The lately technology advancements of usage for fuel alternate energy source has gained tremendous pace with several organizations leading active development in the same sector. From all the technologies currently under advance stage of development, hydrogen powered fuel cell technology looks to be promising with very little disadvantages. Major challenge in the same field is the efficiency and thermodynamic voltage improvement by different avenues. The impacts of change in pressure in supplied hydrogen and oxygen, its effects on thermodynamic voltage and possible efficiency improvement. With the improvement in fuel cell voltage, number of fuel cells requirement can be dropped reducing the required area for mounting on mobile applications. This study details the calculations of required fuel flow, air flow, exhaust flow etc. with different pressure is determined. Supercharged fuel cell conceptual study is performed.
{"title":"Mass Flow Rate Estimation Study of Oxygen, Hydrogen and Water in Fuel Cell","authors":"Siddharth Gandhi, Abhijeet Chavan","doi":"10.37285/ajmt.3.2.8","DOIUrl":"https://doi.org/10.37285/ajmt.3.2.8","url":null,"abstract":"The lately technology advancements of usage for fuel alternate energy source has gained tremendous pace with several organizations leading active development in the same sector. From all the technologies currently under advance stage of development, hydrogen powered fuel cell technology looks to be promising with very little disadvantages. Major challenge in the same field is the efficiency and thermodynamic voltage improvement by different avenues. The impacts of change in pressure in supplied hydrogen and oxygen, its effects on thermodynamic voltage and possible efficiency improvement. With the improvement in fuel cell voltage, number of fuel cells requirement can be dropped reducing the required area for mounting on mobile applications. This study details the calculations of required fuel flow, air flow, exhaust flow etc. with different pressure is determined. Supercharged fuel cell conceptual study is performed. \u0000 ","PeriodicalId":294802,"journal":{"name":"ARAI Journal of Mobility Technology","volume":"45 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-04-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133610214","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}
Santhosh V Kumar, Bhushan Ravikumar, Chirag Suresh, Samarth Trich
Up to one-third of the light mobility vehicles and a considerable amount of heavy mobility vehicles such as trucks utilize engines powered by diesel fuel. Historically and presently, diesel fuel emits more pollutants on combustion than its counterpart, petrol, hence the new emission norms introduced by the governing body hopes to reduce the pollutants generated by these vehicles. The most notable addition to the newly adopted BS6 emissions norms is the addition of a Diesel Particulate Filter to the exhaust system of diesel engine vehicles which aims to cut down on harmful emissions such as NOx, CO and unburnt HC. An unconventional method to reduce emissions is to use biofuel and biodiesel as an alternative to conventional diesel to reduce harmful emissions. This present work will analyse and compare the effect of a DPF and biofuel on exhaust gas emissions. The Kirloskar TV-1 engine model was used for the analysis was produced on Ricardo WAVE and the engine model was validated with experimentally measured data for the same engine in [13]. The addition of a DPF reduced CO, HC and NOx emissions by an average of 10.2%, 14.8% and 63.4% respectively compared to emissions with the use of an unfiltered exhaust. The simulation results showed that an increase in biofuel concentration by 5% in the biodiesel (B5 to B20), reduced the CO by 4.2%, and increased NOx emissions by 3.2% while having identical brake thermal efficiency under ideal combustion conditions. The decrease in HC emissions was minuscule which change in biofuel concentration.
