The Capacity of Superfinished Vehicle Components to Increase Fuel Economy

2007 ◽  
Author(s):  
Lane Winkelmann ◽  
Omer El Saeed ◽  
Matt Bell
Keyword(s):  
Fuel Economy ◽  
Operating Temperature ◽  
Field Testing ◽  
Extreme Pressure ◽  
Additive Package ◽  
Vibratory Finishing ◽  
Low Viscosity ◽  
Lower Viscosity ◽  
Vehicle Components ◽  
New Generation

The lubricant industry is emphasizing the use of low-viscosity lubricants to increase fuel economy. Fuel mileage increases as high as 8% are claimed when conventional engine and driveline lubricants are replaced with new-generation products. Low viscosity lubricants, however, must contain more robust anti-wear and extreme pressure additives to counteract their reduced λ ratio. Consequently, switching to lower viscosity lubricants in order to gain fuel economy entails risk. Should the additive package fail to perform, engine, transmission, and drivetrain components will be seriously damaged. It seems appropriate then, to attempt to increase the λ ratio for low viscosity lubricants. This, of course, can be done by reducing surface roughness. Superfinishing the surface using chemically accelerated vibratory finishing is a practical and well proven approach for accomplishing this. This paper will present data from both laboratory and field testing demonstrating that superfinished components exhibit lower friction, operating temperature, wear and/or higher horsepower, all of which translate directly into increased fuel economy.

scholarly journals On the Fictitious Grease Lubrication Performance in a Four-Ball Tester

Lubricants ◽  
2021 ◽  
Vol 9 (3) ◽  
pp. 33
Author(s):  
Sravan K. Joysula ◽  
Anshuman Dube ◽  
Debdutt Patro ◽  
Deepak Halenahally Veeregowda
Keyword(s):  
Critical Factor ◽  
Maximum Load ◽  
Test Method ◽  
Extreme Pressure ◽  
Motor Speed ◽  
Low Friction ◽  
Grease Lubrication ◽  
Additive Package ◽  
Variable Frequency Drive ◽  
Lubrication Performance

The extreme pressure (EP) behavior of grease is related to its additives that can prevent seizure. However, in this study following ASTM D2596 four-ball test method, the EP behavior of greases was modified without any changes to its additive package. A four-ball tester with position encoders and variable frequency drive system was used to control the speed ramp up time or delay in motor speed to demonstrate higher grease weld load and lower grease friction that were fictitious. A tenth of a second delay in speed ramp up time had showed an increase in the weld load from 7848 N to 9810 N for grease X and 6082 N to 9810 N for grease Y. Further increase in the speed ramp up time to 0.95 s showed that the greases passed the maximum load of 9810 N that was possible in the four-ball tester without seizure. The mechanism can be related to the delay in rise of local temperature to reach the melting point of steel required for full seizure or welding, that was theoretically attributed to an increase in heat loss as the speed ramp-up time was increased. Furthermore, the speed ramp up time increased the corrected load for grease X and Y. This resulted in lower friction for grease X and Y. This fictitious low friction can be attributed to decrease in surface roughness at higher extreme pressure or higher corrected load. This study suggests that speed ramp up time is a critical factor that should be further investigated by ASTM and grease manufacturers, to prevent the use of grease with fictitious EP behavior.

Safety and Field Testing of a New Generation AC Module

2003 ◽  
Author(s):  
Saiful Islam ◽  
Achim Woyte ◽  
Ronnie Belmans
Keyword(s):  
Laboratory Tests ◽  
Field Testing ◽  
Field Conditions ◽  
Quality Requirements ◽  
New Type ◽  
New Generation

Safety and quality requirements for a new type of AC module have been identified and its performance has been evaluated for two prototypes. The laboratory tests have to show whether the so-called PV2go inverter can comply with the expectations and where improvements are still necessary. Afterwards, the AC modules have been tested under typical European field conditions.

scholarly journals Fabrication of a Porous Slippery Icephobic Surface and Effect of Lubricant Viscosity on Anti-Icing Properties and Durability

Coatings ◽  
2020 ◽  
Vol 10 (9) ◽  
pp. 896
Author(s):  
Guoyong Liu ◽  
Yuan Yuan ◽  
Ruijin Liao ◽  
Liang Wang ◽  
Xue Gao
Keyword(s):  
Adhesion Strength ◽  
Silicone Oil ◽  
Al Alloy ◽  
Self Healing ◽  
Porous Films ◽  
Low Viscosity ◽  
Lower Viscosity ◽  
Healing Property ◽  
Promising Application ◽  
Ice Adhesion

