As a consequence of research on developing a speedy transportation system, Hyperloop is one of the best solutions now as smaller resistant forces are developed on the capsule body compared to conventional ground transportation systems due to movement in a vacuum and no contact with the ground. In this study, a capsule of an elliptical-shaped head and semicircular-shaped rear was chosen for analysis. Aerodynamic drags were calculated at different evacuated tunnel pressures. The computational regime was a 360 meters long tunnel. The inlet and outlet were pressure far-field boundaries while the wall was moving, with a Blockage Ratio (BR) of 0.36. Characteristics of different regions were identified in choked conditions. The drag was found to be lesser than the capsule of semicircular ends at different speeds. The pressure drag and friction drag were increased with the increase in velocity in the same tunnel pressure. By investigating different flow regions, it was found that a series of rhomboidal-shaped shock waves appear at high speeds. The formation and nature of this shock wave were also investigated, and found that it is caused due to shock wave and expansion wave interaction that results in the fall of pressure and temperature in the wake region.
{"title":"Numerical Investigation of Aerodynamic Characteristics of Hyperloop System Using Optimized Capsule Design","authors":"Prokash Chandra Roy, Arafater Rahman, Mihir Ranjan Halder","doi":"10.15282/ijame.19.4.2022.10.0784","DOIUrl":"https://doi.org/10.15282/ijame.19.4.2022.10.0784","url":null,"abstract":"As a consequence of research on developing a speedy transportation system, Hyperloop is one of the best solutions now as smaller resistant forces are developed on the capsule body compared to conventional ground transportation systems due to movement in a vacuum and no contact with the ground. In this study, a capsule of an elliptical-shaped head and semicircular-shaped rear was chosen for analysis. Aerodynamic drags were calculated at different evacuated tunnel pressures. The computational regime was a 360 meters long tunnel. The inlet and outlet were pressure far-field boundaries while the wall was moving, with a Blockage Ratio (BR) of 0.36. Characteristics of different regions were identified in choked conditions. The drag was found to be lesser than the capsule of semicircular ends at different speeds. The pressure drag and friction drag were increased with the increase in velocity in the same tunnel pressure. By investigating different flow regions, it was found that a series of rhomboidal-shaped shock waves appear at high speeds. The formation and nature of this shock wave were also investigated, and found that it is caused due to shock wave and expansion wave interaction that results in the fall of pressure and temperature in the wake region.","PeriodicalId":13935,"journal":{"name":"International Journal of Automotive and Mechanical Engineering","volume":"872 1","pages":""},"PeriodicalIF":1.0,"publicationDate":"2023-01-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"80968624","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-12-28DOI: 10.15282/ijame.19.4.2022.06.0780
Ahmad Syuhada, M.I. Maulana, R. Sary
Global warming is the unusually rapid increase in the earth’s average surface temperature, which has an impact on climate change. The cause of global warming is the inhibition of heat transfer from the earth’s surface to space, which is analogous to the greenhouse effect. The occurrence of the greenhouse effect is due to the large amount of carbon dioxide (CO2) produced by the complete combustion of fuel in vehicles and industrial processes. The rising use of fossil fuels and the ongoing reduction in forest plants’ ability to absorb CO2 is to blame for the rise in CO2 levels in the atmosphere. To reduce the increase in CO2 gas, one effort that can be made is to increase CO2-absorbing plants. In this regard, plants are able to absorb CO2 and convert it into oxygen and glucose by utilizing solar heat. The purpose of this study is to determine the ability to absorb CO2 from several types of plants. The test was carried out using two closed test rooms with dimensions of 100×50×50 cm, where room 1 (first) was used to store 0.5% of CO2 emissions, while room 2 (second) was used for the plants being tested. Gas is flowed into room 2 using a fan for 300 minutes, and data collection is carried out every 60 minutes. Based on results obtained in this line of research, the best plant ability to absorb CO2 can be ordered as follows 0.25 mg/m2.hour for squirrel tail, 0.243 mg/m2.hour for trembesi, 0.2 mg/m2.hour for mahogany, 0.177 mg/m2.hour for kaffir lime, 0.166 mg/m2.hour for mango, and 0.166 mg/m2.hour for cape.
