Full Text Available The paper deals with a procedure for measuring the composition of blowby gas in the engine crank case by means of a conventional NDIR (Non-Dispersive Infra-Red exhaust gas analyzer. This paper aims to evaluate the exhaust gas portion, as well as the fuel and water vapor fraction in the raw blowby gas. Determination of the exhaust content in the blowby gas is based on CO2 concentration measurement. The measurement results of several SI engines are statistically reviewed regarding the engine operational points. The influence of different operational conditions and used fuel type is shown on raw blowby gas composition in port injection SI engines.
Donahue, Suzanne; DiBlasi, Robert M; Thomas, Karen
To examine the practice of nebulizer cool mist blow-by oxygen administered to spontaneously breathing postanesthesia care unit (PACU) pediatric patients during Phase one recovery. Existing evidence was evaluated. Informal benchmarking documented practices in peer organizations. An in vitro study was then conducted to simulate clinical practice and determine depth and amount of airway humidity delivery with blow-by oxygen. Informal benchmarking information was obtained by telephone interview. Using a three-dimensional printed simulation model of the head connected to a breathing lung simulator, depth and amount of moisture delivery in the respiratory tree were measured. Evidence specific to PACU administration of cool mist blow-by oxygen was limited. Informal benchmarking revealed that routine cool mist oxygenated blow-by administration was not widely practiced. The laboratory experiment revealed minimal moisture reaching the mid-tracheal area of the simulated airway model. Routine use of oxygenated cool mist in spontaneously breathing pediatric PACU patients is not supported. Copyright © 2017 American Society of PeriAnesthesia Nurses. Published by Elsevier Inc. All rights reserved.
Ando, H.; Tateishi, Y.; Fujimura, K.; Hitosugi, H. [Nippon Piston Ring Co. Ltd., Tokyo (Japan)
The authors studied the effect of an angle of 1st ring twist on the amount of blow-by concerning higher speed/higher output engines for motorcycles. As a result, the authors found the twist made the ring restrained in a ring groove of piston , and confirmed its suitable range for blow-by. By means of the developed optimization method, the authors have achieved significant reduction in blow-by at high engine speed. 1 ref., 9 figs., 2 tabs.
dynamically deform to conform to the dimensions of the barrel to prevent gas blow-by, 2) a projectile body constructed of linen -phenolic composite...information, such as shock wave and particle velocities are obtained via fiber optic. Lower resolution, such as impact velocity and planarity are
7 2.6 Pressure Blow-By ........................................................................ 7 2.7 Ballating ...The relatively snug fit of the projectile in the bore also prevents the model from ballating as it travels down the barrel. The friction between the...and allowing more freedom for the unwanted ballating motion. The design of the model/sabot and the gas gun attempts to satisfy dual and often
V. B. Sapozhnikov
Full Text Available Trouble-free operation of liquid rocket engines (LRE depends, among other factors, on the nonstop supply of liquid rocket fuel components in the fuel tank feed line with continuous flow.This condition becomes especially relevant for the aerial vehicles (AV in orbital (suborbital environment. With a little filled fuel tanks discontinuity of flow may occur because of pressurizing gas blow-by in the feed line as a result of the funnel generation (with or without vortex formation and so-called phenomenon of dynamic failure of the interface "liquid-gas”.The paper presents a mathematical model of the process of emptying tank initially a little filled and having a reduced level of the gravity acceleration. Using the developed mathematical model a parametric study has been conducted to find how stabilization rate of liquid flow effects on the volume of drained liquid. The computational experiment defines gas blow-by points in the feed line and propellant residuals, depending on the flow rate, physical properties of the fuel components, residual value of the acceleration, and diameter of the feed line.As a result, an effect is discovered that previously has been never mentioned in publications on research of the emptying processes of the aircraft fuel tanks, namely: with abrupt bootstrap of the flow rate a blow-by of gas occurs at the initial stage of emptying tank. In this case, to ensure LRE trouble-free operation there is a need in a special inner-tank device to prevent premature blow-by of pressurizing gas in the tank feed line.
Craxton, R. S.; Garcia, E. M.; Browning, L. T.; Le Pape, S.; Park, H.-S.; Li, C. K.; Zylstra, A. B.
