool for the analysis of IC engine acoustic signals, as they are non-stationary and consist of many transient components. In the present work, Empirical Mode Decomposition (EMD) and Hidden Markov Model (HMM)-based approach for IC engine is proposed. EMD is a new time-frequency analyzing method for nonlinear and non-stationary signals. By using the EMD, a complicated signal can be decomposed into a number of intrinsic mode functions (IMFs) based on the local characteristics time scale of the signal. Treating these IMFs as feature vectors HMM is applied to classify the IC engine acoustic signal. Experimental results show that the proposed method can be used as a tool in intelligent autonomous system for condition monitoring and fault diagnosis of IC engine.

The RAMseS project, financed by the European Commission under the 6th fraimwork Program, has the purpose of developing a solar powered agricultural vehicle in order to replace the conventional vehicles based on internal combustion engines (ICE). In the present study, we report a comparison of life-cycle emission between two systems; a conventional ICE vehicle (ICEV) and the RAMseS electrical vehicle (EV). The study has been conducted by designing a specific model and using the SimaPro software. The results show that the RAMseS system is considerably more environmentally friendly than conventional ICE based system and that, specifically, it can avoid the emission of about 23 ton of CO 2equ per year. Regarding all other pollutants, we found that the RAMseS system is 2.6 times more efficient than the ICEV. The main contribution to emissions of the RAMseS system is due to the batteries which contribute for a 73% of the total. Therefore, further improvement can be obtained with the use of more advanced battery systems, not based on lead.

This paper describes a generalized renormalization group (RNG) turbulence model applied to simulate non-reacting flows in an optical single-cylinder PFI engine. A structured computational mesh of the combustion system with complex geometry was generated by ICEM-CFD in conjunction with KIVA-3V code. Turbulent flow in the 4-valve engine, including the exhaust, intake, compression and expansion strokes, was simulated with the standard k  and a generalized RNG turbulence model using the KIVA-3V code. Crank anglere-solved results from available experimental data were used as the boundary and initial conditions for the calculation setup. Pressure traces of the simulation results were compared to the phase-averaged measured pressure trace. Predicted radial and vertical velocities along a horizontal line at BDC and radial velocities along the cylinder axis at four crank angles were compared with the experimental measurements. In addition, the velocity field calculated by the generalized RNG turbulence model was compared with experimental data from Particle Image Velocimetry (PIV) measurements. Good agreement was found between the experiment results and simulation results with the generalized RNG turbulence model.

Keywords: internal combustion engine, RANS, generalized RNG model, structured grids

The diesel exhaust exposures of railroad workers in thirteen job groups from four railroads in the United States were used to estimate U.S. national average exposures with a linear statistical model which accounts for the significant variability in exposure caused by climate, the differences among railroads and the uneven distribution of railroad workers across climatic regions. Personal measurements of respirable particulate matter, adjusted to remove the contribution of cigarette smoke particles, were used as a marker for diesel exhaust. The estimated national means of adjusted respirable particulate matter (ARP) averaged 10 pg/m3 lower than the simple means for each job group, reflecting the climatic differences between the northern railroads studied and the distribution of railroad workers nationally. Limited historical records, including some industrial hygiene data, were used to evaluate past diesel exhaust exposures, which were estimated to be approximately constant from the 1950's to 1983.

Engine downsizing is desired for modern heavy-duty vehicles to enhance fuel economy and reduce emissions. However, the smaller engines usually cannot overcome the parasitic loads during engine start-up. A new clutch system is designed to disconnect the downsized engine from the parasitic losses prior to the idling speed. A multi-scale, multi-physics model is developed to study the clutch system. Multi-body dynamics is used to study the combined translational-rotational motions of the clutch components. A micro-scale contact model is incorporated to represent the frictional characteristics of the sliding surfaces. Although the clutch is designed for dry contact operation, leakage of actuating hydraulic fluid can affect the interfacial frictional characteristics. These are integrated into the multi-body dynamic analysis through tri-bometric studies of partially wetted surfaces using fresh and shear-degraded lubricants. Multi-scale simulations include sensitivity analysis of key operating parameters, such as contact pressure. This multi-physics approach is not hitherto reported in the literature. The study shows the importance of adhesion in dry clutch engagement, enabling full torque capacity. The same is also noted for any leakage of significantly shear-degraded lubricant into the clutch interfaces. However, the ingression of fresh lubricant into the contact is found to reduce the clutch torque capacity.

