Lightweight Engine Research Articles

The potential of plasma electrolytic oxidized eutectic aluminium-silicon alloy as a cylinder wall surface for lightweight engine blocks

A series of tests was conducted using a reciprocating tribometer to evaluate the tribological performance of a plasma electrolytic oxidation (PEO) treated eutectic aluminium-silicon alloy and was compared with a more conventional nickel-ceramic (Ni-SiC) coating as a reference. The counterpart was a gas-nitrided steel top piston ring and the lubricant was a group III base oil blended with standard detergent and dispersant additives, both with and without dispersions of very fine particles of molybdenum disulphide as a friction modifier. Scanning electron microscopy, energy dispersive X-ray spectroscopy, atomic force microscopy, and stylus profilometry were employed to characterize the morphology, elemental composition, and surface force analysis of the tribofilm and the wear profile. The tribological performance of the PEO transformed surface was found to be similar to the Ni-SiC coating in the short-duration tribometer experiments undertaken with fully flooded lubrication and at low-speed conditions, with potentially greater durability in the longer term given the properties of the transformed surface layer.

Liquid-phase sintering of nanodiamond composite coatings on aluminum A319 using a focused laser beam

Laser-induced phase transition and sintering of nanodiamond (ND) powders (4–8 nm) were used to produce 50–75 µm thick, strongly adherent composite coatings of nanodiamond, amorphous carbon and aluminum on cast alloy A319. First, ND powders, produced by detonation synthesis, were electrostatically sprayed on the surfaces of aluminum substrates. Second, a continuous wave CO 2 laser was used to heat the ND powder and aluminum substrate in a controlled fashion to cause liquid-phase nano-sintering that led to a dispersion and phase transformation of ND particles in a molten pool of aluminum. Raman spectroscopy, scanning electron microscopy, optical profilometry, and microhardness, nanoindentation and friction/wear tests were used to evaluate the coating characteristics. Tribology tests showed that the coefficient of friction was under 0.2 in the beginning and then increased to an average value of 0.39. By comparison, the uncoated substrate exhibited a much higher friction (up to 1.03) despite having the finer surface (1.8 µm Ra). Wear loss is also reduced by over 500% in the laser-sintered coupon compared to the uncoated aluminum. The potential application of the work is hard and wear-resistant coatings for lightweight engine components and biomedical implants to improve the tribological characteristics.

AMIC@: All MIcroarray Clusterings @ once

The AMIC@ Web Server offers a light-weight multi-method clustering engine for microarray gene-expression data. AMIC@ is a highly interactive tool that stresses user-friendliness and robustness by adopting AJAX technology, thus allowing an effective interleaved execution of different clustering algorithms and inspection of results. Among the salient features AMIC@ offers, there are: (i) automatic file format detection, (ii) suggestions on the number of clusters using a variant of the stability-based method of Tibshirani et al. (iii) intuitive visual inspection of the data via heatmaps and (iv) measurements of the clustering quality using cluster homogeneity. Large data sets can be processed efficiently by selecting algorithms (such as FPF-SB and k-Boost), specifically designed for this purpose. In case of very large data sets, the user can opt for a batch-mode use of the system by means of the Clustering wizard that runs all algorithms at once and delivers the results via email. AMIC@ is freely available and open to all users with no login requirement at the following URL http://bioalgo.iit.cnr.it/amica.

シリンダボア変形のヘッドガスケット装着時における増幅要因とその対応

The bore distortion is increased during the head gasket installation. The bore distortion tends to become high for light weight engines and the problem has become important in recent years. In the present study the cause of the bore distortion is discussed. It is related to the sealing pressure generated by the head gasket. Also discussed is the bore distortion in the region between the cylinder bores, which has a typical bore pattern, in light weight engines. It is controlled by using a reinforcement plate in the gasket structure, that is, by adjusting the sealing pressure.

