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Bluecat™ 300 Brochure
Your LSI engine emission control just got easier! The BlueCAT™ 300 is a Retrofit Emissions Control System which has been verified by the California Air Resources Board (CARB) for installation on uncontrolled gaseous-fueled Large Spark-Ignition (LSI) engines. BlueCAT™ 300 systems control exhaust emissions and noise from industrial forklift trucks, floor care machinery, aerial lifts, ground support equipment, and other spark-ignition rich-burn (stoichiometric) engines. Nett Technologies’ BlueCAT™ 300 practically eliminates all of the major exhaust pollutants: Carbon Monoxide (CO) and Oxides of Nitrogen (NOx) emissions are reduced by over 90% and Hydrocarbons (HC) by over 80%. BlueCAT™ 300 three-way catalytic converters consist of a high-performance emissions control catalyst and an advanced electronic Air/Fuel Ratio Controller. The devices work together to optimize engine operation, fuel economy and control emissions. The controller also reduces fuel consumption and increases engine life. Nett's BlueCAT™ 300 catalytic muffler replaces the OEM muffler simplifying installation and saving time. The emission control catalyst is built into the muffler and its size is selected based on the displacement of the engine. Thousands of direct-fit designs are available for all makes/models of forklifts and other equipment. The BlueCAT™ 300 catalytic muffler matches or surpasses the noise attenuation performance of the original muffler with the addition of superior emissions reduction performance. NIA ARB OR IF L ™ A C BlueCAT VERIFIED 300 LSI-2 Rule 3-Way Catalyst scan and learn Sold and supported globally, Nett Technologies Inc., develops and manufactures proprietary catalytic solutions that use the latest in diesel oxidation catalyst (DOC), diesel particulate filter (DPF), selective catalytic reduction (SCR), engine electronics, stationary engine silencer, exhaust system and exhaust gas dilution technologies. -
Outboard Protection
Get Premium Outboard Protection. For True Peace of Mind. Passport Premier offers comprehensive, long-term engine package protection for your new or pre-owned vessel. Even entire engine assemblies are replaced if necessary. So you can enjoy your time on the water, knowing you are covered against costly repairs for years to come. Passport Premier lets you head out with confidence: • Long-term coverage on over 120 major engine parts • Covers overheating, even detonation, lots more • Repair reimbursement includes parts and labor • Locking in now offers assurance against inflation • Protection cost can be rolled into your boat financing • All benefits are transferable for higher resale value With expert service at any manufacturer authorized facility and plan management by Brunswick, a top U.S. boat and engine seller, it’s coverage you can truly count on. Comprehensive Extended Protection Benefits Non-Defective Engine Breakdown Claim Payment Benefits Service Assist Engine Sensor Failures Carbonized Rings Lubricants Hoses On-water towing Pick Up/delivery Thermostat Failures Heat Collapsed Rings Coolants Engine Tuning Hoist/lift-out Lake Test Overheating* Scored Pistons Belts Taxes Haul Out Sea Trial Preignition Scored Cylinders Spark Plugs Shop Supplies Dockside repair call Detonation Heat Cracked Heads Clamps Haul Out Burnt Valves Warped Heads Filters Transfer Provision Bent Valves Heat Cracked Block Tuliped Valves All service contract plan benefits transferable on new boats – *Any overheating conditions created by raw water pump and/or impeller -
FUEL INJECTION SYSTEM for CI ENGINES the Function of a Fuel
FUEL INJECTION SYSTEM FOR CI ENGINES The function of a fuel injection system is to meter the appropriate quantity of fuel for the given engine speed and load to each cylinder, each cycle, and inject that fuel at the appropriate time in the cycle at the desired rate with the spray configuration required for the particular combustion chamber employed. It is important that injection begin and end cleanly, and avoid any secondary injections. To accomplish this function, fuel is usually drawn from the fuel tank by a supply pump, and forced through a filter to the injection pump. The injection pump sends fuel under pressure to the nozzle pipes which carry fuel to the injector nozzles located in each cylinder head. Excess fuel goes back to the fuel tank. CI engines are operated unthrottled, with engine speed and power controlled by the amount of fuel injected during each cycle. This allows for high volumetric efficiency at all speeds, with the intake system designed for very little flow restriction of the incoming air. FUNCTIONAL REQUIREMENTS OF AN INJECTION SYSTEM For a proper running and good performance of the engine, the following requirements must be met by the injection system: • Accurate metering of the fuel injected per cycle. Metering errors may cause drastic variation from the desired output. The quantity of the fuel metered should vary to meet changing speed and load requirements of the engine. • Correct timing of the injection of the fuel in the cycle so that maximum power is obtained. • Proper control of rate of injection so that the desired heat-release pattern is achieved during combustion. -