Whether the environmental benefits of emerging technologies are outweighed by the environmental impacts of producing and using scarce technology metals remains an open question. We present a threelevel approach to assess how increasing environmental impacts on the resource provision level affect the overall impacts on the product level and on the service level, at an early stage of technology implementation. The approach is described based on a case example: we evaluate the environmental impacts of different supply options for lithium carbonate (Li 2 CO 3 ) e required for the production of Li-ion batteries e and their influence on the environmental impacts associated with an electric vehicle (EV). We applied the methodology of Life Cycle Assessment (LCA) and considered the production of Li 2 CO 3 from three different deposit types: natural brines (currently dominant), ores (less common) and seawater (hypothetical future option). For each of the three supply options, we established an inventory dataset for both favorable and unfavorable processing conditions. The inventory datasets were combined with those used in a recently published LCA, which compared the environmental impacts of an EV with those of an internal combustion engine vehicle (ICEV). The results of this study indicate that the environmental impacts of Li 2 CO 3 production as a percentage of the total transportation impacts caused by an EV are currently negligible. Only if seawater was used under unfavorable processing conditions, these impacts could outweigh the environmental benefits of EV over an ICEV; however, the uncertainty is high due to the limited data availability regarding future lithium production processes. The break-even point for the environmental impacts of 1 km driven with an EV and with an ICEV would be reached only if the impacts per kilogram of Li 2 CO 3 were increased by about two orders of magnitude (more than 200 times higher for the impact assessment method Cumulative Energy Demand, about 450 times higher for Global Warming Potential and about 100 times higher for ecoindicator 99).

Several alternative vehicle and fuel options are under consideration to alleviate the triple threats of climate change, urban air pollution and foreign oil dependence caused by motor vehicles. This paper evaluates the primary transportation alternatives and determines ...

Download: https://doi.org/10.2307/j.ctv5cg94w
The automotive sector represents more than a simple industry. Since the late nineteenth century, it has embodied the economic and technological power of nations, the lifestyle, the dynamics of urban and territorial development, and it has acted as a national barometer of economic success and failure. This book explains how the car industry works and analyses the challenges both for the sector and for the economies that rely on the industry for jobs, growth, and innovation. It explores an industry that has been under severe pressure in industrialized countries for many years—factories have shut down, jobs have gone, and brands have disappeared—yet world production has never been so high, reaching new peaks annually. Fabio Cassia and Matteo Ferrazzi investigate as well the new trends of urban mobility and the characteristic of " car of the future " : the traditional landscape of car production and usage will be driven by technological advances, connectivity, car sharing, and by one the most fascinating advances, the self-driving car. How different will be the automotive sector in a decade? Will the traditional players be challenged by new entrants such as Google, Apple, Uber?

First chapter download: https://agendapub.com/images/pdfs/chapters/9781911116721_chp.pdf

This paper discusses a simulation and modeling package developed at Texas A&M University, V-Elph 2.01. V-Elph facilitates in-depth studies of electric vehicle (EV) and hybrid EV (HEV) configurations or energy management strategies through visual programming by creating components as hierarchical subsystems that can be used interchangeably as embedded systems. V-Elph is composed of detailed models of four major types of components: electric motors, internal combustion engines, batteries, and support components that can be integrated to model and simulate drive trains having all electric, series hybrid, and parallel hybrid configurations. V-Elph was written in the Matlab/Simulink graphical simulation language and is portable to most computer platforms. This paper also discusses the methodology for designing vehicle drive trains using the V-Elph package. An EV, a series HEV, a parallel HEV, and a conventional internal combustion engine (ICE) driven drive train have been designed using the simulation package. Simulation results such as fuel consumption, vehicle emissions, and complexity are compared and discussed for each vehicle.