{"title":"The Ability of Selected Plants to Absorbing CO₂, CO and HC from Gasoline Engine Exhaust","authors":"Ahmad Syuhada, M.I. Maulana, R. Sary","doi":"10.15282/ijame.19.4.2022.06.0780","DOIUrl":"https://doi.org/10.15282/ijame.19.4.2022.06.0780","url":null,"abstract":"Global warming is the unusually rapid increase in the earth’s average surface temperature, which has an impact on climate change. The cause of global warming is the inhibition of heat transfer from the earth’s surface to space, which is analogous to the greenhouse effect. The occurrence of the greenhouse effect is due to the large amount of carbon dioxide (CO2) produced by the complete combustion of fuel in vehicles and industrial processes. The rising use of fossil fuels and the ongoing reduction in forest plants’ ability to absorb CO2 is to blame for the rise in CO2 levels in the atmosphere. To reduce the increase in CO2 gas, one effort that can be made is to increase CO2-absorbing plants. In this regard, plants are able to absorb CO2 and convert it into oxygen and glucose by utilizing solar heat. The purpose of this study is to determine the ability to absorb CO2 from several types of plants. The test was carried out using two closed test rooms with dimensions of 100×50×50 cm, where room 1 (first) was used to store 0.5% of CO2 emissions, while room 2 (second) was used for the plants being tested. Gas is flowed into room 2 using a fan for 300 minutes, and data collection is carried out every 60 minutes. Based on results obtained in this line of research, the best plant ability to absorb CO2 can be ordered as follows 0.25 mg/m2.hour for squirrel tail, 0.243 mg/m2.hour for trembesi, 0.2 mg/m2.hour for mahogany, 0.177 mg/m2.hour for kaffir lime, 0.166 mg/m2.hour for mango, and 0.166 mg/m2.hour for cape.","PeriodicalId":13935,"journal":{"name":"International Journal of Automotive and Mechanical Engineering","volume":"42 1","pages":""},"PeriodicalIF":1.0,"publicationDate":"2022-12-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"80063217","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-12-28DOI: 10.15282/ijame.19.4.2022.09.0783
Srinivas Doddapaneni, G. Shankar, Sathyashankara Sharma, A. Kini, Manjunath Shettar
The main concern of this research is to identify the effect of multistage solutionizing and artificial aging behaviour on tensile behavior of LM4 + Si3N4 (1, 2, and 3 wt.%) composites. A two-stage stir casting method was employed to produce composites, which minimized the necessity for a lengthy and high-temperature preheating treatment of reinforcement and resulted in homogeneous reinforcement distribution. Cast composites were subjected to single-stage and multistage solutionizing heat treatment (SSHT and MSHT) followed by aging at 100 and 200°C. Peak hardness of the LM4 and cast composites was noted during artificial aging. With the increase in wt.% of reinforcement, the hardness of the composites increased. Cast composites subjected to MSHT and aging at 100°C displayed maximum hardness when matched to other combinations. Compared to as-cast LM4 hardness (70 VHN), L3SN (with MSHT + aged at 100°C) composite attained 124% higher hardness (157 VHN). UTS values followed a similar trend, compared to as-cast LM4 UTS (149 MPa), L3SN (with MSHT + aged at 100°C) composite attained 54% higher UTS (230 MPa). Major reasons for the improvement in mechanical properties of heat-treated composites are due to the existence of hard Si3N4 particles and the formation of θ'-Al2Cu and θ"-Al3Cu (metastable) phases. From the fracture surface analysis of LM4 and L3SN composite, it was concluded that the type of fracture experienced by LM4 is of ductile nature and that of the composite is of mixed nature.