Small exploding-pusher capsules with D3He fill are ideal sources for high-resolution proton radiography for many high-energy-density experiments at the National Ignition Facility (NIF). However, the laser energy that can be delivered to these capsules is currently limited by the need to minimize laser blowby-unabsorbed laser light passing by the target into opposing beam ports with the potential of damaging laser optics. This issue arises because it is logistically convenient to leave the indirect-drive phase plates in place. Saturn targets, in which the capsule is surrounded by a toroidal plastic ring, promise to remove the energy limitation by blocking blowby light, permitting a brighter proton source. A design has been developed using the 2-D hydrodynamics code SAGE for a ring that can be used to block the laser blowby for target diameters from 440 to 866 μm and drive beams from any of the NIF quads. Full-power NIF beams can be safely used. This material is based upon work supported by the Department of Energy National Nuclear Security Administration under Award Number DE-NA0001944.
additional check, the crankcase blow-by filter was replaced at the 16 hour mark, and checked for excessive oil at the end of test. No excess oil was found on...blended fuel in a 30kW AMMPS Generator utilizing a Cummins 3.3L QSB engine . In general, fuel compatibility within the bounds of the presented tests...seemed acceptable since there was no baseline data available to compare. The largest differences in engine operation may be attributed to the extreme
The transient response of a 0.4 by 0.6 cm rectangular bore rail accelerator was analyzed by a three dimensional finite element code. The copper rail deflected to a peak value of 0.08 mm in compression and then oscillated at an amplitude of 0.02 mm. Simultaneously the insulating side wall of glass fabric base, epoxy resin laminate (G-10) was compressed to a peak value of 0.13 mm and rebounded to a steady state in extension. Projectile pinch or blowby due to the rail extension or compression, respectively, can be identified by examining the time history of the rail displacement. The effect of blowby was most significant at the side wall characterized by mm size displacement in compression. Dynamic stress calculations indicate that the G-10 supporting material behind the rail is subjected to over 21 MPa at which the G-10 could fail if the laminate was not carefully oriented. Results for a polycarbonate resin (Lexan) side wall show much larger displacements and stresses than for G-10. The tradeoff between the transparency of Lexan and the mechanical strength of G-10 for sidewall material is obvious. Displacement calculations from the modal method are smaller than the results from the direct integration method by almost an order of magnitude, because the high frequency effect is neglected. 12 references
Full Text Available Advanced computational models of a piston assembly based on the level of virtual prototypes require a detailed description of piston ring behaviour. Considering these requirements, the piston rings operate in regimes that cannot, in general, be simplified into an axisymmetric model. The piston and the cylinder liner do not have a perfect round shape, mainly due to machining tolerances and external thermo-mechanical loads. If the ring cannot follow the liner deformations, a local loss of contact occurs resulting in blow-by and increased consumption of lubricant oil in the engine. Current computational models are unable to implement such effects. The paper focuses on the development of a flexible 3D piston ring model based on the Timoshenko beam theory using the multibody system (MBS. The MBS model is compared to the finite element method (FEM solution.
Full Text Available Understanding the interaction between ring dynamics and gas transport in ring pack systems is crucial and needs to be imperatively studied. The present work features detailed interring gas dynamics of piston ring pack behavior in internal combustion engines. The model is developed for a ring pack with four rings. The dynamics of ring pack are simulated. Due to the fact that small changes in geometry of the grooves and lands would have a significant impact on the interring gas dynamics, the thermal deformation of piston has been considered during the ring pack motion analysis in this study. In order to get the temperature distribution of piston head more quickly and accurately, an efficient method utilizing the concept of inverse heat conduction is presented. Moreover, a sensitive analysis based on the analysis of partial regression coefficients is presented to investigate the effect of groove parameters on blowby.
Ewing, M. E.; McGuire, J. R.; McWhorter, B. B.; Frost, D. L.