Electrodeposition of nanodiamond particles on aluminium alloy A319 for improved tribological properties

Nanodiamond (ND) particles (4-8-nm) have been deposited by an electrophoretic method on aluminium alloy A319 to obtain thick (20-60-m), strongly adherent coatings. The electrophoresis deposition process was carried out by dispersing ND powders in an electrolytic solution of nickel sulphate/nickel chloride solution to obtain Ni-ND composite coating and also in isopropanol to obtain Ni-free ND coating. Raman spectroscopy and scanning electron microscopy in conjunction with energy dispersive analysis were used to identify carbon phases, chemical composition, and surface texture/topography of the coatings. Nanoindentation, friction and wear tests were conducted to determine the mechanical and tribological properties. Results indicate the formation of agglomerates, soft and hard phases (200-3400-MPa) and fine network of cracks in the as-deposited Ni-ND composite coatings. In addition, the Raman peak corresponding to diamond was noted in Ni-ND composite coatings. However, there was no evidence of diamond phases in electrophoresis using isopropanol. Ni-ND coatings exhibited rougher surfaces (2.7-m, Ra value) than the aluminium substrate (1.4 m). Tests conducted with ball-on-flat microtribometer revealed an improvement of sliding wear resistance. Thus, thick tribological ND coatings obtained in this study are promising to enhance the performance of aluminium alloy A319 used for lightweight engine components.

Ceramic Layer Composites in Advanced Automotive Engineering and Biomedical Applications

Light weight engineering and composite technologies are key strategies in modern product development in mechanical engineering as well as in biomedical applications, where innovation is driven by novel material concepts and surface functionalities. Designed or customized surface properties by advanced coating technologies are an important discipline in this context. Ceramic, metallurgical and cermet layers can be manufactured in a most appropriate way by high energetic thermokinetic deposition techniques like plasma spraying, electric arc and last not least by supersonic flame spraying (HVOF). These technologies perform high deposition rates, high flexibility to use various materials and their combinations and applications in micro to macro scale products. The final properties of the coatings and layer composites do not just depend on the properties of the combined materials but, as in the case of ceramic coated light metals, are distinctly affected by the occurring residual stresses and their interaction with operational load stresses. With respect to the complex geometries of most components, their dimensional and positional tolerances a further strong influence of the robot kinematics of the plasma or HVOF torches during coating manufacturing is observed. By combining the expertise in materials and manufacturing engineering coatings and composites with high performance and reliability can be achieved. This is shown in the development of functionally coated cylinder liners and crankcases for ultra light weight engines as well as for ceramic coated bioinert and biodegradable substrates in medical surgery. It will be shown that cast engine block bores can be directly coated by using an automated HVOF process, obtaining improved coating results. The internal coating process by hypersonic flame spraying is a superior technological alternative to the APS process for high quality cylinder liner and engine crankcase applications. The applications of such ceramic and cermet coatings are not limited to automotive and biomedical applications, i. e. for wear and friction properties or biomedical compatibility, but can be used for tailored thermophysical, electrophysical or catalytic properties in various technical systems.

Optimized multiaxis robot kinematic for HVOF spray coatings on complex shaped substrates

High accuracy robot systems are required for an efficient and reproducible application of thermal spray processes. Due to the influence of the torch trajectory on the heat and mass transfer processes during the deposition of APS and HVOF coatings, specific software tools for the simulation, generation and implementation of these trajectories must be developed. The internal HVOF series coating process of cylinder bores in lightweight engine manufacturing, the series production of optimized oxide ceramic coatings on textile surfaces and the trajectory generation and simulation for the coating of a complex 3D surface will be presented as case studies of these technologies.

Performance, tolerance and cost of TiAl passenger car valves

It is the clear goal of all new engine development to improve efficiency and to reduce emissions. Big efforts are taken and one field of exhaustive research is the valve train of four-stroke SI engines. It is seen as a proven benefit to replace existing cam shafts with so called cam-less systems, however, those require light weight engine valves. Amongst other materials, valves made from intermetallic TiAl γ-alloys were developed in recent history. Those had to fulfil a performance evaluation as well as meet cost objectives. As costs are strongly related to the production process and the required tolerances, a rough outline about these topics is also given.