{"title":"Effects of Fuel and Diesel Particulate Filter on Exhaust Gases Emissions using Ricardo WAVE","authors":"Santhosh V Kumar, Bhushan Ravikumar, Chirag Suresh, Samarth Trich","doi":"10.37285/ajmt.3.1.9","DOIUrl":"https://doi.org/10.37285/ajmt.3.1.9","url":null,"abstract":"Up to one-third of the light mobility vehicles and a considerable amount of heavy mobility vehicles such as trucks utilize engines powered by diesel fuel. Historically and presently, diesel fuel emits more pollutants on combustion than its counterpart, petrol, hence the new emission norms introduced by the governing body hopes to reduce the pollutants generated by these vehicles. The most notable addition to the newly adopted BS6 emissions norms is the addition of a Diesel Particulate Filter to the exhaust system of diesel engine vehicles which aims to cut down on harmful emissions such as NOx, CO and unburnt HC. An unconventional method to reduce emissions is to use biofuel and biodiesel as an alternative to conventional diesel to reduce harmful emissions. This present work will analyse and compare the effect of a DPF and biofuel on exhaust gas emissions. The Kirloskar TV-1 engine model was used for the analysis was produced on Ricardo WAVE and the engine model was validated with experimentally measured data for the same engine in [13]. The addition of a DPF reduced CO, HC and NOx emissions by an average of 10.2%, 14.8% and 63.4% respectively compared to emissions with the use of an unfiltered exhaust. The simulation results showed that an increase in biofuel concentration by 5% in the biodiesel (B5 to B20), reduced the CO by 4.2%, and increased NOx emissions by 3.2% while having identical brake thermal efficiency under ideal combustion conditions. The decrease in HC emissions was minuscule which change in biofuel concentration. \u0000 ","PeriodicalId":294802,"journal":{"name":"ARAI Journal of Mobility Technology","volume":"8 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-02-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126044224","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}
The use of conventional fossil fuel has resulted in global warming. Biodiesel is a substitute fuel obtained from vegetable oil by transesterification process which can replace conventional diesel. Good alternative to traditional hydrocarbon-based fuel is ammonia combined with a biofuel. Ammonia is free of Carbon and can be extracted from sustainable renewable energy sources. It can be used with slight modifications on current IC engines. However running the engine on pure ammonia poses a lot of challenges which needs to be tackled. Running the engine on Biodiesel results in slightly more NOx emission, compared with traditional fuel. In the present study an experimentation has been carried out to examine the effect of biodiesel and ammonium hydroxide blend on ICE performance, emission and combustion aspects, in terms of specific fuel consumption, brake thermal efficiency, Nitrogen oxides (NOx) and Hydrocarbon (HC), Carbon monoxide (CO) and Carbon dioxide emissions. Biodiesel blends are examined using a single cylinder four stroke Kirloskar ICE. Experiments have been performed with varying percentages of ammonium hydroxide (3%, 6%, 9%) and B50 (50% diesel and 50% Karanja biodiesel) blended with Diesel and then compared with base line conventional diesel. This paper will help in understanding how percentage variation in ammonium hydroxide and biodiesel blend will effect emission and performance.
{"title":"Investigation and Study of Ammonium Hydroxide and Biodiesel Blend as an IC Engine Fuel","authors":"Bokam Surya Sashikanth, Ch. Sainath Reddy, Ravi K","doi":"10.37285/ajmt.3.1.8","DOIUrl":"https://doi.org/10.37285/ajmt.3.1.8","url":null,"abstract":"The use of conventional fossil fuel has resulted in global warming. Biodiesel is a substitute fuel obtained from vegetable oil by transesterification process which can replace conventional diesel. Good alternative to traditional hydrocarbon-based fuel is ammonia combined with a biofuel. Ammonia is free of Carbon and can be extracted from sustainable renewable energy sources. It can be used with slight modifications on current IC engines. However running the engine on pure ammonia poses a lot of challenges which needs to be tackled. Running the engine on Biodiesel results in slightly more NOx emission, compared with traditional fuel. In the present study an experimentation has been carried out to examine the effect of biodiesel and ammonium hydroxide blend on ICE performance, emission and combustion aspects, in terms of specific fuel consumption, brake thermal efficiency, Nitrogen oxides (NOx) and Hydrocarbon (HC), Carbon monoxide (CO) and Carbon dioxide emissions. Biodiesel blends are examined using a single cylinder four stroke Kirloskar ICE. Experiments have been performed with varying percentages of ammonium hydroxide (3%, 6%, 9%) and B50 (50% diesel and 50% Karanja biodiesel) blended with Diesel and then compared with base line conventional diesel. This paper will help in understanding how percentage variation in ammonium hydroxide and biodiesel blend will effect emission and performance. \u0000 ","PeriodicalId":294802,"journal":{"name":"ARAI Journal of Mobility Technology","volume":"16 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-02-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132301937","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}
The primary function of axle shaft in semi float rear axle is to transmit the power to wheels. These shafts would experience the torsional load along with bending load as well. Hence shaft metallurgical structure at case & core would become very important. The objective of this study is to understand the importance of normalizing heat treatment process carried out at post forging treatment. Bench test Performance study conducted by comparing the normalized shaft Vs nonnormalized shaft. Ultimate torsion test, torsional impact test & shaft side impact test conducted on both the shafts. The ultimate torsion test result shows JAEL of normalized shaft is 5106Nm & non normalized shaft is 4718Nm. The drop is 7.6%. The torsional impact test shows peak torque of normalizing shaft is 9384Nm & non normalizing shaft is 8386Nm. The drop is 10.6%. The side impact test shows impact energy of normalized shaft is 2903 Jouls & non normalized shaft is 2321Joule. The drop is 20%. The fractography shows ductile fracture in normalized shafts & nonnormalized shaft shows brittle. This is evident by complete fracture (breakage) in non- normalized shaft & bend in (not broken) normalized shaft. Micro structural comparison shows the grain size in normalized shaft is finer but non- normalized shafts are coarser. During the impact test, the fracture occurs by sudden heavy load applied on part surface, causes the tremendous shock load in the shaft. As a result microcracks generates at multiple points & propagates through the grain boundary. This phenomenon reduces fracture toughness characteristics & hastens the dislocation movements. Normalized shaft having finer grain size, shows sufficient ductility before final fracture but non normalized shaft do shows brittle nature due to coarser grain size. Relatively non normalized shaft shows lesser ability to absorb impact energy, JAEL torque & peak torque. The coarser grain size is easing the fracture in non- normalized shaft.