{"title":"Effects of Solutionizing and Aging Alteration on Tensile Behavior of Stir Cast LM4-Si3N4 Composites","authors":"Srinivas Doddapaneni, G. Shankar, Sathyashankara Sharma, A. Kini, Manjunath Shettar","doi":"10.15282/ijame.19.4.2022.09.0783","DOIUrl":"https://doi.org/10.15282/ijame.19.4.2022.09.0783","url":null,"abstract":"The main concern of this research is to identify the effect of multistage solutionizing and artificial aging behaviour on tensile behavior of LM4 + Si3N4 (1, 2, and 3 wt.%) composites. A two-stage stir casting method was employed to produce composites, which minimized the necessity for a lengthy and high-temperature preheating treatment of reinforcement and resulted in homogeneous reinforcement distribution. Cast composites were subjected to single-stage and multistage solutionizing heat treatment (SSHT and MSHT) followed by aging at 100 and 200°C. Peak hardness of the LM4 and cast composites was noted during artificial aging. With the increase in wt.% of reinforcement, the hardness of the composites increased. Cast composites subjected to MSHT and aging at 100°C displayed maximum hardness when matched to other combinations. Compared to as-cast LM4 hardness (70 VHN), L3SN (with MSHT + aged at 100°C) composite attained 124% higher hardness (157 VHN). UTS values followed a similar trend, compared to as-cast LM4 UTS (149 MPa), L3SN (with MSHT + aged at 100°C) composite attained 54% higher UTS (230 MPa). Major reasons for the improvement in mechanical properties of heat-treated composites are due to the existence of hard Si3N4 particles and the formation of θ'-Al2Cu and θ\"-Al3Cu (metastable) phases. From the fracture surface analysis of LM4 and L3SN composite, it was concluded that the type of fracture experienced by LM4 is of ductile nature and that of the composite is of mixed nature.","PeriodicalId":13935,"journal":{"name":"International Journal of Automotive and Mechanical Engineering","volume":"21 1","pages":""},"PeriodicalIF":1.0,"publicationDate":"2022-12-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"90790946","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-12-28DOI: 10.15282/ijame.19.4.2022.01.0775
Yassir Ali, Sarah 'Atifah Saruchi
Motion Sickness (MS) is described as an unpleasant feeling caused by a forceful movement; hence vehicle movement impacts the severity of MS. While negotiating a curve, drivers and passenger tilt their heads differently, affecting their motion sickness incidence (MSI), which is the severity of MS. MS is a negative feeling, that affects occupant’s comfort, and to further understand the correlation between occupants' behavior and vehicle movement in MS and then represent it using mathematical models, it was proven that MSI could be predicted through mathematical models. However, there is an indefinite value between values between occupant’s behavior and vehicle movement. Based on that it is vital to express it the correlation mathematically. An experiment adopted from a prior study was utilized to get the data and develope the mathematical models with different proportions to represent the correlation between vehicle movement and occupant behavior in motion sickness in transfer function equations using system identification (SI), by utilising black-box feature to use the experimental data as input and output to allow SI to predict the transfer function models. The aim of this study is to investigate MS factors in relation to the vehicle movement and occupant’s behavior, to develop multiple transfer function models, to analyze and compare them. The results were obtained in the three different transfer function orders, second, third and fourth order functions for each proportion used for both the driver and passenger, the driver models’ results were in between 64.68%-67.87%, and the passenger results were in between 63.75%-67.93%, after the comparison the highest fits for each order were obtained. The highest fits amongst driver models were 67.87% (4th Order), 66.78% (3rd Order) and 65.17% (2nd Order) and 67.93% (4th Order), 66.3% (3rd Order) and 64.82% (2nd Order) amongst the passenger models. Those fits were then validated via Simulink with unseen data that was not used in identification process, and lastly the models Root Mean Square Error (RMSE) was obtained for all of them to determine their efficiency.
{"title":"Comparison of Transfer Function Models to Represent the Correlation Between Vehicle Lateral Acceleration and Head Tilting Angle in Motion Sickness","authors":"Yassir Ali, Sarah 'Atifah Saruchi","doi":"10.15282/ijame.19.4.2022.01.0775","DOIUrl":"https://doi.org/10.15282/ijame.19.4.2022.01.0775","url":null,"abstract":"Motion Sickness (MS) is described as an unpleasant feeling caused by a forceful movement; hence vehicle movement impacts the severity of MS. While negotiating a curve, drivers and passenger tilt their heads differently, affecting their motion sickness incidence (MSI), which is the severity of MS. MS is a negative feeling, that affects occupant’s comfort, and to further understand the correlation between occupants' behavior and vehicle movement in MS and then represent it using mathematical models, it was proven that MSI could be predicted through mathematical models. However, there is an indefinite value between values between occupant’s behavior and vehicle movement. Based on that it is vital to express it the correlation mathematically. An