Advanced thermal spray technology and coating for lightweight engine blocks for the automotive industry

New advanced thermal spray technology allows providing wear-resistant coatings on the cylinder surface of aluminum or magnesium engines. The obtained special surface topography after the finishing allows to decrease significantly the coefficient of friction and to decrease the fuel consumption from 2% to 4%. Engine tests on diesel and gasoline engines have confirmed the value of this technology regarding the aspect of energy saving. This coating technology is introduced since 4 years in Europe by the manufacturing of high power diesel, respectively, gasoline engines. The combination of different MMC coating materials allows the development of new specific solutions for each types of engine. Coatings with improved corrosion resistance and abrasion resistance were also developed and are available now. A brief overview on other applications of thermal spraying in the automotive industry will be given also.

V10 diesel engine for Le Mans

In endurance events such as the Le Mans 24 hour race, a high-speed diesel race engine has definite competitive advantages over a petrol equivalent of similar power, in terms of both fuel economy and tractive effort. The adaptation of a petrol race engine structure, together with operation at high engine speeds, allows maximum cylinder pressure to be controlled, leading to a light-weight engine without the weight distribution problems of approaches based on the development of heavy passenger car engines.

Development of Thermal Conductivity Prediction System for Composites

For composites, it is possible to control their effective thermal conductivity through selecting the component materials and designing the structure. For this purpose, a computer system that can help a designer to find the optimum solution of materials and structure is necessary. In this work, we have developed a high-speed and light-weight thermal conductivity evaluation engine, basing on analytical solutions of effective thermal conductivity of composites. A package of calculation modules corresponding to the analytical solutions for different structure models is developed. As input data, the constitution of a composite is described by a file in XML data format. The engine analyzes the file, recognizes the structure model, and automatically selects a proper calculation module for the composite. The evaluation engine is connected to a materials database, which is used to stores and provides information of component materials. The calculation result of a designed composite can also be stored in the database for sharing and reusing. This system is expected to be used as an effective decision support tool for composites design.

Lightweight engine structures — Crankcase concepts for high-performance diesel engines

Weight reduction is one of the major targets for passenger cars with special attention to powertrain systems.

Combined Engine for Reusable Launch Vehicle (KLIN Cycle)

Predicted performance and features of a combinedpropulsion concept for a small reusable launchvehicle known as KLINTM (meaning wedge in Russian) Cycle are discussed. The KLIN Cycle consists of a thermally integrated deeply cooled turbojet and a liquid rocket engine. The objective of this concept is to achieve a high-pressure ratio in a simple, lightweight turbojet engine. The proven result is an exceptional engine thrust-to-weight ratio, as well as improved speciŽ c impulse and mass fraction of the launcher. When based on the RL10 engine family, the KLIN Cycle makes a small single-stage-to-orbit and two-stage-to-orbit reusable launch vehicles feasible and very economically attractive.

Intermetallic TiAl(Cr,Mo,Si) Alloys for Lightweight Engine Parts

The microstructure of this new class of lightweight titanium aluminide alloys is controlled by the processing parameters for manufacturing semifinished products or components, and by minor modifications of the alloy composition. These materials exhibit excellent physical and mechanical properties for the use as components in automotive and jet engines, especially in rotating and oscillating parts.