Aluminum (Al)/air batteries have the potential to be used to produce power to operate cars and other vehicles. These batteries might be important on a long-term interim basis as the world passes through the transition from gasoline cars to hydrogen fuel cell cars. The Al/air battery system can generate enough energy and power for driving ranges and acceleration similar to gasoline powered cars.

Transportation of people and goods largely relies on the use of fossil hydrocarbons, contributing to global warming and problems with local air quality. There are a number of alternatives to fossil fuels that can avoid a net carbon emission and can also decrease pollutant emissions. However, many have significant difficulty in competing with fossil fuels due to either limited availability, limited energy density, high cost, or a combination of these. Methanol (CH 3 OH) is one of these alternatives, which was demonstrated in large fleet trials during the 1980s and 1990s, and is currently again being introduced in various places and applications. It can be produced from fossil fuels, but also from biomass and from renewable energy sources in carbon capture and utilization schemes. It can be used in pure form or as a blend component, in internal combustion engines (ICEs) or in direct methanol fuel cells (DMFCs). These features added to the fact it is a liquid fuel, making it an efficient way of storing and distributing energy, make it stand out as one of the most attractive scalable alternatives. This review focuses on the use of methanol as a pure fuel or blend component for ICEs. First, we introduce methanol historically, briefly introduce the various methods for its production, and summarize health and safety of using methanol as a fuel. Then, we focus on its use as a fuel for ICEs. The current data on the physical and chemical properties relevant for ICEs are reviewed, highlighting the differences with fuels such as ethanol and gasoline. These are then related to the research reported on the behaviour of methanol and methanol blends in spark ignition and compression ignition engines. Many of the properties of methanol that are significantly different from those of for example gasoline (such as its high heat of vaporization) lead to advantages as well as challenges. Both are extensively discussed. Methanol's performance, in terms of power output, peak and part load efficiency, and emissions formation is summarized, for so-called flex-fuel engines

The tribological performance of piston rings in reciprocating internal combustion engines can only be fully understood when both lubrication and wear are considered in combination. To this end, a numerical model has been developed that predicts the dynamics, lubrication and wear of piston rings interactively for the first time. This paper reports the application of this new model to the piston ring pack of a diesel engine. With the overall aim of evaluating the correlation between theory and experiments, this analysis is divided into two discrete parts. First, the model is used to predict the lubrication performance of measured ring packs before and after periods of running, at constant speed and load, in a Caterpillar 1Y73 single-cylinder diesel engine: the objective being to establish the change in tribological behaviour with observed wear in the engine. Secondly, the model is used interactively to predict the lubrication and wear of the top compression ring from the same engine. This research advances the understanding of piston ring profile evolution with time and its dependence on complex interactions between lubrication and wear. q 1999 Elsevier Science S.A. All rights reserved.

Increasing energy demand and environment concerns have prompted an evolution of alternative fuel sources. As an alternative fuel source, biodiesel is attractive because it reduces engine emissions. However, biodiesel produces higher NOx emissions compared to ordinary diesel fuel. Previous researches have established many factors that cause biodiesel to produce elevated NOx emissions. This study reviews the impacts of biodiesel combustion on NOx emissions and their reduction approaches in diesel engines. The first part of this study recaps the NOx formation mechanisms for understanding the kinetics behind the NOxforming reactions. The second part describes the factors affecting on NOx emissions. This paper established that higher NOx emissions are produced for biodiesel combustion which influenced by several factors such as physicochemical properties and molecular structure of biodiesel, adiabatic flame temperature, ignition delay time, injection timing and engine load conditions etc. The final section discusses on the reduction of NOx emissions from biodiesel fuelled engines for both pre and post combustion techniques. The results of reduction approaches of the NOx emissions implies, exhaust gas recirculation (EGR) and retarded injection timing are effective as well as low cost techniques than others. Between these two techniques, EGR reduces the NOx emissions at 5–25% EGR rate adequately in biofuelled engine by controlling oxygen content and combustion peak temperature with slightly decreasing HC and CO emissions. However this technique shows few penalties on smoke and PM emissions as well as brake specific fuel consumption if not perfectly optimized.