experiment adopted from a prior study was utilized to get the data and develope the mathematical models with different proportions to represent the correlation between vehicle movement and occupant behavior in motion sickness in transfer function equations using system identification (SI), by utilising black-box feature to use the experimental data as input and output to allow SI to predict the transfer function models. The aim of this study is to investigate MS factors in relation to the vehicle movement and occupant’s behavior, to develop multiple transfer function models, to analyze and compare them. The results were obtained in the three different transfer function orders, second, third and fourth order functions for each proportion used for both the driver and passenger, the driver models’ results were in between 64.68%-67.87%, and the passenger results were in between 63.75%-67.93%, after the comparison the highest fits for each order were obtained. The highest fits amongst driver models were 67.87% (4th Order), 66.78% (3rd Order) and 65.17% (2nd Order) and 67.93% (4th Order), 66.3% (3rd Order) and 64.82% (2nd Order) amongst the passenger models. Those fits were then validated via Simulink with unseen data that was not used in identification process, and lastly the models Root Mean Square Error (RMSE) was obtained for all of them to determine their efficiency.","PeriodicalId":13935,"journal":{"name":"International Journal of Automotive and Mechanical Engineering","volume":"57 1","pages":""},"PeriodicalIF":1.0,"publicationDate":"2022-12-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"80481915","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-12-28DOI: 10.15282/ijame.19.4.2022.08.0782
F. Tan, M. Hassan, N. Johari, M. Omar, Iskandar Hasanudin
Soccer is regarded as the most popular sport in the world, with millions of people actively involved in the game. Being a contact sport in nature, soccer players are susceptible to various kinds of injuries, such as lower extremities muscle injury. In addition to those familiar injuries that soccer players sustain during the game, traumatic brain injury is also a possibility. Head impacts in soccer could be a result of head-to-head impact with an opponent player, a head-to-elbow impact, an impact with the goal post, an impact with the ground, as well as an impact with the soccer ball, which occurs during a heading manoeuvre. Soccer allows the players to use their heads to hit the ball to pass it to a teammate or even perform heading to score a goal. Although soccer heading is perceived as less harmful as compared to head impacts with other hard objects, many studies have shown compelling evidence that this repetitive heading might harm the brain, thereby leading to traumatic brain injury. Protective headgears designed especially for soccer players have been commercially available in the market for some years. However, the effectiveness of these headgears in reducing the impact due to soccer heading has not been well studied. This paper investigates the effectiveness of two commercially available headgears, the Full90 and the ForceField headgear by means of a heading experiment. An anthropometric test device known as Hybrid III head and neck dummy instrumented with an inertial sensor that consists of a triaxial accelerometer and gyroscope installed at the centre of gravity of the head was used in the experiment. A soccer ball launching machine was used to propel the ball at several inbound velocities. Peak linear acceleration (PLA) and peak angular acceleration (PRA) were recorded, and the head injury criterion (HIC) and the rotational injury criterion (RIC) were calculated. It was found that both headgears failed to reduce the linear components of head acceleration but instead increased the HIC (13 – 66% increment) depending on the inbound ball velocity. With respect to the rotational component of head injury, the Full90 headgear was found to reduce the RIC up to 29%, but the ForceField failed to provide a significant reduction of RIC. Overall, both headgears were found to be ineffective in reducing linear and rotational components of head injury, which could be attributed to the headgear design. Improved headgear design and an improved padded foam are needed to protect soccer player’s brain while performing soccer heading.
{"title":"The Effect of Wearing Soccer Headgear on the Head Response in Soccer Heading","authors":"F. Tan, M. Hassan, N. Johari, M. Omar, Iskandar Hasanudin","doi":"10.15282/ijame.19.4.2022.08.0782","DOIUrl":"https://doi.org/10.15282/ijame.19.4.2022.08.0782","url":null,"abstract":"Soccer is regarded as the most popular sport in the world, with millions of people actively involved in the game. Being a contact sport in nature, soccer players are susceptible to various kinds of injuries, such as lower extremities muscle injury. In addition to those familiar injuries that soccer players sustain during the game, traumatic brain injury is also a possibility. Head impacts in soccer could be a result of head-to-head impact with an opponent player, a head-to-elbow impact, an impact with the goal post, an impact with the ground, as well as an impact with the soccer ball, which occurs during a heading manoeuvre. Soccer allows the players to use their heads to hit the ball to pass it to a teammate or even perform heading to score a goal. Although soccer heading is