Intermetallic TiAl(Cr,Mo,Si) Alloys for Lightweight Engine Parts

Intermetallic TiAl(Cr,Mo,Si) Alloys for Lightweight Engine Parts

Business Leaders: A Historical Sketch of Henry Ford

True or False? Ford invented mass production via the assembly line. If you answered true, read on; if your response was false, continue reading only if you wish to discover more about an individual who played a major role in putting millions of people into the horseless carriage. Henry Ford was born July 30, 1863, in Dearborn, Michigan, the son of William and Mary (nee Litogot) Ford. By the age of sixteen Henry had developed a dislike for farming (his father's occupation) and preferred tinkering with mechanical objects. He built a kerosene-fueled steam tractor but abandoned idea because of the danger of explosions with the fuel or the boiler. His early career led to a variety of jobs: repairing watches, working for a valve manufacturer, operating a sawmill, and working briefing for the Michigan Car Company. As early as 1885 he repaired an Otto engine, an internal combustion, compressed-gasoline-powered device invented in 1876 in Germany by Nicholas Otto. Henry saw a future for the internal combustion gasoline engine and developed several prototypes. In 1896, while a night-shift engineer at the Detroit Edison Company, Ford attended a speech by Thomas Edison and afterward cornered Edison to see what advice this inventive wizard could offer. Ford recalled Edison advised him, There is a big future for any light-weight engine can develop a high horsepower and be self-contained.... Keep on with your engine. If you can get what you are after, I can see a great future. The automobile was still a curiosity in 1900, however. Not many people took the belching, backfiring horseless carriages very seriously, and those who did were considered daft. It was the task of men such as Henry Ford, Walter Chrysler, Ransom Olds, William C. Durant, Louis Chevrolet, and others to redraw the face of America's map. Henry Ford popularized the automobile with auto races, and his car #999, driven by Barney Oldfield, was a sure winner. With Detroit investors, one of whom was the mayor of Detroit, Ford formed the Detroit Automobile Company, capitalized at $150,000 but with only 15,000 in cash, in 1899. The company planned to make ten cars the first year and then gradually increase production to two cars per day. In its advertising, the company promised that it will emit no odor ... [and] it will make less noise than the ordinary vehicle drawn by a horse. The motor was assembled on a workbench; then the frame was placed on wooden sawhorses and the motor, transmission, springs, and axles were installed. Then the wheels, vehicle sides, seats, cushions, dash, and so on were brought to the chassis to finish the auto. The operation was labor-intensive, individual parts needed precise tolerances to fit properly (1/64 of an inch variance was acceptable), and a careful routing of work was necessary to bring the parts together. Priced at $1,000 (Henry Ford thought was excessive), the Detroit Automobile Company was short-lived, dissolved by a sale of its assets in 1901. From this firm, however, the Cadillac Motor Car Company would later emerge. Failures in the automobile industry were not unusual at this time and most ventures failed to get past the start-up stage. In 1900 the auto industry made 4,192 cars; of these, 1,681 were steam-powered, 1,575 were electric, and 936 were gasoline-powered. Henry Ford's commitment to the internal combustion engine clearly put him in the minority with respect to where the industry was headed. It is not surprising Ford's supervisor called him a dreamer when Ford left a secure future in a public utility, Detroit Edison, in 1899 to venture forth on the muddy, rutted, potholed, uncharted roads of the United States. Technology and legalities shaped the emerging auto industry. Steam-driven vehicles needed frequent stops for water and fuel and a long wait preceded any trip so the proper pressure could be obtained. Electric (battery-powered) motors seemed promising and were placed experimentally in taxicabs operating in New York City, Boston, Philadelphia, Washington D. …

Lightweight engine mounting based on adaptive CFRP struts for active vibration suppression

A demonstrator representing a lightweight engine mounting for turboprop aircraft has been developed which allows for active suppression of disturbing vibrations. It consists of an advanced CFRP truss structure based upon high-load CFRP struts which enable an optimal integration of piezo-electric stack actuators. The dynamic behaviour of the truss structure was analyzed by a 3D-simulation and the optimal position of active struts was evaluated. The experimental results of static and dynamic tests showed very good agreement with the analytical predictions. First investigations of the active vibration suppression by means of a simple feedback controller exhibited an excellent functionality of the adaptive structure and a promising potential to future improvements.

A Practical Application of Lightweight and Compact Engine Block Made of Metal Matrix Composite (MMC) Using Aluminum-Alloy-Matrix

A Practical Application of Lightweight and Compact Engine Block Made of Metal Matrix Composite (MMC) Using Aluminum-Alloy-Matrix

Design Concepts for Low-Cost Composite Engine Frames

Design concepts for low-cost, lightweight composite engine frames were applied to the design requirements for the frame of commercial, high-bypass turbine engines. The concepts consist of generic-type components and subcomponents that could be adapted for use in different locations in the engine and to different engine sizes. A variety of materials and manufacturing methods were assessed with a goal of having the lowest number of parts possible at the lowest possible cost. The evaluation of the design concepts resulted in the identification of a hybrid composite frame which would weigh about 70 percent of the state-of-the-art metal frame and cost would be about 60 percent.

Evolution and Design Principles of Low Noise, Lightweight Engines

The relationship between combustion and inertia excitation as a function of engine size and rated speed is illustrated, and design concepts for low noise, including reduced structure response, are discussed.