{"title":"Effect of Normalizing on Semi Float Axle Shaft Performance - Case Study","authors":"Yathish Rao","doi":"10.37285/ajmt.3.1.6","DOIUrl":"https://doi.org/10.37285/ajmt.3.1.6","url":null,"abstract":"The primary function of axle shaft in semi float rear axle is to transmit the power to wheels. These shafts would experience the torsional load along with bending load as well. Hence shaft metallurgical structure at case & core would become very important. The objective of this study is to understand the importance of normalizing heat treatment process carried out at post forging treatment. Bench test Performance study conducted by comparing the normalized shaft Vs nonnormalized shaft. Ultimate torsion test, torsional impact test & shaft side impact test conducted on both the shafts. The ultimate torsion test result shows JAEL of normalized shaft is 5106Nm & non normalized shaft is 4718Nm. The drop is 7.6%. The torsional impact test shows peak torque of normalizing shaft is 9384Nm & non normalizing shaft is 8386Nm. The drop is 10.6%. The side impact test shows impact energy of normalized shaft is 2903 Jouls & non normalized shaft is 2321Joule. The drop is 20%. The fractography shows ductile fracture in normalized shafts & nonnormalized shaft shows brittle. This is evident by complete fracture (breakage) in non- normalized shaft & bend in (not broken) normalized shaft. Micro structural comparison shows the grain size in normalized shaft is finer but non- normalized shafts are coarser. During the impact test, the fracture occurs by sudden heavy load applied on part surface, causes the tremendous shock load in the shaft. As a result microcracks generates at multiple points & propagates through the grain boundary. This phenomenon reduces fracture toughness characteristics & hastens the dislocation movements. Normalized shaft having finer grain size, shows sufficient ductility before final fracture but non normalized shaft do shows brittle nature due to coarser grain size. Relatively non normalized shaft shows lesser ability to absorb impact energy, JAEL torque & peak torque. The coarser grain size is easing the fracture in non- normalized shaft.","PeriodicalId":294802,"journal":{"name":"ARAI Journal of Mobility Technology","volume":"11 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-02-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128423847","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}
Due to recent infrastructural developments and emerging competitive automotive market in India, there is seen a huge shift in customer demand and vehicle drivability pattern for small commercial vehicles. Various factors contributing to driver’s fatigue include driver negligence, inappropriate driving habits and vehicle inherent design error due to which a driver is forced to make frequent steering wheel corrections so as to make the vehicle run in a straight line. Thus, optimization of steering, suspension and front axle geometry becomes important for improving the overall vehicle drivability and reducing the driver fatigue. Mentioned herewith are the major kinematic characteristics in a vehicle which plays vital role for ensuring vehicle improved drivability – Brake steer, Bump steer, Roll steer and Ackerman Geometry. As on today, the above analysis for deriving optimized linkages hard points for steering, suspension and front axle system are done in customized Multi body dynamics software’s like ADAMS/Trucksim. Although the derived hard points in such MBD software’s are precise yet there are several drawbacks in such approach like increase in overall project time plan, mainly due to the vehicle packaging issues for the proposed hard points and also these software customized license and AMC are quite high which increases the overall operating cost of a project. In this paper, an approach has been developed so as to derive these linkages hard points through mathematical calculation and kinematic simulation model in product design Catia platform itself. This helps the designer to derive the optimized hard points of linkages for “n” number of design iterations at the concept stage itself. Thus, this design methodology saves not only on the project design cost but also it reduces the overall product design lifecycle and gives the respective designer to choose the optimum hard point based upon the vehicle packaging feasibility Brake steer, Bump steer, Roll steer, Catia 2D layout, Camber, TCD, Ackermann error.
