The goal of this thesis was to develop a powertrain model of a vehicle and parametrize itusing non-invasive sensors. The non-invasive sensors available were chassis dynamometer,the pedal robot and the vehicle’s on-board diagnostics which was accessed using a scantool. Non-invasive sensors were used so that the vehicle to model can easily be changed. Aparametrization methodology to parametrize the model for a new vehicle was also developedto facilitate the change of vehicle. The powertrain model is for cars with a combustion engineand a manual gearbox. The engine model consist of two static maps, a pedal map and an engine map. The pedalmap is created using the fact that a constant pedal position and engine speed gives a constantthrottle position. The engine map is created in similar manner using that a constant throttleposition and engine speed gives a constant engine torque. The engine model also uses a firstorder lag element to model the time delay from a change in pedal position to a change inwheel torque. The driveline model is a rigid driveline model that assumes that the clutch,driveshaft and propeller shaft are stiff. The developed parametrization methodology contains information on how to estimate theparameters of the model which are gear ratios, engine and driveline inertias, engine anddriveline losses, engine and pedal maps and the time constant for the time delay. The powertrain model was validated component wise, as standalone and integrated intothe vehicle model against data gathered with the help of the chassis dynamometer. For thestandalone and integrated validation the gathered data were for different driving cases, suchas up and down gear-shifting, engine braking and skipping gears. The standalone validationshowed that the model performed well for the presented driving cases and the results hadgood data fit for 3rd gear and higher. However not for 1st and 2nd gear due to problemsin the pedal map. The pedal map was constructed on the assumption that the same pedalposition for all gears gives the same throttle position, which was not always the case. Thiscaused problems in some areas of the engine and pedal maps however in the validation ofthe maps it was shown that the maps for the most part gave good results.

Thesis (M.E.)--Sibley college, Cornell University. / Typewritten copy.

Thesis (M.S.)--University of Delaware, 2007. / Principal faculty advisor: James G. Mulligan, Dept. of Economics. Includes bibliographical references.

The research work presented in this thesis is concerned with an investigation of fuel management of diesel engines for the purposes of developing control schemes to improve fuel consumption, exhaust emissions and engine controllability.

Engine oil is critical to tractor engine performance. Engine designers recommend farmers change engine oil depending on recommendations by engine manufacturers. Engine manufacturers did not take into account different tasks often performed by tractors in fields, like tillage or seeding. Farmers do not have certain criteria to determine when engine oil must change. The only criteria to change engine oil is the physical /chemical method, which takes at least one week to obtain oil results. It is a waste of time to wait one week to get the results. There will be a lot of mechanical engine problems if oil is not changed. These engine oil problems cost farmers a lot of money. The aim of this research is to use new technology that could be contributed to solving these technical difficulties. Terahertz technology was used to determine engine oil characteristics by measuring refractive index and absorption coefficient on different conditions. Four experiments were performed to identify the ability of terahertz technology on various engine oil grades, engine oil types, and engine oil contaminants by using terahertz time-domain spectroscopy (THz-TDS). The first experiment was classifying gasoline engine oils of various viscosities by using THz-TDS. The range of 0.5–2.0 THz was evaluated for distinguishing among gasoline engine oils of three different grades (SAE 5W-20, 10W-40, and 20W-50) from the same manufacturer. ANOVA results confirmed a highly significant difference (p<0.0001) in refractive index among each of the three oils across the 0.5–2.0-THz range. Linear regression was applied to refractive index data at 0.25-THz intervals from 0.5 to 2.0 THz to predict kinematic viscosity. The refractive indices of these oil samples were promising for identification and distinction of oil grades. The second research identified three levels of water contaminants 0.0%, 0.1% and 0.2% inside diesel engine oils, grade SAE 15W-40, by utilizing THz-TDS in the range of 0.5 to 2.0 THz. The 0% water contamination level had the lowest absorption coefficient, while 0.2% water had the highest absorption coefficient. The refractive index of 0% water was the lowest and 0.2% water was the highest across the THz range. The refractive indices of these oil samples were promising for discrimination of water contamination. The third experiment demonstrated the possibility of identifying gasoline in engine oil (SAE 5W-20) which was contaminated with four rates (0%, 4%, 8% and 12%) of gasoline fuel and were measured by using THz-TDS. For both refractive index and absorption coefficient of the single cuvette method, ANOVA and Fisher results illustrated that there were highly significant differences (p < 0.0001) among each of the gasoline contaminant levels across the 0.5-2.5 THz range. The 2.5 THz frequency was the best to predict fuel contamination based on refractive index, and 0.5 THz was the best frequency for absorption coefficient. The fourth experiment illustrated the potential of THz-TDS to detect viscosity at 40 °C and TBN changes in gasoline engine oil (SAE 5W-20) due to thermal oxidation (TO). For refractive index, ANOVA and Fisher results showed that there were highly significant differences (p < 0.0001) among each of the TO times across the 0.51 - 2.48 THz range. Refractive index was used to predict TO time, and the 1.25 THz frequency was best to predict viscosity at 40°; for TBN, 2.25 THz was best.

No description available.

There are two important omissions in the literature on bore polishing, firstly there is no evidence of the successful development of a reliable tribo test device to simulate bore polishing and secondly, the mechanism of bore polishing has not been fully defined. The aims of this study were: 1. To establish the principal characteristics of bore polishing In engines. 2. To produce bore polishing in the laboratory. 3. Differentiate between two reference oils in a laboratory tribo test. 4. To understand the mechanism of bore polishing. The principal characteristics of bore polishing have been identified by the examination of Tornado cylinder bores from an engine test. The graphite structure is visible on the surface which has a surface finish of less then 0.125 micro-m in C.L.A. value. The components used in these tests were a grey cast iron piston ring running on a grey cast iron cylinder bore typically used in commercial engines. A reciprocating tribo test was used to distinguish between the two reference oils. The result showed higher friction, wear and a smoother surface with the oil causing bore polishing compared to the other oil which did not produce bore polishing. Adding carbon, taken from the wall of a piston used in an engine test, to the lubricant in the laboratory tribo test produced a phenomenon resembling bore polishing. Comparisons have been made between the tribo test results and service engines and a good correlation has been obtained. Several analytical techniques have been used and the knowledge of bore polishing has been advanced. In particular, it is suggested that a combination of two processes, one mechanical and the other chemical, are associated with bore polishing. Four wear mechanisms were identified during this investigation; abrasion, delamination, corrosion and adhesion.

No description available.

No description available.

This thesis describes the design of single-cylinder four-stroke racing motorcycle with a displacement of 450 cm3. The introduction describes the MX1 class motorcycle engines design and basic parameters of the designed engine. This is followed by comparing construction of crank mechanism parts meeting strength calculations with components of contemporary racing engines. The next section describes the design of the timing mechanism, balance shaft, cylinder head, engine cylinder, gearbox shaft location and crankcase lubrication and cooling system.