perceived as less harmful as compared to head impacts with other hard objects, many studies have shown compelling evidence that this repetitive heading might harm the brain, thereby leading to traumatic brain injury. Protective headgears designed especially for soccer players have been commercially available in the market for some years. However, the effectiveness of these headgears in reducing the impact due to soccer heading has not been well studied. This paper investigates the effectiveness of two commercially available headgears, the Full90 and the ForceField headgear by means of a heading experiment. An anthropometric test device known as Hybrid III head and neck dummy instrumented with an inertial sensor that consists of a triaxial accelerometer and gyroscope installed at the centre of gravity of the head was used in the experiment. A soccer ball launching machine was used to propel the ball at several inbound velocities. Peak linear acceleration (PLA) and peak angular acceleration (PRA) were recorded, and the head injury criterion (HIC) and the rotational injury criterion (RIC) were calculated. It was found that both headgears failed to reduce the linear components of head acceleration but instead increased the HIC (13 – 66% increment) depending on the inbound ball velocity. With respect to the rotational component of head injury, the Full90 headgear was found to reduce the RIC up to 29%, but the ForceField failed to provide a significant reduction of RIC. Overall, both headgears were found to be ineffective in reducing linear and rotational components of head injury, which could be attributed to the headgear design. Improved headgear design and an improved padded foam are needed to protect soccer player’s brain while performing soccer heading.","PeriodicalId":13935,"journal":{"name":"International Journal of Automotive and Mechanical Engineering","volume":"10 1","pages":""},"PeriodicalIF":1.0,"publicationDate":"2022-12-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"81724098","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-12-28DOI: 10.15282/ijame.19.4.2022.05.0779
K. Hamada, M. Rahim, M. M. Rahman, R. A. Bakar
The throttle mechanism, a regulatory technique of engine output, is accompanied by a loss of some energy. The effect of intake air throttling on the performance and emissions of a multi-cylinder spark ignition gasoline engine was experimentally investigated. The engine was coupled to a hydraulic dynamometer equipped with a customized cooling system for both the engine and dynamometer. Experimental tests were performed for various engine speeds and air-fuel ratios at the WOT and POT conditions with optimized ignition timing. The acquired results recorded that a better engine operation could be achieved with WOT in terms of bmep, bsfc, ηb, CO, CO2 and UHC compared to POT. At the same time, the worst trend at WOT was noticed for the NOx concentration due to the higher conversion efficiency of fuel combustion. In terms of engine speed for both WOT and POT conditions, operating at 3000 rpm represents the minima of ϕ, bsfc, CO and UHC; and the maxima of ηb, CO2 and NOx with some fluctuation on both sides of this point. Maximum recorded values of ηb were about 30.55% and 28. 55%, while the minimum values of bsfc were about 274 and 293 g/kW.h for the WOT and POT conditions, respectively. The maximum bmep was obtained at 2500 rpm at WOT and POT conditions with values of about 940 kPa and 904 kPa, respectively. Maximum recorded values of NOx were about 1525 and 977 ppm for the WOT and POT conditions, respectively.
{"title":"Throttling Effect on the Performance and Emissions of a Multi-Cylinder Gasoline Fuelled Spark Ignition Engine","authors":"K. Hamada, M. Rahim, M. M. Rahman, R. A. Bakar","doi":"10.15282/ijame.19.4.2022.05.0779","DOIUrl":"https://doi.org/10.15282/ijame.19.4.2022.05.0779","url":null,"abstract":"The throttle mechanism, a regulatory technique of engine output, is accompanied by a loss of some energy. The effect of intake air throttling on the performance and emissions of a multi-cylinder spark ignition gasoline engine was experimentally investigated. The engine was coupled to a hydraulic dynamometer equipped with a customized cooling system for both the engine and dynamometer. Experimental tests were performed for various engine speeds and air-fuel ratios at the WOT and POT conditions with optimized ignition timing. The acquired results recorded that a better engine operation could be achieved with WOT in terms of bmep, bsfc, ηb, CO, CO2 and UHC compared to POT. At the same time, the worst trend at WOT was noticed for the NOx concentration due to the higher conversion efficiency of fuel combustion. In terms of engine speed for both WOT and POT conditions, operating at 3000 rpm represents the minima of ϕ, bsfc, CO and UHC; and the maxima of ηb, CO2 and NOx with some fluctuation on both sides of this point. Maximum recorded values of ηb were about 30.55% and 28. 55%, while the minimum values of bsfc were about 274 and 293 g/kW.h for the WOT and POT conditions, respectively. The maximum bmep was obtained at 2500 rpm at WOT and POT conditions with values of about 940 kPa and 904 kPa, respectively. Maximum recorded values of NOx were about 1525 and 977 ppm for the WOT and POT conditions, respectively.","PeriodicalId":13935,"journal":{"name":"International Journal of Automotive and Mechanical Engineering","volume":"85 1","pages":""},"PeriodicalIF":1.0,"publicationDate":"2022-12-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"77054740","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-12-28DOI: 10.15282/ijame.19.4.2022.02.0776