A breakdown caused by the icing of power generation infrastructure is one of the serious disasters occurring in the power system. Slippery lubricant-infused porous surfaces (SLIPSs), whose ice adhesion strength is extremely low, have a promising application in the anti-icing field. In the present study, we fabricated SLIPSs with low ice adhesion strength by infusing silicone oil into an anodic aluminum oxide (AAO) substrate. In addition, the effects of the viscosity of silicone oil on the anti-icing properties and durability of the SLIPSs were investigated. The results show that a lower viscosity silicone oil brings about more slippery surfaces and lower ice adhesion strength. The ice adhesion strength was reduced by 99.3% in comparison with the bare Al alloy. However, low-viscosity silicone oil has worse de-icing resistance and heat resistance. Additionally, the porous films filled with low-viscosity silicone oil possess a better self-healing property after icing/de-icing cycles and followed by exposure to the atmosphere. When the viscosity of silicone oil is 50 mPa·s, the SLIPSs exhibit the best durability for anti-icing. Even after 21 de-icing tests or 168 h of heating at 90 °C, the ice adhesion strength still remains below 10% compared with that of bare Al. This work provides some useful advice for the design and fabrication of anti-icing SLIPSs.

II — A. Lister

1985 ◽  
Vol 38 (3) ◽  
pp. 431-435 ◽  
Author(s):  
A. Lister
Keyword(s):  
Long Range ◽  
Fuel Economy ◽  
Air Travel ◽  
Tank Capacity ◽  
Engine Failure ◽  
New Generation

Several years ago, when Airbus Industrie launched their twin-engined A 300 Airbus, it became apparent that a new generation of long-range aircraft was about to add a different facet to the shape of international air travel. The enormous power available from the big fan engines coming into use meant that adequate performance was available even when an engine failure meant the loss of half the installed thrust. Coupled to this was a standard of fuel economy and tank capacity which meant that the new aircraft were capable of operating over ranges far in excess of those previously attained by twin-engined aircraft.

Filler Content, Surface Microhardness, and Rheological Properties of Various Flowable Resin Composites

2016 ◽  
Vol 41 (6) ◽  
pp. 655-665 ◽  
Author(s):  
S Jager ◽  
R Balthazard ◽  
A Dahoun ◽  
E Mortier
Keyword(s):  
Rheological Properties ◽  
Filler Content ◽  
Resin Composite ◽  
Resin Composites ◽  
Surface Microhardness ◽  
Fissure Sealant ◽  
Rheological Measurements ◽  
Low Viscosity ◽  
Lower Viscosity ◽  
Pit And Fissure Sealant

SUMMARY Objectives: The objectives of this study were to determine the filler content, the surface microhardness (at baseline and after immersion in water for 2 years), and the rheological properties of various flowable resin composites. Methods: Three flowable resin composites (Grandioso Heavy Flow [GHF], Grandio Flow [GRF], Filtek Supreme XTE Flow [XTE]), one pit and fissure sealant resin composite (ClinPro [CLI]), and three experimental flowable resin composites with the same matrix and a variable filler content (EXPA, EXPB, EXPC) were tested. The filler content was determined by calcination. The Vickers surface microhardness was determined after polymerization and then after immersion in distilled water at 37°C for 7, 60, 180, 360, and 720 days. The rheological measurements were performed using a dynamic shear rheometer. Results: The determined filler contents differed from the manufacturers' data for all the materials. The materials with the highest filler content presented the highest microhardness, but filler content did not appear to be the only influencing parameter. With respect to the values recorded after photopolymerization, the values were maintained or increased after 720 days compared with the initial microhardness values, except for GHF. For the values measured after immersion for 7 days, an increase in microhardness was observed for all the materials over time. All the materials were non-Newtonian, with shear-thinning behavior. At all the shear speeds, GRF presented a lower viscosity to GHF and XTE. Conclusions: GRF presented a low viscosity before photopolymerization, associated with high filler content, thereby providing a good compromise between spreadability and mechanical properties after photopolymerization.

