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Fluid Flow
Published in O.P. Gupta, Finite and Boundary Element Methods in Engineering, 2022
Development of high power engines (power > 250 kW) for heavy-duty trucks demands considerable heat removal for efficient cooling. Aoyagi et al. [15] reported such analysis for a V8 engine with cylinder bore of 139 mm and stroke 142 mm. All the eight cylinders were cooled by water flowing through the passage created between the cylinder cavity in the engine block and the cylinder liner fitted in it. One such cylinder is shown schematically in Fig. 8.7(a). The water passage was modelled through a large number of brick elements (cuboid) shown in Fig. 8.7(b). About 6000 nodes were used to model the whole geometry. The velocity distribution could be obtained by analyzing inviscid, incompressible steady flow discussed in Sec. 8.6. The vector plot of velocity gave the locations of stagnation zones. The magnitudes of these velocities were later used for analysis of temperature distribution within the coolant. Thus effectiveness of the cooling system was evaluated.
The End of Compromise
Published in Patrick Hossay, Automotive Innovation, 2019
Equally amazing, advanced valve control can effectively change the size of the engine as needed, on the fly. The ability to effectively shut down cylinders by closing both valves allows for cylinder deactivation, letting an engine perform as though some of its cylinders are gone, so acting as a form of variable displacement. Fuel delivery is cut off, and both intake and exhaust valves remain closed on the deactivated cylinders (Image 2.7). The sealed cylinder then operates as an air spring, with the energy of the upward piston increasing cylinder pressure and redelivering the energy to the piston on the down stroke. Well over 90% of the energy is recovered, allowing the pistons to simply go along for the ride, neither helping nor seriously hindering the engine when not needed. When more power is demanded, the cylinders are seamlessly reactivated. The result is a significant improvement in efficiency at low load while maintaining power capacity when needed, in effect allowing a V8 to perform like a four cylinder at cruise but like a full V8 when needed.10
Creating a Brochure and a Website for the Vehicle
Published in Vivek D. Bhise, Automotive Product Development, 2017
The brochure should include information on available combinations of engines and transmissions. It was proposed to equip the target vehicle with the following three powertrains:1.2.0 L four-cylinder engine with six-speed automatic transmission (standard powertrain)2.2.7 L V6 engine with eight-speed automatic transmission (optional powertrain)3.3.5 L V8 engine with five-speed manual transmission (optional powertrain)
William Weir: architect of air power? The First World War chapter
Published in The International Journal for the History of Engineering & Technology, 2023
In keeping with his commitment to management prerogatives, Weir took no steps to intrude on the commercial interests of Rolls-Royce. Instead, Weir went in search of 200 hp engines that were allegedly capable of mass production by ‘unskilled’ labour. To recommend such designs, an expert advisory group was hastily convened, the Internal Combustion Engine Sub-Committee. Its stellar membership included its chair, Sir Dugald Clerk, the inventor of the two-stroke engine, but the work of his Sub-Committee proved that even the best-qualified personnel cannot arrive at the right answer if they are asked the wrong question. With the Rolls-Royce engines excluded from evaluation to circumvent the need for skilled labour and protect the company’s commercial position, Clerk’s Sub-Committee was tasked instead with evaluating another four water-cooled inline engines, three of them unproven; the 6 cylinder inline 230 hp B.H.P. Puma, two Sunbeam engines, the V8 200 hp Arab and the 6 cylinder inline Saracen, and an existing and successful if somewhat unreliable engine, the Spanish V8 150 hp Hispano-Suiza, which the British hoped to upgrade to 180–200 hp, and build under licence by Wolseley. What each of these engines had in common was the use of aluminium cylinder castings, thereby offering to avoid both the weight of steel cylinders used in the Rolls-Royce engines, and the complicated boring required in the manufacturing process.31
Model-free speed management for a heterogeneous platoon of connected ground vehicles
Published in Journal of Intelligent Transportation Systems, 2022
Yifan Weng, Rasoul Salehi, Xinyi Ge, Denise Rizzo, Matthew P. Castanier, Scott Heim, Tulga Ersal
Experimental validation is performed using two engine test cells with diesel engines representative of the two vehicle types considered in this study. Specifically, one test cell is equipped with an inline 6-cylinder 12.8 L diesel engine for a heavy duty truck (the lead vehicle, LV), whereas the other one is equipped with a V8 6.7 L diesel engine corresponding to a medium duty truck (the following vehicle, FV). Both test cells have engine-in-the-loop simulation capability, i.e., the engines can run in closed-loop with vehicle models running in real time (Kim et al., 2014). To emulate the connectivity between the vehicles in the platoon, the networked hardware-in-the-loop simulation paradigm is leveraged (Ersal et al., 2011; Ersal et al., 2012; Ersal et al., 2013).
Realisation of responsive and sustainable reconfigurable manufacturing systems
Published in International Journal of Production Research, 2023
Jelena Milisavljevic-Syed, Jiahong Li, Hanbing Xia
The reconfiguration process in this case consists of two stages: transitioning from the L4 engine cylinder block to the V6 engine block, and then from the V6 engine block to the V8 engine block. To simplify the description, these two phases are referred to as Phase A and Phase B, respectively, considering and not considering energy consumption.