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Low emission zones and truck bans, the rising price of diesel and increases in road tolls: all of these factors are putting serious pressure on the transport industry. Commercial vehicle manufacturers and their suppliers are in the process of identifying new solutions to these challenges as part of their efforts to meet the EEV (enhanced environmentally friendly vehicle) limits, which are currently the most robust European exhaust and emissions standards for trucks and buses.
The downsizing of spark ignition engines in conjunction with turbocharging is considered to be a promising method for reducing CO₂ emissions. Using this concept, FEV has developed a new, highly efficient drivetrain to demonstrate fuel consumption reduction and drivability in a vehicle based on the Ford Focus ST. The newly designed 1.8L turbocharged gasoline engine incorporates infinitely variable intake and outlet control timing and direct fuel injection utilizing piezo injectors centrally located. In addition, this engine uses a prototype FEV engine control system, with software that was developed and adapted entirely by FEV. The vehicle features a 160 kW engine with a maximum mean effective pressure of 22.4 bar and 34 % savings in simulated fuel consumption. During the first stage, a new electrohydraulically actuated hybrid transmission with seven forward gears and one reverse gear and a single dry starting clutch will be integrated. The electric motor of the hybrid is directly connected to the gear set of the transmission. Utilizing the special gear set layout, the electric motor can provide boost during a change of gears, so that there is no interruption in traction. Therefore, the transmission system combines the advantages of a double clutch controlled gear change (gear change without an interruption in traction) with the efficient, cost-effective design of an automated manual transmission system. Additionally, the transmission provides a purely electric drive system and the operation of an air-conditioning compressor during the engine stop phases. One other alternative is through the use of CAI (Controlled Auto Ignition), which incorporates a process developed by FEV for controlled compression ignition.
The utilisation of vehicle-oriented gasoline in general aviation is very desirable for both ecological and economical reasons, as well as for general considerations of availability. As of today vehicle fuels may be used if the respective engine and cell are certified for such an operation. For older planes a supplementary technical certificate is provided for gasoline mixtures with less than 1 % v/v ethanol only, though. Larger admixtures of ethanol may lead to sudden engine malfunction and should be considered as considerable security risks. Major problems are caused by the partially ethanol non-withstanding materials, a necessarily changed stochiometric adjustment of the engine for varying ethanol shares and the tendency for phase separation in the presence of absorbed water. The concepts of the flexible fuel vehicles are only partially applicable in the view of air security.
Flow separation is a phenomenon that occurs in all kinds of supersonic nozzles sometimes during run-up and shut-down operations. Especially in expansion nozzles of rocket engines with large area ratio, flow separation can trigger strong side loads that can damage the structure of the nozzle. The investigation presented in this paper seeks to establish measures that may be applied to alter the point of flow separation. In order to achieve this, a supersonic nozzle was placed at the exit plane of the conical nozzle. This resulted in the generation of cross flow surrounding the core jet flow from the conical nozzle. Due to the entrainment of the gas stream from the conical nozzle the pressure in its exit plane was found to be lower than that of the ambient. A Cold gas instead of hot combustion gases was used as the working fluid. A mathematical simulation of the concept was validated by experiment. Measurements confirmed the simulation results that due to the introduction of a second nozzle the pressure in the separated region of the conical nozzle was significantly reduced. It was also established that the boundary layer separation inside the conical nozzle was delayed thus allowing an increased degree of overexpansion. The condition established by the pressure measurements was also demonstrated qualitatively using transparent nozzle configurations.
In this paper the way to a 5-day-car with respect to a modular valve train systems for spark ignited combustion engines is shown. The necessary product diversity is shift from mechanical or physical components to software components. Therefore, significant improvements of logistic indicators are expected and shown. The working principle of a camless cylinder head with respect to an electromagnetical valve train (EMVT) is explained and it is demonstrated that shifting physical diversity to software is feasible. The future design of combustion engine systems including customisation can be supported by a set of assistance tools which is shown exemplary.
Germany is a frontrunner in setting frameworks for the transition to a low-carbon system. The mobility sector plays a significant role in this shift, affecting different people and groups on multiple levels. Without acceptance from these stakeholders, emission targets are out of reach. This research analyzes how the heterogeneous preferences of various stakeholders align with the transformation of the mobility sector, looking at the extent to which the German transformation paths are supported and where stakeholders are located.
Under the research objective of comparing stakeholders' preferences to identify which car segments require additional support for a successful climate transition, a status quo of stakeholders and car performance criteria is the foundation for the analysis. Stakeholders' hidden preferences hinder the derivation of criteria weightings from stakeholders; therefore, a ranking from observed preferences is used. This study's inverse multi-criteria decision analysis means that weightings can be predicted and used together with a recalibrated performance matrix to explore future preferences toward car segments.