Effects of Bearing Preload, Oil Volume, and Operating Temperature on Axle Power Losses

2012 ◽  
Vol 134 (5) ◽  
Author(s):  
Hai Xu ◽  
Avinash Singh ◽  
Ahmet Kahraman ◽  
Joshua Hurley ◽  
Sam Shon
Keyword(s):  
Fuel Economy ◽  
Environmental Protection Agency ◽  
Power Loss ◽  
Operating Temperature ◽  
Driving Cycle ◽  
Power Losses ◽  
Driving Cycles ◽  
Gear Oil ◽  
Operating Temperatures ◽  
Bearing Preload

In order to boost the fuel economy of their vehicles, automotive Original Equipment Manufacturers (OEMs) and suppliers have been investigating a range of options from alternate vehicle propulsion systems down to optimized component level technologies. The hypoid gear set in a rear axle is one of the least efficient drive train components, and as such, provides unique opportunities for improvements. It has therefore attracted significant attention from researchers to reduce the power losses. Both loaded and unloaded power losses have been studied before and found to vary significantly with load and speed conditions. This paper will focus on the effects of the axle pinion bearing preload, axle gear oil levels, and operating temperatures on axle power losses during the fuel economy driving cycles where both axle load and speed vary significantly. In this paper, power loss measurements from experiments conducted on an automotive rear drive axle on a dedicated dynamometer will be presented. Tests were conducted under a range of speed and load conditions that were developed from Environmental Protection Agency (EPA) fuel economy driving cycles. Both urban and highway cycles were included in the tests. Separate tests were conducted for unloaded spin losses and loaded power losses. The tests were conducted at a few different controlled levels of gear oil operating temperatures, gear oil volumes, and pinion bearing preloads, and their influence on power losses was quantified. The measured power losses at a matrix of load and speed conditions provide a series of power loss maps as a function of gear oil operating temperature, oil volume, and bearing preload. Using these power loss maps, the overall axle efficiency or power loss during any driving cycle can be quantified by integrating the instantaneous power losses as the axle goes through the driving cycles. Similar maps can be created for other influences and the proposed procedure can be utilized to quantify their influences on a given driving cycle. Results from this study indicate that with the combination of appropriate preloads, gear oil volume, and temperature control, axle efficiency can potentially be improved by roughly 3% in the tested axle.

scholarly journals Fuel Economy Performance of MoDTC in Low Viscosity Engine Oil

Oleoscience ◽  
2020 ◽  
Vol 20 (8) ◽  
pp. 371-375
Author(s):  
Yukiya MORIIZUMI
Keyword(s):  
Fuel Economy ◽  
Engine Oil ◽  
Low Viscosity

Basic Principles for Substantiation of Working Pair Choice

2021 ◽  
pp. 25-42
Keyword(s):  
Operating Temperature ◽  
Low Cost ◽  
Molecular Size ◽  
Porous Matrix ◽  
Coefficient Of Performance ◽  
Basic Principles ◽  
Temperature Range ◽  
Low Viscosity ◽  
Wide Availability ◽  
Heat Of Evaporation

The chapter is devoted to basic principles for substantiation of working pair choice. Principles for substantiation for selection of adsorbate and adsorbent are considered. The main requirements to adsorbate are formulated as follows: low cost, easy of obtaining, small molecular size to facilitate the adsorption effect; high latent heat of evaporation and small volume in liquid state; high thermal conductivity; low viscosity, thermal stability with adsorbent in the operating temperature range; chemical stability in the working temperature range; non-toxicity for animals and human, non-aggressiveness and incombustibility; low pressure saturation (slightly above atmospheric pressure) at normal operating temperature; the absence of environmental problems. Water is shown to conform to these requirements. The crucial requirements to adsorbent are the ability to adsorb large amounts of adsorbate when cooled to environment temperature and give a high cooling effect; high values of maximal adsorption; desorption of the major portion of adsorbate (ideally all) when heated by an accessible source of heat; low heat capacity; good heat conductivity, short cycle time; no deterioration and loss of adsorption capacity over time or use; non-toxicity, non-aggressiveness; chemical physical compatibility with the selected adsorbate; low cost and wide availability. Properties of various types of adsorbents were compared. Composites ‘salt inside porous matrix' are shown to be promising media for heat storage and transformation. Characteristics of thermodynamic cycles of heat conversion were analysed. The ways to improve the coefficient of performance were analysed and shown to be affected by a proper choice of an adsorbent.

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