M. Azam, S.A. Hassan, O.C. Puan, S.F. Azhari, R.U. Faiz
Autonomous Vehicles (AVs) are considered one of the potential solutions to future urban mobility with several promised benefits regarding safety and traffic operation. Despite of expected benefits, these vehicles will take decades to have full market penetration and before that, AVs will co-exist with Conventional Vehicles (CVs), which may affect the performance of AVs owing to different driving logic than CVs. The aim of this study is to quantify the impacts of varying penetrations of AVs when introduced in mixed traffic conditions. The study employed simulation environment VISSIM to study the different scenarios based on the percentage of AVs in mixed traffic, category of AVs and varying demand levels. The findings show that at lower demand levels (1000 veh/hr and 2000 veh/hr), CVs and three categories of AVs produced similar results. However, cautious and normal AVs negatively affect traffic operations when the demand level is increased. At demand-3 (3000 veh/hr), the penetration rates of cautious AVs greater than 50% shows negative impact on performance. At demand-4 (4000 veh/hr), even a small proportion (25%) of cautious AVs can negatively affect performance, and a similar effect is observed for normal AVs with a penetration rate greater than 75%. For speed, the minimum reduction with the increase in demand is observed for aggressive AVs, followed by conventional vehicles, normal AVs and cautious AVs. It can be concluded that the aggressive AVs produced better delays, queue length, speed and conflicts than CVs, cautious AVs and normal AVs at the highest demand levels.
{"title":"Performance of Autonomous Vehicles in Mixed Traffic under different Demand Conditions","authors":"M. Azam, S.A. Hassan, O.C. Puan, S.F. Azhari, R.U. Faiz","doi":"10.15282/ijame.19.4.2022.02.0776","DOIUrl":"https://doi.org/10.15282/ijame.19.4.2022.02.0776","url":null,"abstract":"Autonomous Vehicles (AVs) are considered one of the potential solutions to future urban mobility with several promised benefits regarding safety and traffic operation. Despite of expected benefits, these vehicles will take decades to have full market penetration and before that, AVs will co-exist with Conventional Vehicles (CVs), which may affect the performance of AVs owing to different driving logic than CVs. The aim of this study is to quantify the impacts of varying penetrations of AVs when introduced in mixed traffic conditions. The study employed simulation environment VISSIM to study the different scenarios based on the percentage of AVs in mixed traffic, category of AVs and varying demand levels. The findings show that at lower demand levels (1000 veh/hr and 2000 veh/hr), CVs and three categories of AVs produced similar results. However, cautious and normal AVs negatively affect traffic operations when the demand level is increased. At demand-3 (3000 veh/hr), the penetration rates of cautious AVs greater than 50% shows negative impact on performance. At demand-4 (4000 veh/hr), even a small proportion (25%) of cautious AVs can negatively affect performance, and a similar effect is observed for normal AVs with a penetration rate greater than 75%. For speed, the minimum reduction with the increase in demand is observed for aggressive AVs, followed by conventional vehicles, normal AVs and cautious AVs. It can be concluded that the aggressive AVs produced better delays, queue length, speed and conflicts than CVs, cautious AVs and normal AVs at the highest demand levels.","PeriodicalId":13935,"journal":{"name":"International Journal of Automotive and Mechanical Engineering","volume":"4 1","pages":""},"PeriodicalIF":1.0,"publicationDate":"2022-12-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"76818273","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-12-28DOI: 10.15282/ijame.19.4.2022.07.0781
M. R. A. Mohd Reduan, Z. Zulkfli, Z. Hamedon, N. Fatchurrohman
The engineering industry uses magnesium as it is a low density to lightweight ratio material and able to replace the heavier material. Friction stir processing is an applicable method to modify the structural properties of the workpiece. H13 steel tools are produced into several tool parameters with different shoulder diameters to pin diameters (D/d) ratios. A fixed machining parameter of 1040 rpm for spindle speed and 17 mm/min for traverse speed was used throughout this study. Contact between the tool and workpiece produces frictional heat that softens the material. By creating magnesium alloys into metal matrix composites (MMC), microsized aluminum oxide powder (Al2O3) was reinforced during FSP to enhance the mechanical properties of the magnesium alloy AZ91A. The aim of this study is to analyze and obtain the optimal tool parameter to process Mg-Micro Al2O3. The microstructure of FSPed Mg-Micro Al2O3 was observed using a light microscope, specifically on the grain size. The hardness test was done utilizing the Rockwell Hardness Tester to validate the changes in the hardness. The shoulder diameter of 12 mm was found to be the most suitable parameter for processing Mg-Micro Al2O3 as it produced fewer defects and finer grain size.