Research Article Development of an Integrated Cooling System Controller for Hybrid Electric Vehicles
Hindawi Journal of Electrical and Computer Engineering Volume 2017, Article ID 2605460, 9 pages https://doi.org/10.1155/2017/2605460 Research Article Development of an Integrated Cooling System Controller for Hybrid Electric Vehicles Chong Wang,1 Qun Sun,1 and Limin Xu2 1 School of Mechanical and Automotive Engineering, Liaocheng University, Liaocheng, China 2School of International Education, Liaocheng University, Liaocheng, China Correspondence should be addressed to Chong Wang; [email protected] Received 14 January 2017; Accepted 15 March 2017; Published 10 April 2017 Academic Editor: Ephraim Suhir Copyright © 2017 Chong Wang et al. This is an open access article distributed under the Creative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited. A hybrid electrical bus employs both a turbo diesel engine and an electric motor to drive the vehicle in different speed-torque scenarios. The cooling system for such a vehicle is particularly power costing because it needs to dissipate heat from not only the engine, but also the intercooler and the motor. An electronic control unit (ECU) has been designed with a single chip computer, temperature sensors, DC motor drive circuit, and optimized control algorithm to manage the speeds of several fans for efficient cooling using a nonlinear fan speed adjustment strategy. Experiments suggested that the continuous operating performance of the ECU is robust and capable of saving 15% of the total electricity comparing with ordinary fan speed control method. 1. Introduction according to water temperature. Some recent studies paid more attention to the nonlinear engine and radiator ther- A hybrid electrical vehicle (HEV) employs both a turbo diesel mocharacteristics and the corresponding nonlinear PWM engine and an electric motor to drive the vehicle in different control techniques [6–9], which so far has not yielded mass speed-torquescenarios.Aneffectivethermomanagement produced equipment. -
Review Paper on Vehicle Diagnosis with Electronic Control Unit
Volume 3, Issue 2, February – 2018 International Journal of Innovative Science and Research Technology ISSN No:-2456 –2165 Review Paper on Vehicle Diagnosis with Electronic Control Unit Rucha Pupala Jalaj Shukla Mechanical, Sinhgad Institute of Technology and Science Mechanical, Sinhgad Institute of Technology and Science Pune, India Pune, India Abstract—An Automobile vehicle is prone to various faults stringency of exhaust gas legislation, the electronically due to more complex integration of electro-mechanical controlled system has been widely used in engines for components. Due to the increasing stringency of emission performance optimization of the engine as well as vehicle norms improved and advanced electronic systems have propelled by the engine[1].The faults in the automotive engine been widely used. When different faults occur it is very may lead to increased emissions and more fuel consumption difficult for a technician who does not have sufficient with engine damage. These affects can be prevented if faults knowledge to detect and repair the electronic control are detected and treated in timely manner. A number of fault system. However such services in the after sales network monitoring and diagnostic methods have been developed for are crucial to the brand value of automotive manufacturer automotive applications. The existing systems typically and client satisfaction. Development of a fast, reliable and implement fault detection to indicate that something is wrong accurate intelligent system for fault diagnosis of in the monitored system, fault separation to determine the automotive engine is greatly urged. In this paper a new exact location of the fault i.e., the component which is faulty, approach to Off- Board diagnostic system for automotive and fault identification to determine the magnitude of the fault. -
Virtual Sensor for Automotive Engine to Compensate for the Map, Engine Speed Sensors Faults
Virtual Sensor For Automotive Engine To Compensate For The Map, Engine Speed Sensors Faults By Sohaub S.Shalalfeh Ihab Sh.Jaber Ahmad M.Hroub Supervisor: Dr. Iyad Hashlamon Submitted to the College of Engineering In partial fulfillment of the requirements for the degree of Bachelor degree in Mechatronics Engineering Palestine Polytechnic University March- 2016 Palestine Polytechnic University Hebron –Palestine College of Engineering and Technology Mechanical Engineering Department Project Name Virtual sensor for automotive engine to compensate for the map, engine speed sensors faults Project Team Sohaub S.shalalfeh Ihab Sh.Jaber Ahmad M.Hroub According to the project supervisor and according to the agreement of the testing committee members, this project is submitted to the Department of Mechanical Engineering at College of Engineering in partial fulfillments of the requirements of the Bachelor’s degree. Supervisor Signature ………………………….. Committee Member Signature ……………………… ……………………….. …………………… Department Head Signature ………………………………… I Dedication To our parents. To all our teachers. To all our friends. To all our brothers and sisters. To Palestine Polytechnic University. Acknowledgments We could not forget our families, who stood by us, with their support, love and care for our whole lives; they were with us with their bodies and souls, believed in us and helped us to accomplish this project. We would like to thank our amazing teachers at Palestine Polytechnic University, to whom we would carry our gratitude our whole life. Special thanks -