A carbon rope "thermal barrier" is being considered as a component to enhance performance of the Reusable Solid Rocket Motor (RSRM) nozzle-to-case joint. Fundamental performance characteristics of the rope have been considered in this paper. In particular, resistance to erosion, ability to filter particulate matter, thermal capacitance, and flow resistance have been considered. Testing results have shown the rope to be resistant to the corrosive internal environment of the RSRM. The rope has also been shown to be an effective "slag barrier." A desirable feature of the rope would be the ability to act as a heat sink. However, analyses have indicated that the thermal capacitance of the rope is not large enough to reduce the temperature of an impinging gas stream below the ablation temperature of the 0-ring for significant time periods, The real value of the rope is its ability to act as a flow diffuser. Flow resistance test, were performed on the rope In the course of testing the rope between parallel plates, an undesirable "blow-by" phenomenon was observed when the compressive stress in the rope was smaller than the upstream gas pressure. It was found, however, that in the converging passage of the actual design, the rope would consistently "Self-seat" and thereby prevent blow-by, even in the absence of any precompression. Flow resistance values have been quantified for use in future analyses. The work presented here provides an initial thermal-fluid assessment of the rope for this application, and lays the groundwork for future development.
Kellar, S.A.; Huff, W.R.A.; Moler, E.J.
The lubricating performance of motor oil is adversely affected by the carbon soot contamination that is a natural by-product of the combustion process. Particularly in diesel engines, open-quote blow-by close-quote is a problem that greatly decreases the longevity of the engine-lubricating oil. Motor oil manufacturers spend considerable resources developing new oil formulations that counteract the adverse affects of this combustion soot. At present, the only effective way to test new formulations is in a working engine. This process is obviously expensive and not especially efficient. In this ongoing work in collaboration with Chevron Research and Technology, the authors goal is to find a form of carbon that chemically resembles the soot created by the open-quote blow-by close-quote in a diesel engine. The chemically correct soot substitute can be used in bench tests to replace the expensive full motor testing for new formulations. The final testing would still be done in the test motors but only with promising candidates. To these ends, Near Edge X-ray Adsorption spectroscopy Extended Fine Structure (NEXAFS) is an attractive technique in that it has chemical specificity through the core-level binding energy and because it probes the chemically important unoccupied molecular orbitals of the material. Core-level photoabsorption has been used to characterize the empty electronic states of a wide variety of materials. Specifically, the near-edge region of the photoabsorption process has been used to determine the relative quantity of sp 2 and sp 3 bonding in carbon films. The samples were fine grained powders pressed into pellets. The C(1s) absorption spectra were collected from each sample by measuring the total electron yield from the sample as a function of photon energy. The absorption intensity was normalized to the incoming photon flux by measuring the photoyield from a fine gold mesh
Full Text Available A major concern in modern engine design is the issue of the lubrication regime at the piston-liner assembly. To fully understand the complex lubrication phenomena between the piston-rings and cylinder liner in reciprocating engines and at the same time achieve minimal energy losses with the oncoming emission regulations, it is important to characterize the developing oil film. This dynamic process involves many factors, such as piston-ring and piston dynamics, starved lubrication, liner geometry deformation, lubricant - additive degradation and blow-by, which, in turn, enhance the difficulty of interpreting engine experimental results. The simplified test rig is used as a platform to develop oil film measuring techniques and study experimental results from different sensors by means of a robust and solid technique without the engine testing ambiguities, at different lubrication regimes. This paper is focused on experimental findings from the simplified test rig and how these can be applied on specially modified engines, with the respective sensors fitted. A comparison between the single-ring test rig and the engine visualization results is attempted so that similar forms of cavitation identified, be further studied. Moreover, a calibration coefficient for LIF engine experiments can be derived via the simplified test rig arrangement.
Full Text Available The proposed paper deals with an optimization of a highly-turbocharged large-bore gas SI engine. Only steady state operation (constant engine speed and load is considered. The paper is mainly focused on theoretical potential of 2-stage turbocharging concept in terms of performance and limitation. The results are obtained by means of simulation using complex 0-D/ 1-D engine model including the control algorithm. Different mixture composition concepts are considered to satisfy different levels of NOx limit - fresh air mixed with external cooled EGR is supposed to be the right approach while optimal EGR level is to be found. Considering EGR circuit, 5 different layouts are tested to select the best design. As the engine control is relatively complex (2-sage turbocharger group, external EGR, compressor blow-by, controlled air excess, 5 different control means of boost pressure were considered. Each variant based on above mentioned options is optimized in terms of compressor/turbine size (swallowing capacity to obtain the best possible BSFC. The optimal variants are compared and general conclusions are drawn.