{"title":"Effect of Tool Shoulder-to-Pin Diameter Ratio (D/d) on the Mechanical Properties of Friction Stir Processed Mg-Micro Al₂O₃ Composite","authors":"M. R. A. Mohd Reduan, Z. Zulkfli, Z. Hamedon, N. Fatchurrohman","doi":"10.15282/ijame.19.4.2022.07.0781","DOIUrl":"https://doi.org/10.15282/ijame.19.4.2022.07.0781","url":null,"abstract":"The engineering industry uses magnesium as it is a low density to lightweight ratio material and able to replace the heavier material. Friction stir processing is an applicable method to modify the structural properties of the workpiece. H13 steel tools are produced into several tool parameters with different shoulder diameters to pin diameters (D/d) ratios. A fixed machining parameter of 1040 rpm for spindle speed and 17 mm/min for traverse speed was used throughout this study. Contact between the tool and workpiece produces frictional heat that softens the material. By creating magnesium alloys into metal matrix composites (MMC), microsized aluminum oxide powder (Al2O3) was reinforced during FSP to enhance the mechanical properties of the magnesium alloy AZ91A. The aim of this study is to analyze and obtain the optimal tool parameter to process Mg-Micro Al2O3. The microstructure of FSPed Mg-Micro Al2O3 was observed using a light microscope, specifically on the grain size. The hardness test was done utilizing the Rockwell Hardness Tester to validate the changes in the hardness. The shoulder diameter of 12 mm was found to be the most suitable parameter for processing Mg-Micro Al2O3 as it produced fewer defects and finer grain size.","PeriodicalId":13935,"journal":{"name":"International Journal of Automotive and Mechanical Engineering","volume":"120 1","pages":""},"PeriodicalIF":1.0,"publicationDate":"2022-12-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"80740536","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-12-28DOI: 10.15282/ijame.19.4.2022.03.0777
AHMET ŞUMNU
In the current study, numerical analysis of passive control flow with a control rod for Ahmed body is performed at different slant angles and velocities and placed rod locations on the slant surface. The aim of the study is to improve aerodynamic performance by preventing flow separation on the slant surface of Ahmed body using a control rod. This passive flow control method uses a control rod that has not been applied for simplified ground vehicles before. Therefore, it can be said that this study is a new example in point of a passive flow control application for Ahmed body. The solution of the study is performed by using the Computational Fluid Dynamics (CFD) method. The solutions are firstly performed for baseline geometry, and the results are compared with experimental data reported in the literature for validation. CFD solutions are carried out by means of the ANSYS and RNG k- turbulence model is used to simulate flow-field since it captures the effect of turbulent flow. The solutions used a control rod with a 20 mm diameter performed at a dimensionless location (X/L=0.057 and 0.153) for Ahmed body. The results are presented visually in the figures, and drag coefficient values are also given in Table format. It is concluded that the rod application is useful for some specified slant angles and velocities since flow separation delays and suppresses the slant surface. The maximum drag reduction is achieved at about 6.153% at a slant angle of 35° and 20 m/s velocity of air, and location of control rod of 0.057, while the minimum drag reduction is about 1.048% at slant angle of 25° and velocity of air at 40 m/s and location of control rod of 0.153.