Heat Release Analysis and Modeling for a Common-Rail Diesel Engine
University of Tennessee, Knoxville TRACE: Tennessee Research and Creative Exchange Masters Theses Graduate School 8-2002 Heat Release Analysis and Modeling for a Common-Rail Diesel Engine M. Rajkumar University of Tennessee - Knoxville Follow this and additional works at: https://trace.tennessee.edu/utk_gradthes Part of the Mechanical Engineering Commons Recommended Citation Rajkumar, M., "Heat Release Analysis and Modeling for a Common-Rail Diesel Engine. " Master's Thesis, University of Tennessee, 2002. https://trace.tennessee.edu/utk_gradthes/2144 This Thesis is brought to you for free and open access by the Graduate School at TRACE: Tennessee Research and Creative Exchange. It has been accepted for inclusion in Masters Theses by an authorized administrator of TRACE: Tennessee Research and Creative Exchange. For more information, please contact [email protected]. To the Graduate Council: I am submitting herewith a thesis written by M. Rajkumar entitled "Heat Release Analysis and Modeling for a Common-Rail Diesel Engine." I have examined the final electronic copy of this thesis for form and content and recommend that it be accepted in partial fulfillment of the requirements for the degree of Master of Science, with a major in Mechanical Engineering. Dr. Ming Zheng, Major Professor We have read this thesis and recommend its acceptance: Dr. Jeffrey W. Hodgson, Dr. David K. Irick Accepted for the Council: Carolyn R. Hodges Vice Provost and Dean of the Graduate School (Original signatures are on file with official studentecor r ds.) To the Graduate Council: I am submitting herewith a thesis written by M.Rajkumar entitled "Heat Release Analysis and Modeling for a Common-Rail Diesel Engine”. -
Sudden Acceleration in Vehicles with Common Rail Diesel Engines
Sudden Acceleration in Vehicles with Common Rail Diesel Engines by Ronald A. Belt Plymouth, MN 55447 1 July 2016 Abstract: An explanation is given for sudden unintended acceleration (SUA) in vehicles with common rail diesel engines. SUA is explained by an increase in the gain of the common rail pressure controller that leads to more fuel being injected into the engine than the throttle map specifies. The gain increase is caused by an erroneous battery voltage compensation coefficient produced by a negative voltage spike occurring while the battery voltage is being sampled. The erroneous battery voltage compensation coefficient increases the fuel injected into the engine, causing an increase in the engine speed, which causes the next iteration of the throttle map to issue a new common rail pressure set-point that is even higher than the previous one. The result is a runaway engine speed without the driver’s foot being on the accelerator pedal. No diagnostic trouble code (DTC) is produced because all the engine sensors and actuators are working normally except for the battery voltage compensation coefficient, and this compensation coefficient is not checked for an erroneous value. This explains why a majority of SUA incidents occur while the engine is at idle in a parking lot or at stop sign because this is the only time that the battery voltage can be determined by sampling the supply voltage. It also explains why the high engine speeds go away when the ignition is turned off and the engine is restarted, because a new battery voltage sample is taken after restarting that is not affected by a random negative voltage spike. -
Common Rail Design & Field Experience
Common Rail Design & Field Experience Introduction MAN Diesel & Turbo Common Rail MAN Diesel & Turbo is the world’s leading designer and manufacturer of low and medium speed engines – engines from MAN Diesel & Turbo cover an estimated 50% of the power needed for all world trade. We develop two-stroke and four-stroke engines, auxiliary en- gines, turbochargers and propulsion packages that are manufactured both within the MAN Diesel & Turbo Group and at our licensees. The coming years will see a sharp in- increasingly important success factor continuous and load-independ ent con- crease in the ecological and eco- for marine and power diesel engines. trol of injection timing and injection nomical requirements placed on Special emphasis is placed on low load pressure. This means that common rail combustion engines. Evidence of operation, where conventional injection technology achieves, for a given engine, this trend is the further tightening of leaves little room for optimization, as highest levels of flexibility for all load emission standards worldwide, a de- the injection process, controlled by the ranges and yields significantly better re- velopment that aims not only at im- camshaft, is linked to engine speed. sults than any conventional injection proving fuel economy but above all Thus, possibilities for designing a load- system. at achieving clean combustion that indepen dent approach to the combus- is low in emissions. tion pro cess are severely limited. A reliable and efficient CR system for an extensive range of marine fuels has Compliance with existing and upcom- MAN Diesel & Turbo’s common rail tech- been developed and is also able to ing emission regulations with best pos- nology (CR) severs this link in medium handle residual fuels (HFO). -