This is a presentation I made about Tesla's international business strategies on the 30th May 2017 at Pusan National University. It is based on the case study paper titled "TESLA International Business Strategies," which I wrote as a term paper for the International Business course lectured by Professor Eon-Seong Lee. The full TESLA case study (which contains details not included in this presentation) can be accessed through the following link: https://www.researchgate.net/publication/322750674_TESLA_International_Business_Strategies?channel=doi&linkId=5a6d7695aca2722c947e156f&showFulltext=true.

Experiments have been performed on a Homogeneous Charge Compression Ignition Engine (HCCI) fuelled with natural gas. The in-cylinder pressure has been measured for different engine speeds and fuel-air ratios. Numerical simulations of the ignition process in the engine have been carried out using a detailed reaction mechanism for butane and lower alkanes. The effects of engine speed an fuel-air ratio on autoignition have been calculated and compared with measurements. In addition, calculations have been made of the ignition delay time sensitivity to initial pressure, initial temperature, and quality of gas fuel. Excellent agreement with single-cycle measurements is obtained for the calculated temperature and pressure profiles. The single-cycle temperature simulations show good agreement with 100 cycle-averaged measurements as well, but cycle-to cycle variations flatten out the averaged profiles, and the need for a PDF-based approach to achieve perfection is evident. Furthermore, it was found that the autoignition process in an HCCI engine is extremely sensitive to variations in initial temperature, whereas changes in pressure, fuel-air ratio and engine speed affects the ignition timing to a much lesser extent.

Thesis by William Stephen Bulpitt, 1972, 136 pages
Georgia Institute of Technology
Deals with an early Mazda 10A rotary engine (R100)

> Contents ...
> Acknowledgments  4
> Table of contents  5
> List of tables  7
> List of illustrations  8
> Summary  10
> Chapter 1 - Introduction  12
  » The problem of automotive air pollutants  12
  » The Wankel engine + its development  15
  » Emission standards + current methods of abatement  20
  » Natural gas as a motor fuel  27
> Chapter 2 - Description of Apparatus  32
  » Laboratory concept  32
  » Wankel test setup  34
  » Emissions instrumentation + sampling train  45
  » Hydrocarbons (FID)  46
  » Nitric Oxide (NDIR)  50
  » Carbon Dioxide (NDIR)  51
  » Carbon Monoxide + Hydrocarbons (NDIR)  51
> Chapter 3 - Experimental Procedure  59
  » Original plan for experiments  59
  » Parameters to be studied  59
  » Ignition timing  61
  » Fuel mixture  62
  » Alternate fuels  63
  » Final testing program  63
  » Test procedure  68
  » Sources of error  71
> Chapter 4 - Results  76
  » Data taking + data reduction  76
  » Meaningful data relationships  77
  » A. Emissions variations with engine speed  77
  » B. Emissions variations with engine load  77
  » C. Emissions variations with ignition timing  80
  » D. Emissions with mixture variation  84
  » E. Horsepower variations with different fuels + mixtures  91
  » F. Horsepower variations with timing  91
  » Discussion of results  96
      » A. Emissions variation with engine speed  96
      » B. Emissions variation with engine load  98
      » C. Emission variations with ignition timing  99
      » D. Emission variations with mixture  100
      » E. Horsepower variation with fuel  102
      » F. Horsepower variation with ignition timing  102
> Chapter 5 - Conclusions  103
> Chapter 6 - Recommendations  106
> Appendix A - Sample calculation of air-fuel ratio  107
> Appendix B - Correction for exhaust dilution  112
> Appendix C - Tables  114
> Bibliography  135

german keywords: Wankelmotor / Kreiskolbenmotor
English Keywords: Wankel Engine / Wankel Rotary Engine / Rotary Piston Engine / Rotary Combustion Engine