{"title":"Mathematical Model and Simulation for Improving Brake, Bump and Roll Steers in Light Commercial Vehicle (LCV)","authors":"Mahadevan Pichandi, Satish Kumar R","doi":"10.37285/ajmt.3.1.7","DOIUrl":"https://doi.org/10.37285/ajmt.3.1.7","url":null,"abstract":"Due to recent infrastructural developments and emerging competitive automotive market in India, there is seen a huge shift in customer demand and vehicle drivability pattern for small commercial vehicles. Various factors contributing to driver’s fatigue include driver negligence, inappropriate driving habits and vehicle inherent design error due to which a driver is forced to make frequent steering wheel corrections so as to make the vehicle run in a straight line. Thus, optimization of steering, suspension and front axle geometry becomes important for improving the overall vehicle drivability and reducing the driver fatigue. Mentioned herewith are the major kinematic characteristics in a vehicle which plays vital role for ensuring vehicle improved drivability – Brake steer, Bump steer, Roll steer and Ackerman Geometry. As on today, the above analysis for deriving optimized linkages hard points for steering, suspension and front axle system are done in customized Multi body dynamics software’s like ADAMS/Trucksim. Although the derived hard points in such MBD software’s are precise yet there are several drawbacks in such approach like increase in overall project time plan, mainly due to the vehicle packaging issues for the proposed hard points and also these software customized license and AMC are quite high which increases the overall operating cost of a project. In this paper, an approach has been developed so as to derive these linkages hard points through mathematical calculation and kinematic simulation model in product design Catia platform itself. This helps the designer to derive the optimized hard points of linkages for “n” number of design iterations at the concept stage itself. Thus, this design methodology saves not only on the project design cost but also it reduces the overall product design lifecycle and gives the respective designer to choose the optimum hard point based upon the vehicle packaging feasibility Brake steer, Bump steer, Roll steer, Catia 2D layout, Camber, TCD, Ackermann error. \u0000 \u0000 ","PeriodicalId":294802,"journal":{"name":"ARAI Journal of Mobility Technology","volume":"62 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-02-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124916603","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}
Santhosh Kumar H V, B. Sai Charan, Nandita Phadnis, Vishnu S Prasad, Rithik. R. Singh
NVH testing is an inseparable part of the automotive product and component design and development process. With the global shift towards hybrid and electric vehicles, it is important to understand the NVH characteristics of electric power trains. Brushless DC (BLDC) motors are the most commonly used electric vehicle motors but one of their major drawbacks is the acoustic noise and vibration caused by torque ripples. This project investigates the source of noise and vibration in an 800 W BLDC hub Motor used in an Electric Scooter. A 3D model has been generated approximately to the real life model then Modal analysis using FEM is performed using Ansys to determine the natural frequency of the vibrating parts of the motor in static conditions. The results of these simulations are to be compared and validated experimentally. The dynamic condition frequencies are also determined. It also deals experimental Noise Analysis.
{"title":"Noise and Vibration Analysis of Electric Vehicle Motor","authors":"Santhosh Kumar H V, B. Sai Charan, Nandita Phadnis, Vishnu S Prasad, Rithik. R. Singh","doi":"10.37285/ajmt.3.1.10","DOIUrl":"https://doi.org/10.37285/ajmt.3.1.10","url":null,"abstract":"NVH testing is an inseparable part of the automotive product and component design and development process. With the global shift towards hybrid and electric vehicles, it is important to understand the NVH characteristics of electric power trains. Brushless DC (BLDC) motors are the most commonly used electric vehicle motors but one of their major drawbacks is the acoustic noise and vibration caused by torque ripples. This project investigates the source of noise and vibration in an 800 W BLDC hub Motor used in an Electric Scooter. A 3D model has been generated approximately to the real life model then Modal analysis using FEM is performed using Ansys to determine the natural frequency of the vibrating parts of the motor in static conditions. The results of these simulations are to be compared and validated experimentally. The dynamic condition frequencies are also determined. It also deals experimental Noise Analysis. \u0000 ","PeriodicalId":294802,"journal":{"name":"ARAI Journal of Mobility Technology","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-02-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131462074","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}
The metric of Road Traffic Mortality (RTM) is important: it is indicative of road safety, and is used to inform policy. Hitherto RTM is considered to be caused through collision or impact, or the “front” end of the vehicle. Mortality and morbidity arising from the “back” end of the vehicle, i.e., through tailpipe emissions, tends not to be included in the definition, or in the metric of RTM. Additionally, despite its widespread usage globally, RTM seems to lack a universal or standard definition. RTM is currently used interchangeably with about ten other acronyms. This lack of standard definition along with the exclusion of TRAP may underestimate the true mortality and morbidity arising from vehicular traffic. Further, the exclusion of mortality due to TRAP from RTM may relieve public policy from addressing this public health and climate change issue. A standardized definition of RTM is proposed in this paper. We are recommending the inclusion of exposure-related mortality and morbidity into RTM. To that end, the bifurcation of the definition of RTM into RTMi (Impact-related RTM) and RTMe (exposure-related RTM, such as through air or noise pollution) is proposed. This inclusion of RTMe into the metric of RTM might provide a legislative domicile for exposure-related mortality, advise policy change, and serve the dual purpose of strengthening climate policy efforts while bolstering public health.