{"title":"Passive Flow Control of Ahmed Body using Control Rod","authors":"AHMET ŞUMNU","doi":"10.15282/ijame.19.4.2022.03.0777","DOIUrl":"https://doi.org/10.15282/ijame.19.4.2022.03.0777","url":null,"abstract":"In the current study, numerical analysis of passive control flow with a control rod for Ahmed body is performed at different slant angles and velocities and placed rod locations on the slant surface. The aim of the study is to improve aerodynamic performance by preventing flow separation on the slant surface of Ahmed body using a control rod. This passive flow control method uses a control rod that has not been applied for simplified ground vehicles before. Therefore, it can be said that this study is a new example in point of a passive flow control application for Ahmed body. The solution of the study is performed by using the Computational Fluid Dynamics (CFD) method. The solutions are firstly performed for baseline geometry, and the results are compared with experimental data reported in the literature for validation. CFD solutions are carried out by means of the ANSYS and RNG k- turbulence model is used to simulate flow-field since it captures the effect of turbulent flow. The solutions used a control rod with a 20 mm diameter performed at a dimensionless location (X/L=0.057 and 0.153) for Ahmed body. The results are presented visually in the figures, and drag coefficient values are also given in Table format. It is concluded that the rod application is useful for some specified slant angles and velocities since flow separation delays and suppresses the slant surface. The maximum drag reduction is achieved at about 6.153% at a slant angle of 35° and 20 m/s velocity of air, and location of control rod of 0.057, while the minimum drag reduction is about 1.048% at slant angle of 25° and velocity of air at 40 m/s and location of control rod of 0.153.","PeriodicalId":13935,"journal":{"name":"International Journal of Automotive and Mechanical Engineering","volume":"9 1","pages":""},"PeriodicalIF":1.0,"publicationDate":"2022-12-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"88885942","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-12-28DOI: 10.15282/ijame.19.4.2022.04.0778
A. Sifa, T. Endramawan, D. Suwandi, Muhammad Pratama Putra, Muhammad Azwar Amat
Minimum quantity lubrication (MQL) is the most used recent method in the milling process that is economical and environmentally friendly. The MQL method can reduce the temperature during the milling process. The high temperature that occurs in the carbide tool will affect the tool’s life. The use of cooling fluid is a common method to reduce high temperatures. However, the remaining cooling fluid has an impact on the pollution of the environment. Therefore, in this study, a novel approach for a cooling system based on the combined MQL method and fan cooling device was introduced and called an MQL Chip fan. The effect of the MQL Chip fan on the temperature, tool life, and surface roughness was investigated. The Taylor equation was used to calculate tool life based on temperature data from an experimental investigation. Subsequently, the quality inspection was conducted by using a surface roughness tester. The spindle speed and depth of cut have proven to make a great impact on the peak temperature, but, there is an optimal point where spindle speed made a turbulence and the tool had a passive cooling system. The utilization of the MQL Chip fan has decreased temperature by more than half at a medium speed of 2241 rpm and made a high contribution for low-speed processing and only a slight contribution for high-speed processing. Based on Tool Life prediction, 3600 RPM with a 3 mm depth of cut has more efficient performance compared to 2241 rpm with the same depth of cut. The utilization of the MQL Chip fan contributes significantly to the roughness value; the Ra value decreased from 1.374 μm to 0.461 μm. It has been proven that the utilization of an MQL Chip fan in the milling process reduces temperature and also increases the tool life.
{"title":"Utilization of Minimum Quantity Lubrication (MQL) Chip Fan on SS304 During Milling Process to Increase Carbide Tool Life","authors":"A. Sifa, T. Endramawan, D. Suwandi, Muhammad Pratama Putra, Muhammad Azwar Amat","doi":"10.15282/ijame.19.4.2022.04.0778","DOIUrl":"https://doi.org/10.15282/ijame.19.4.2022.04.0778","url":null,"abstract":"Minimum quantity lubrication (MQL) is the most used recent method in the milling process that is economical and environmentally friendly. The MQL method can reduce the temperature during the milling process. The high temperature that occurs in the carbide tool will affect the tool’s life. The use of cooling fluid is a common method to reduce high temperatures. However, the remaining cooling fluid has an impact on the pollution of the environment. Therefore, in this study, a novel approach for a cooling system based on the combined MQL method and fan cooling device was introduced and called an MQL Chip fan. The effect of the MQL Chip fan on the temperature, tool life, and surface roughness was investigated. The Taylor equation was used to calculate tool life based on temperature data from an experimental investigation. Subsequently, the quality inspection was conducted by using a surface roughness tester. The spindle speed and depth of cut have proven to make a great impact on the peak temperature, but, there is an optimal point where spindle speed made a turbulence and the tool had a passive cooling system. The utilization of the MQL Chip fan has decreased temperature by more than half at a medium speed of 2241 rpm and made a high contribution for low-speed processing and only a slight contribution for high-speed processing. Based on Tool Life prediction, 3600 RPM with a 3 mm depth of cut has more efficient performance compared to 2241 rpm with the same depth of cut. The utilization of the MQL Chip fan contributes significantly to the roughness value; the Ra value decreased from 1.374 μm to 0.461 μm. It has been proven that the utilization of an MQL Chip fan in the milling process reduces temperature and also increases the tool life.","PeriodicalId":13935,"journal":{"name":"International Journal of Automotive and Mechanical Engineering","volume":"66 3 1","pages":""},"PeriodicalIF":1.0,"publicationDate":"2022-12-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"85061629","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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