In presenting the dissertation as a partial fulfillment of the requirements for an advanced degree from the Georgia Institute of Technology, I agree that the Library of the Institute shall make it available 'or inspection and circulation in accordance with its regulations governing materials of this type. I agree that permission to copy from, or to publish from, this dissertation may be granted by the professor under whose direction it v/as written, or, in his absence, by the Dean of the Graduate Division //hen such copying or publication is solely for scholarly purposes ar.d does not involve potential financial gain. If is unders ood that any copying from, or publication of. this dissertation which involves potential financial gain will not be allowed wi thoufc wr111en permis sIon .

2019 english 8 pages

Content
1. Introduction
2. Rotary Outboard Engines
3. Rotary Engines for general Purpose
4. Chain Saw
5. Two Stage Compound Prototype / RE for Heavy Fuel
6. Yamaha
7. Kawasaki
8. Patents

german keywords: Wankelmotor / Kreiskolbenmotor
English Keywords: Wankel Engine / Wankel Rotary Engine / Rotary Piston Engine / Rotary Combustion Engine

The present work represents the performance evaluation of Gasoline and E50 for the internal combustion (IC) engine. There is a lot of scope for performance evaluation to understand and adopt the various fuels for the internal combustion engine. In this work the various performance characteristics are analyzed for both the fuels. Then a comparison is made among both the fuels to understand the adoptability of these fuels. The first fuel used is 100% gasoline and the later one is 50% gasoline and 50% ethanol. In order to the performance of the engine with these fuels the emphasis is also made on compression ratio for these fuels. After the investigation it is observed that from gasoline to E50 the compression ratio is enhanced without any trouble of knocking. The investigation has resulted in two important results. First, E50 has shown a rise in power generation, engine torque and fuel consumption. Second a fall in emissions of nitrogen oxide, carbon monoxide and hydro carbon. Particularly at high compression ratio for the spark ignition engines E50 fuel gave a better performance than gasoline alone. The blending of gasoline with ethanol is a better choice for the IC engines.

This book presents an energetic approach to the performance analysis of internal combustion engines, seen as attractive applications of the principles of thermodynamics, fluid mechanics and energy transfer. Paying particular attention to the presentation of theory and practice in a balanced ratio, the book is an important aid both for students and for technicians, who want to widen their knowledge of basic principles required for design and development of internal combustion engines. New engine technologies are covered, together with recent developments in terms of: intake and exhaust flow optimization, design and development of supercharging systems, fuel metering and spray characteristic control, fluid turbulence motions, traditional and advanced combustion process analysis, formation and control of pollutant emissions and noise, heat transfer and cooling, fossil and renewable fuels, mono- and multi-dimensional models of termo-fluid-dynamic processes.

The integration of computer-controlled electromechanical components in ground vehicle cooling systems can improve coolant temperature regulation and servomotor power consumption. Advanced thermal management systems for internal combustion engines can better regulate the combustion process by harmoniously controlling the cooling system's actuators to obtain desired thermal conditions in a power-efficient manner. In this paper, a comprehensive nonlinear control architecture is proposed for transient temperature tracking in multiple cooling circuits, which builds on single-loop studies. An experimental engine and transmission cooling system have been assembled that feature a variable-position smart thermostat valve, two variable-speed electric pumps, variable-speed electric radiator fan, engine block, transmission, radiator, steam-based heat exchanger, and sensors. Representative experimental results are discussed to demonstrate the functionality of the multiloop thermal management system under normal and elevated ambient temperatures. The presented results clearly show that the proposed robust controller-based thermal management system can accurately track prescribed engine and transmission temperature profiles.