Air Management System Components
AIR MANAGEMENT SYSTEM Air Management System Components Air Management System Features • The series sequential turbocharger is a low • Series Sequential Turbocharger pressure/high pressure design working in series with a turbocharger actuator on the high pressure • Charge Air Cooler turbine controlling the boost pressures. • Intake Manifold • The charge air cooler is utilized to reduce the temperature of the pressurized air therefore inducing a cooler/denser air • Air Filter/Filter Minder charge into the intake manifold for maximum efficiency. • An air filter/filter minder combination is utilzed to clean • Exhaust Gas Recirculation (EGR) System the incoming air and provide a means for monitoring the condition of the air filter via the filter minder. • The EGR system is designed to reduce exhaust emissions. 57 EGR Cooler Vertical Throttle Body EGR Valve Turbocharger Actuator Compressor Inlet (from air Turbocharger cleaner) Crossover Tube Low Pressure Turbocharger High Pressure Turbocharger Intake Manifold EGR Cooler Horizontal EGR Diesel Oxidation Catalyst (EDOC) 58 33 Air MANAGEMENT SYSTEM System Flow • Air enters the system through the air filter where particles • The intake manifold directs the cooled air to are removed from the air. The air filter has a filter minder the intake ports of the cylinder heads. on it to warn the operator of a restricted air filter. • The burned air fuel mixture is pushed out of the cylinder into • After the air is filtered, the mass of the air and temperature the exhaust manifold which collects the exhaust and routes are measured by the mass air flow sensor (MAF) and it to the high pressure turbocharger’s turbine wheel. -
Securing Vehicle's Electronic Control Units
ICNS 2016 : The Twelfth International Conference on Networking and Services Securing Vehicle’s Electronic Control Units Kevin Daimi Mustafa Saed, Scott Bone, John Robb Computer Science and Software Engineering HATCI Electronic Systems Development University of Detroit Mercy Hyundai-Kia America Technical Center Detroit, USA Superior Township, USA email: [email protected] email: {msaed, sbone, jrobb }@hatci.com Abstract— Electronic Control Units (ECUs) are essential for missing encryption and signature in the data protocol. As a controlling many functions and systems in current and future result, the tire pressure warning lights can be turned on and off vehicles. Modern vehicles incorporate over seventy ECUs. causing the driver to worry about the tire pressure when there Those ECUs are vulnerable to security attacks. A number of is nothing wrong with it. Another issue regards the keyless these attacks can be fatal and can result in casualties. entry systems. The passive keyless entry in modern cars can Undoubtedly, there is a critical need for protecting the ECUs infrastructure. This paper proposes an approach to secure be subject to relay attack by intercepting and relaying the vehicle’s ECUs based on a grouping principle. Four groups are radio signal from the smart keys to the cars. The attackers can introduced. Each group is controlled by a Master ECU, and the break into and steal the valuables left in the vehicle. Further Master ECUs are controlled by a Super Master ECU. Public key issue that has a safety nature involves the On-Board cryptology is adopted. Furthermore, the possibility of applying Diagnostic port (OBD-II). -
CRP Automotive Application Intake Manifold Made in Windform® XT For
CRP Automotive Application Intake Manifold made in Windform® XT for VM Motori SpA Engine RA420DH6 - Turbo Diesel Common Rail 2000cc, 4 Cylinders, 16 Valves, 110 KW @ 4000 Rpm, Euro 4 The modern Turbo Diesel engines have increased their performances compared with “old” Diesel engines. Unfortunately, new severe requirements regarding their emission have to be faced. The use of EGR (Exhaust Gas Recirculation) can help engine manufacturers to keep under control the emissions in order to accomplish to the Euro 4 requirements. In order to improve EGR system VM Motori S.p.A. (Cento, FE – ITALY) decided to test different alternative INTAKE MANIFOLDS. Instead of taking a long projecting and engineering time, VM engineers’ good knowledge of RP techniques allowed to spend only a few weeks to reach the best performance of the manifold and the engine. The study was performed using 3 different models, made by C.R.P. Technology in WINDFORM®XT, the latest carbon fibre filled material, for RP Laser Sintering systems. Each prototype was prepared with a typical lead-time of 2/3 days. This kind of “fast- production” was very useful for VM engineers, shortening 10 times or more the standard lead- time for this kind of product. The 1st Model was called “V1”, and after having realized it was possible to use the WINDFORM®XT INTAKE MANIFOLD without any problems for their dyno tests, they worked on other two releases, “V2” and “V3”, to optimize the partitioning of EGR on each cylinder, reaching the goal of a maximum of 4% of difference among the 4 cylinders (as a target for Euro 4 emission level).