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Vehicle Architectures and Design
Published in Iqbal Husain, Electric and Hybrid Vehicles, 2021
A mass comparison of crossover vehicles between the Chevrolet Equinox and the converted Akron hybrid is given in Table 3.4. The engine downsizing from a 3.6 L V6 gasoline engine to a 1.9 L diesel engine did not give significant mass advantage since diesel engines tend be larger and heavier than gasoline engines for comparable sizes. The exhaust system mass increased due to the addition of diesel after treatment components. The fuel tank size was reduced by 50% that provided some mass savings for the hybrid. The masses of the electrical machines, controllers, traction battery and thermal management systems depend on the components chosen. The removal of the alternator and downsizing the 12 V accessories battery provided small mass savings. The cabin climate control system mass is somewhat higher for the hybrid due to the switching to an electric motor-driven compressor pump. The example analysis in Table 3.4 shows an increase of 82% in the powertrain mass for the Akron hybrid vehicle. The mass budget could have been restricted significantly had a downsized gasoline engine been used, although that would have adversely affected fuel economy.
The End of Compromise
Published in Patrick Hossay, Automotive Innovation, 2019
The potential to integrate new turbocharger technology with other performance features is tremendous. For example, the Hyboost project vehicle by British engineering firm Ricardo achieves radical engine downsizing using an electric supercharger coupled with a turbocharger and energy capture and storage technology.15 This extremely cost-effective design makes use of technology already on the market, adopting exhaust energy recapture and regenerative braking to drive an electric supercharger on a turbocharged GDI engine. The result is a three-cylinder, 1.0-liter engine that matches the performance of its 2.0-liter counterpart with a dramatic decrease in carbon emissions.16 Similarly, but with more dramatic effect, Formula 1 cars and Audi’s diesel R18 LeMans racer have coupled electric motors with turbochargers. The motor assists with low-speed boost, allowing the use of a larger turbine without lag and enabling a more significant high-end boost. Volvo’s production T6 Drive-E engine incorporates a turbocharger and supercharger in a 2.0-liter package that produces 316 horsepower and an impressive 35 highway mpg.17 Mercedes is taking this one step further by incorporating Formula 1 Motor Generator Unit (MGU) into its hypercar designs. The idea is to place a motor/generator onto the turbocharger shaft, allowing the generator to recover excess energy from the turbo as it spins down, store that in a battery, and use that energy to get the compressor spinning and eliminate lag.18
Lubricant Contribution to Energy Efficiency
Published in Don M. Pirro, Martin Webster, Ekkehard Daschner, Lubrication Fundamentals, 2017
Don M. Pirro, Martin Webster, Ekkehard Daschner
Meeting future emission and energy saving targets will require significant advances in equipment, engine, and vehicle technologies. Vehicle and engine manufacturers recognize that the goals for the next decade or two will be met by using combinations of approaches rather than the emergence of a single breakthrough technology. As will be shown later, the largest efficiency gains in internal combustion engines are likely to come from improvements in thermodynamic efficiency and engine operation. For example, engine downsizing coupled with turbocharging and the adoption of gasoline direct injection (GDI) are trends common between multiple vehicle manufacturers. These technologies are already making valuable contributions to improving engine efficiency. In parallel, increasing the use of hybrid systems and new transmissions including six-speed and higher and continuously variable transmissions (CVTs) will further improve the overall use of the energy output from the engine. Although these transformations are not directly related to friction reduction, they will have an effect on the lubrication systems and fluid requirements. In fact, in some cases the lubricant may be a key factor in enabling the successful implementation of a technology.
Atom probe tomography characterisation of powder forged connecting rods alloyed with vanadium and copper
Published in Philosophical Magazine, 2022
Kristina Lindgren, Karin Frisk, Maheswaran Vattur Sundaram, Mattias Thuvander
There is a constant drive towards increasing the performances of the internal combustion engines to meet the regulations and emission norms, by increasing the specific power output and lowering the engine displacement. Also, the trend towards hybridisation pushes for engine downsizing by moving towards increased efficiency and performance. To meet such demands of the high-performance engines, the engine components must have excellent properties to withstand such requirements [1]. Connecting rods (conrods) are high-performance components that experience high thermo-mechanical loadings. Manufacturing is performed either by drop forging of wrought steels or by powder forging. The main advantage when it comes to the powder forged conrods is the high precision from powder forging, reduced machining costs (better machinability) and the possibility to use fracture splitting [2].
Progress in alcohol-gasoline blends and their effects on the performance and emissions in SI engines under different operating conditions
Published in International Journal of Ambient Energy, 2021
Abdulfatah Abdu Yusuf, Freddie L. Inambao
Wang et al. (2018) showed the breakdown of thermal efficiency gains for ethanol-gasoline blends in TC DISI engines. Results showed that the engine thermal efficiency gains were affected mainly due to a cooling effect and chemical effect, both of which increased with the ethanol ratio. These results pointed out that the chemical effect is the most dominant, especially for the blend with a low research octane number (RON) base fuel. Also, the cooling effect shows a significant effect for the blend with a low RON94.5 (ΔEOI/ΔCR = 4) base fuel. However, the improvement of engine downsizing, flame speed effect, and octane sensitivity were comparable and were less than those of chemical and cooling effects. With a little amount of ethanol addition, the engine thermal efficiency increased faster than the reduction of lower heating value (LHV). When the ethanol content was high the thermal efficiency decreased. This trend was reported by other researchers as well (Jo, Bromberg, and Heywood 2016; Leone et al. 2015; Liu et al. 2015; Wang, Janssen, et al. 2017; Wang, Zeraati-Rezaei, et al. 2017), who suggested that for compression ratios from 8:1 to 14:1, the thermal efficiency gain with compression ratio is almost linear (Δη/ΔCR = 1.8%). The contribution of the high flame speed of ethanol to thermal efficiency is 0.20% for every 10% by volume of ethanol content in fuel blends. They emphasised that engine downsizing is a technology that increases engine thermal efficiency by allowing an engine to operate at more efficient high load regimes, instead of at low load regimes where pumping losses significantly reduce engine thermal efficiencies. The researchers suggested that a thermal efficiency increment multiplier from additional engine downsizing for TC DISI engines.