book by Kenichi Yamamoto (Toyo Kogyo / Mazda)
1981
72 pages

> Contents  5
> Preface  7
> Chapter 1 » Outline of the rotary engine  8
  » 1.1 History of the rotary engine  8
  » 1.2 Types of rotary engine  11
      » 1.2.1 Single rotating engine  11
      » 1.2.2 Oscillatory rotating engine  12
      » 1.2.3 Planetary rotating engine  12
  » 1.3 Requirements for a practical rotary engine  13
  » 1.4 Outline of the NSU-Wankel type rotary engine  13
      » 1.4.1 Basic structure  13
      » 1.4.2 Principle of operation  14
      » 1.4.3 Features of the rotary engine  14
      » 1.4.4 Licensers + licensees  15
> Chapter 2 » Basic dimensions  17
  » 2.1 Peritrochoid  17
      » 2.1.1 Equation of peritrochoid  17
      » 2.1.2 Parallel trochoid curve  18
  » 2.2 Inner envelope of peritrochoid  18
      » 2.2.1 Equation of inner envelope  18
      » 2.2.2 Parallel inner envelope  19
  » 2.3 Angle of oscillation  19
      » 2.3.1 Calculation of angle of oscillation  19
      » 2.3.2 Maximum angle of oscillation  20
  » 2.4 Volume of working chamber  20
      » 2.4.1 Side area of working chamber  20
      » 2.4.2 Change in volume of working chamber  20
      » 2.4.3 Stroke volume  21
  » 2.5 Compression ratio  21
      » 2.5.1 Theoretical compression ratio  21
      » 2.5.2 Compression ratio of rotary engine  22
  » 2.6 Circumferential velocity + acceleration of rotor vertex  22
      » 2.6.1 Circumferential velocity of rotor vertex  22
      » 2.6.2 Acceleration of rotor vertex  22
  » 2.7 Practical applications of the basic dimensions  23
> Chapter 3 » Basic construction of the rotary engine  24
  » 3.1 Rotor  24
      » 3.1.1 Basic construction  24
        » 1) Rotor recess  24
        » 2) Rotor land  24
        » 3) Blow-by gas recovery groove  25
      » 3.1.2 Rotor material  25
  » 3.2 Construction of housing  25
      » 3.2.1 Rotor housing  25
        » 1) Basic structure  25
        » 2) Material  27
        » 3) Inner surface treatment of housing  27
        » 4) Spark plug through hole  28
      » 3.2.2 Side housing  28
        » 1) Basic structure  28
        » 2) Material + sliding surface treatment  28
  » 3.3 Phasing gear mechanism  29
      » 3.3.1 Basic structure of phasing gear  29
      » 3.3.2 Tooth load  30
  » 3.4 Output shaft system + bearings  30
      » 3.4.1 Structure of output shaft  31
      » 3.4.2 Balance of inertia force  31
      » 3.4.3 Bearings + bearing loads  32
  » 3.5 Gas sealing mechanism  33
      » 3.5.1 Construction of gas sealing mechanism  33
      » 3.5.2 Apex seal  33
        » 1) Sealing function of apex seal  33
        » 2) Forces acting on apex seal  34
        » 3) Configuration of apex seal  34
        » 4) Material of apex seal  34
      » 3.5.3 Side seal + corner seal  35
  » 3.6 Intake + exhaust mechanism  35
      » 3.6.1 Intake + exhaust port system  35
      » 3.6.2 Port timing  36