Results show that stakeholders prefer medium-sized cars, with the trend pointing towards the increased potential for alternative propulsion technologies and electrified vehicles. These insights can guide the improved targeting of policy supporting the energy and mobility transformation. Additionally, the method proposed in this work can fully handle subjective approaches while incorporating a priori information. A software implementation of the proposed method completes this work and is made publicly available.
The aim of the present study was the characterisation of three true subtilisins and one phylogenetically intermediate subtilisin from halotolerant and halophilic microorganisms. Considering the currently growing enzyme market for efficient and novel biocatalysts, data mining is a promising source for novel, as yet uncharacterised enzymes, especially from halophilic or halotolerant Bacillaceae, which offer great potential to meet industrial needs. Both halophilic bacteria Pontibacillus marinus DSM 16465ᵀ and Alkalibacillus haloalkaliphilus DSM 5271ᵀ and both halotolerant bacteria Metabacillus indicus DSM 16189 and Litchfieldia alkalitelluris DSM 16976ᵀ served as a source for the four new subtilisins SPPM, SPAH, SPMI and SPLA. The protease genes were cloned and expressed in Bacillus subtilis DB104. Purification to apparent homogeneity was achieved by ethanol precipitation, desalting and ion-exchange chromatography. Enzyme activity could be observed between pH 5.0–12.0 with an optimum for SPPM, SPMI and SPLA around pH 9.0 and for SPAH at pH 10.0. The optimal temperature for SPMI and SPLA was 70 °C and for SPPM and SPAH 55 °C and 50 °C, respectively. All proteases showed high stability towards 5% (w/v) SDS and were active even at NaCl concentrations of 5 M. The four proteases demonstrate potential for future biotechnological applications.
Up in the clouds and above fuels and construction materials must be very carefully selected to ensure a smooth flight and touchdown. Out of around 38,000 single and dual-engined propeller aeroplanes, roughly a third are affected by a new trend in the fuel sector that may lead to operating troubles or even emergency landings: The admixture of bio-ethanol to conventional gasoline. Experiences with these fuels may be projected to alternative mixtures containing new components.
The aerodynamic performance of propellers strongly depends on their geometry and, consequently, on aeroelastic deformations. Knowledge of the extent of the impact is crucial for overall aircraft performance. An integrated simulation environment for steady aeroelastic propeller simulations is presented. The simulation environment is applied to determine the impact of elastic deformations on the aerodynamic propeller performance. The aerodynamic module includes a blade element momentum approach to calculate aerodynamic loads. The structural module is based on finite beam elements, according to Timoshenko theory, including moderate deflections. Several fixed-pitch propellers with thin-walled cross sections made of both isotropic and non-isotropic materials are investigated. The essential parameters are varied: diameter, disc loading, sweep, material, rotational, and flight velocity. The relative change of thrust between rigid and elastic blades quantifies the impact of propeller elasticity. Swept propellers of large diameters or low disc loadings can decrease the thrust significantly. High flight velocities and low material stiffness amplify this tendency. Performance calculations without consideration of propeller elasticity can lead to decreased efficiency. To avoid cost- and time-intense redesigns, propeller elasticity should be considered for swept planforms and low disc loadings.
Several species of (poly)saccharides and organic acids can be found often simultaneously in various biological matrices, e.g., fruits, plant materials, and biological fluids. The analysis of such matrices sometimes represents a challenging task. Using Aloe vera (A. vera) plant materials as an example, the performance of several spectro-scopic methods (80 MHz benchtop NMR, NIR, ATR-FTIR and UV–vis) for the simultaneous analysis of quality parameters of this plant material was compared. The determined parameters include (poly)saccharides such as aloverose, fructose and glucose as well as organic acids (malic, lactic, citric, isocitric, acetic, fumaric, benzoic and sorbic acids). 500 MHz NMR and high-performance liquid chromatography (HPLC) were used as the reference methods.
UV–vis data can be used only for identification of added preservatives (benzoic and sorbic acids) and drying agent (maltodextrin) and semiquantitative analysis of malic acid. NIR and MIR spectroscopies combined with multivariate regression can deliver more informative overview of A. vera extracts being able to additionally quantify glucose, aloverose, citric, isocitric, malic, lactic acids and fructose. Low-field NMR measurements can be used for the quantification of aloverose, glucose, malic, lactic, acetic, and benzoic acids. The benchtop NMR method was successfully validated in terms of robustness, stability, precision, reproducibility and limit of detection (LOD) and quantification (LOQ), respectively. All spectroscopic techniques are useful for the screening of (poly)saccharides and organic acids in plant extracts and should be applied according to its availability as well as information and confidence required for the specific analytical goal. Benchtop NMR spectroscopy seems to be the most feasible solution for quality control of A. vera products.