{"title":"Killing from Both Ends: A Re-Definition of Road Traffic Mortality","authors":"Primlani Ritu Vasu, Jeswani Hansa","doi":"10.37285/ajmt.3.1.1","DOIUrl":"https://doi.org/10.37285/ajmt.3.1.1","url":null,"abstract":"The metric of Road Traffic Mortality (RTM) is important: it is indicative of road safety, and is used to inform policy. Hitherto RTM is considered to be caused through collision or impact, or the “front” end of the vehicle. Mortality and morbidity arising from the “back” end of the vehicle, i.e., through tailpipe emissions, tends not to be included in the definition, or in the metric of RTM. Additionally, despite its widespread usage globally, RTM seems to lack a universal or standard definition. RTM is currently used interchangeably with about ten other acronyms. This lack of standard definition along with the exclusion of TRAP may underestimate the true mortality and morbidity arising from vehicular traffic. Further, the exclusion of mortality due to TRAP from RTM may relieve public policy from addressing this public health and climate change issue. A standardized definition of RTM is proposed in this paper. We are recommending the inclusion of exposure-related mortality and morbidity into RTM. To that end, the bifurcation of the definition of RTM into RTMi (Impact-related RTM) and RTMe (exposure-related RTM, such as through air or noise pollution) is proposed. This inclusion of RTMe into the metric of RTM might provide a legislative domicile for exposure-related mortality, advise policy change, and serve the dual purpose of strengthening climate policy efforts while bolstering public health. \u0000 \u0000 \u0000 ","PeriodicalId":294802,"journal":{"name":"ARAI Journal of Mobility Technology","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128804795","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}
In the present scenario enhancements of human ergonomics in Light commercial vehicles are imperative to implement customer comfort in vehicle level. Thus the gear shift mechanism plays an important role in the interface between the driver and vehicle. An exact and smooth running gear shift feel typically depends on the combination of both internal and external shifting elements of the gearbox and Change shift operation(CSO) system. The objective of this paper is to explain the parameters that impacts the gear shift quality and how it is improved by taking multiple design iterations in Light commercial vehicle platform through both objective and subjective evaluations. These iterations are given better results on gear shift feel in dynamic as well as static condition. This lead us to facilitate better shift comfort to end users. The content of the paper is limited to the scope of gear shift quality improvements at manual transmission and change shift operation components.
{"title":"Gear Shift Quality Enhancement Parameters in Light Commercial Vehicles","authors":"Shanmuga Sundaram J, Yoganand R","doi":"10.37285/ajmt.3.1.5","DOIUrl":"https://doi.org/10.37285/ajmt.3.1.5","url":null,"abstract":"In the present scenario enhancements of human ergonomics in Light commercial vehicles are imperative to implement customer comfort in vehicle level. Thus the gear shift mechanism plays an important role in the interface between the driver and vehicle. An exact and smooth running gear shift feel typically depends on the combination of both internal and external shifting elements of the gearbox and Change shift operation(CSO) system. The objective of this paper is to explain the parameters that impacts the gear shift quality and how it is improved by taking multiple design iterations in Light commercial vehicle platform through both objective and subjective evaluations. These iterations are given better results on gear shift feel in dynamic as well as static condition. This lead us to facilitate better shift comfort to end users. The content of the paper is limited to the scope of gear shift quality improvements at manual transmission and change shift operation components. \u0000 ","PeriodicalId":294802,"journal":{"name":"ARAI Journal of Mobility Technology","volume":"83 2-3 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132150323","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}
Pneumatic Tires are one of the most important components in automobiles whether in aviation, 2/3/4 wheels drive or industrial applications. The tire is a complex assembly of numerous products which are assembled on a drum and then cured in a press under heat and pressure. Michelin being one of the premium tire manufacturing company, emphasize on use of latest technology at every stage of Tire manufacturing. The complex tire manufacturing process, from design conception till final assembly is currently simulated at Michelin using inhouse CAD/FEA simulation software. Use of FEA tools in manufacturing process simulation allows engineer to iterate over different mixes and evolving designs. In current scope, pre-defined FE template is developed for Michelin to simulate physical truck tire manufacturing process to allows user to perform automated FE iterations on iterative designs, materials etc improving the result output and increasing the productivity of user. Truck tire manufacturing process from green tire to cured tire is simulated as large displacement, 2d axisymmetric FE analysis with viscous or viscoelastic materials. Results of FE simulation are compared with that of Tire architect post manufacturing to marks effectiveness of FE analysis.