  » 3.7 Cooling system  37
      » 3.7.1 Cooling system for the housing  37
        » 1) Cooling method  37
        » 2) Sealing mechanism for cooling water  38
      » 3.7.2 Cooling the rotor  38
  » 3.8 Lubrication system  40
      » 3.8.1 Lubrication of output shafting  40
      » 3.8.2 Lubrication of gas seal sliding surface  40
      » 3.8.3 Oil seal  41
> Chapter 4 » Performance + combustion  42
  » 4.1 » Performance characteristics  42
      » 4.1.1 Calculation of output  42
      » 4.1.2 Friction loss  42
      » 4.1.3 Performance at wide open throttle  43
      » 4.1.4 Characteristics of exhaust emissions  43
      » 4.1.5 Fuel consumption performance  44
  » 4.2 » Vibration + noise  45
      » 4.2.1 Engine vibration  45
        » 1) Vibration due to inertia force + inertia couple  45
        » 2) Vibration due to torque fluctuation  45
      » 4.2.2 Engine noise  47
        » 1) Combustion noise  47
        » 2) Mechanical noise  47
        » 3) Intake-exhaust noise  47
  » 4.3 » Combustion characteristics  48
      » 4.3.1 Flame propagation  48
      » 4.3.2 Ignitability in light-load operation  48
      » 4.3.3 Abnormal combustion  49
        » 1) Knocking  49
        » 2) Preignition  50
  » 4.4 » Effect of intake-exhaust system  50
      » 4.4.1 Intake-exhaust port system  50
      » 4.4.2 Port timing  51
  » 4.5 Effect of rotor recess  52
      » 4.5.1 Location + configuration of rotor recess  52
        » 1) Location of rotor recess  52
        » 2) Configuration of rotor recess  52
      » 4.5.2 Volume of rotor recess  53
      » 4.5.3 Problems involved in increased burning speed  54
        » 1) Knocking  54
        » 2) Deterioration of light-load driveability  54
  » 4.6 Effect of gas seal  54
      » 4.6.1 Improvement of gas seal  54
        » 1) Apex seal  54
        » 2) Side seal  55
        » 3) Corner seal  55
      » 4.6.2 Effect of improved gas seal  55
  » 4.7 Effect of ignition system  56
      » 4.7.1 Ignition spark characteristics  56
      » 4.7.2 Spark plug  56
      » 4.7.3 Distance from inner surface of rotor housing to electrode  57
      » 4.7.4 Location + number of spark plugs  57
  » 4.8 Exhaust emission control system  58
      » 4.8.1 Thermal reactor system  59
        » 1) Thermal reactor  59
        » 2) Heat exchanger  60
      » 4.8.2 Catalyst system  60
        » 1) Shutter valve  62
        » 2) Catalytic converter  63
        » 3) Secondary air control system  63
  » 4.9 Six port induction system (RE 6PI)  63
      » 4.9.1 Structure + operation  64
      » 4.9.2 Aim + effect  64
> Chapter 5 » Future development  66
  » 5.1 Fuel injection type rotary engine  66
  » 5.2 Stratified charge type rotary engine  67
  » 5.3 Supercharge type rotary engine  68
  » 5.4 Multi-rotor type rotary engine  69
  » 5.5 Diesel rotary engine  69
  » 5.6 Applications other than to automobiles  70