{"title":"FE Simulation of Truck Tire Manufacturing Process","authors":"Tejal Pore, Bitanu Roy, Sandeep Thorat","doi":"10.37285/ajmt.3.1.3","DOIUrl":"https://doi.org/10.37285/ajmt.3.1.3","url":null,"abstract":"Pneumatic Tires are one of the most important components in automobiles whether in aviation, 2/3/4 wheels drive or industrial applications. The tire is a complex assembly of numerous products which are assembled on a drum and then cured in a press under heat and pressure. Michelin being one of the premium tire manufacturing company, emphasize on use of latest technology at every stage of Tire manufacturing. The complex tire manufacturing process, from design conception till final assembly is currently simulated at Michelin using inhouse CAD/FEA simulation software. Use of FEA tools in manufacturing process simulation allows engineer to iterate over different mixes and evolving designs. In current scope, pre-defined FE template is developed for Michelin to simulate physical truck tire manufacturing process to allows user to perform automated FE iterations on iterative designs, materials etc improving the result output and increasing the productivity of user. Truck tire manufacturing process from green tire to cured tire is simulated as large displacement, 2d axisymmetric FE analysis with viscous or viscoelastic materials. Results of FE simulation are compared with that of Tire architect post manufacturing to marks effectiveness of FE analysis. \u0000 ","PeriodicalId":294802,"journal":{"name":"ARAI Journal of Mobility Technology","volume":"5 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133403407","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}
In compliance of the stringent Bharat Stage VI emission norms control of particulate matter in diesel engine exhaust emission is currently achieved through diesel particulate filter, catalytic convertors, baffle filters of various designs. In the present research a device comprising of a spiral duct with increasing cross sectional area over the length is designed. The duct has a lining of heat resistant and porous material fixed along the inside walls. The device is fitted at the tail pipe of compression ignition engine driven vehicle through an inlet pipe of engine exhaust with outlet connected to the tail pipe of the exhaust system. This device will collect the particulate matter in the heat resistant porous lining along the walls of the spiral thus reducing the particulate matter. The spiral flow design was simulated and was found to be in line of acceptance of flow parameters. The developed sleek design can be easily retrofitted in the existing fleet of vehicles making them compliant for stringent statuary emission norms.
{"title":"Particulate Matter Separator Analysis for Compression Ignition Engines Adhering Bharat Stage VI Norms","authors":"Devendra Vashist, Manu Bindra","doi":"10.37285/ajmt.3.1.4","DOIUrl":"https://doi.org/10.37285/ajmt.3.1.4","url":null,"abstract":"In compliance of the stringent Bharat Stage VI emission norms control of particulate matter in diesel engine exhaust emission is currently achieved through diesel particulate filter, catalytic convertors, baffle filters of various designs. In the present research a device comprising of a spiral duct with increasing cross sectional area over the length is designed. The duct has a lining of heat resistant and porous material fixed along the inside walls. The device is fitted at the tail pipe of compression ignition engine driven vehicle through an inlet pipe of engine exhaust with outlet connected to the tail pipe of the exhaust system. This device will collect the particulate matter in the heat resistant porous lining along the walls of the spiral thus reducing the particulate matter. The spiral flow design was simulated and was found to be in line of acceptance of flow parameters. The developed sleek design can be easily retrofitted in the existing fleet of vehicles making them compliant for stringent statuary emission norms.","PeriodicalId":294802,"journal":{"name":"ARAI Journal of Mobility Technology","volume":"19 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123363266","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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