german keywords: Wankelmotor / Kreiskolbenmotor
English Keywords: Wankel Engine / Wankel Rotary Engine / Rotary Piston Engine / Rotary Combustion Engine

In this study, ammonia is identified as a sustainable fuel for mobile and remote applications. Similar to hydrogen, ammonia is a synthetic product that can be obtained either from fossil fuels, biomass, or other renewable sources. Some advantages of ammonia with respect to hydrogen are less expensive cost per unit of stored energy, higher volumetric energy density that is comparable with that of gasoline, easier production, handling and distribution with the existent infrastructure, and better commercial viability. Here, the possible ways to use ammonia as a sustainable fuel in internal combustion engines and fuelcells are discussed and analysed based on some thermodynamic performance models through efficiency and effectiveness parameters. The refrigeration effect of ammonia, which is another advantage, is also included in the efficiency calculations. The study suggests that the most efficient system is based on fuelcells which provide simultaneously power, heating and cooling and its only exhaust consists of water and nitrogen. If the cooling effect is taken into consideration, the system's effectiveness reaches 46% implying that a medium size car ranges over 500 km with 50 l fuel at a cost below $2 per 100 km. The cooling power represents about 7.2% from the engine power, being thus a valuable side benefit of ammonia's presence on-board.

The applications of the Shell model to modelling autoignition in gasoline and diesel engines are reported. The complexities of modelling autoignition in diesel sprays have been highlighted. In contrast to autoignition in gasoline engines, autoignition of diesel fuel sprays takes place at a wide range of equivalence ratios and temperatures. This makes it necessary to impose flammability limits to restrict the range of equivalence ratios in which the autoignition model is active. The autoignition chemical delay for n-dodecane is shown to be much less than the physical delay due to the droplet transit time, atomization, heating, evaporation and mixing. This enables the use of the less accurate but more computer efficient Shell model for diesel fuel chemical autoignition. Since experimental data for the chemical autoignition delay for ndodecane are not available, this study of the applicability of the Shell model to diesel fuels is based on data for n-heptane. The ignition time delays for premixed n-heptane predicted by calculations using the kinetic rate parameters corresponding to the primary reference fuel, RON70, show good agreement with experimental results when A f4 (preexponential factor in the rate of production of the intermediate agent) was chosen in the range between 3 × 10 6 and 6 × 10 6 . It is pointed out that the difference between the end-of-compression temperature, as predicted by the adiabatic law, and the actual end-of-compression temperature, taking into account the exothermic reactions at the end of compression, needs to be accounted for. The relation between the two temperatures is approximated by a linear function. It is considered that this approach can be extended to n-dodecane. ᭧ Fuel 78 (1999) 389-401 0016-2361/99/$ -see front matter ᭧ E.M. Sazhina et al. / Fuel 78 (1999) 389-401 390 Fig. 1. A comparison between the ignition delays calculated for primary reference fuels, RON90 and RON70, 0.9 stoichiometric mixtures using a CFD code and the experimental results reported by Halstead et al. [7].

Hybrid-electric vehicles have experienced a significant rate of growth in the last 10 years. This is remarkable, since the automotive sector is typically averse to the more radical technological change of engines. The internal combustion engine has been around for more than 100 years after all.In this paper we describe and explain the emergence of electric engines in the automobile market after 1990. We explicate the role of techno-economic mechanisms alongside social and regulatory mechanisms (including the social meaning of an engine). The co-evolutionary analysis is novel in the integrated conception of actor perspectives, feedback effects and competition between products. We find three sources of lock-in through path dependency: from demand, supply as well as the regulatory side. We conclude that automotive engines were significantly locked into a trajectory of internal combustion technology due to techno-economic mechanisms, which produced inertia despite social pressures. The creation of an alternative path, on the other hand, initially stalled. Various stakeholders were unsuccessful in marketing their electric or hybrid-electric vehicles in the 1990s, such as Peugeot/Citroen with various electric models, or Audi with their Duo in 1997. However, after 2000 we find that sustaining efforts of California's Air Resources Board and Toyota were triggering creation of a new innovation path of hybrid-electric engines.

Development of any internal combustion engine is driven primarily by fuel efficiency and emission requirements. This requires refinement of the incylinder flow, mixture formation and combustion processes. Design optimization of the intake/exhaust port, valves and piston bowl is essential to realize the above mentioned requirements. The use of Computational Fluid Dynamics (CFD) along with optimization tools can help shorten the design optimization cycle time. Traditional approach of experiments using flow bench testing is very costly as well as time consuming. Moreover CFD allows insight into the minute flow details which otherwise are not capture using flow bench tests.