Witherspoon, F. Douglas; Case, Andrew; Messer, Sarah; Bomgardner, Richard; Phillips, Michael; van Doren, David; Elton, Raymond; Uzun-Kaymak, Ilker
We present an overview of research at HyperV to develop high velocity dense plasma jets for application to fusion and HEDP. The approach uses symmetrical pulsed injection of high density plasma into a coaxial EM accelerator having a cross-section tailored to prevent formation of the blow-by instability. Two development paths are followed to accomplish this injection step: we compare large arrays of capillary discharges to sparkgaps arranged in a toroidal configuration. Experiments on three test fixtures are described: a 2pi configuration with 64 capillary injectors, a 32 injector prototype gun designed to drive rotation in the Maryland MCX experiment, and a second gun using 112 sparkgap electrodes for injection. Data is presented from visible light spectroscopy, fast optical imaging, Rogowski coils, pressure probes, Bdot probes, photodiodes, and a laser interferometer. Ballistic pendulum tests indicate plasma jets with mass 160 micrograms at 70 km/s have been achieved with plasma density above 10^15 cm-3.
Wagner, Richard C.
In this thesis, two models of four-stroke, internal combustion engines are created and compared. The first model predicts the intake and exhaust processes using isentropic flow equations augmented by discharge coefficients. The second model predicts the intake and exhaust processes using a compressible, time-accurate, Quasi-One-Dimensional (Q1D) approach. Both models employ the same heat release and reduced-order modeling of the cylinder charge. Both include friction and cylinder loss models so that the predicted performance values can be compared to measurements. The results indicate that the isentropic-based model neglects important fluid mechanics and returns inaccurate results. The Q1D flow model, combined with the reduced-order model of the cylinder charge, is able to capture the dominant intake and exhaust fluid mechanics and produces results that compare well with measurement. Fluid friction, convective heat transfer, piston ring and skirt friction and temperature-varying specific heats in the working fluids are all shown to be significant factors in engine performance predictions. Charge blowby is shown to play a lesser role.
Full Text Available The piston rings are the most important part in engine which controls the lubricating oil consumption and blowby of the gases. The lubricating film of oil is provided to seal of gases towards crankcase and also to give smooth friction free translatory motion between rings and liner. Of the three rings present top ring is more crucial as it does the main work of restricting gases downwards the crankcase. Boundary lubrication is present at the Top dead centre (TDC and Bottom dead centre (BDC of the liner surface. In addition to this, top ring is exposed to high temperature gases which makes the oil present near the top ring to get evaporated and decreasing its viscosity, making metal-metal contact most of the time. Due to this at TDC, excess wear happens on the liner which is termed as Top ring reversal bore wear. The wear rate depends upon many parameters such as lubrication condition, viscosity index, contact type, normal forces acting on ring, geometry of ring face, surface roughness, material property. The present work explores the wear depth for different geometries of barrel ring using Finite Element model with the help of Archard wear law and the same is validated through experimentation. The study reveals that Asymmetric barrel rings have less contact pressure which in turn reduces the wear at Top dead centre.
Cruz, E.; Brockington, S.; Case, A.; Luna, M.; Witherspoon, F. D.; Thio, Y. C. Francis; PLX-α Team
We describe the engineering and technical improvements, as well as provide a detailed overview of the design choices, of the latest PLX- α coaxial gun designed for the 60-gun scaling study of spherically imploding plasma liners as a standoff driver for plasma-jet-driven magneto-inertial fusion. Each coaxial gun incorporates a fast, dense gas injection and triggering system, a compact low-weight pfn with integral sparkgap switching, and a contoured gap designed to suppress the blow-by instability. The evolution of the latest Alpha gun is presented with emphasis on its upgraded performance. Changes include a faster more robust gas valve, better-quality ceramic insulator material and enhancements to overall design layout. These changes result in a gun with increased repeatability, reduced potential failure modes, improved fault tolerance and better than expected efficiency. A custom 600- μF, 5-kV pfn and a set of six inline sparkgap switches operated in parallel are mounted directly to the back of the gun, and are designed to reduce inductance, cost, and complexity, maximize efficiency and system reliability, and ensure symmetric current flow. This work supported by the ARPA-E ALPHA Program under contract DE-AR0000566 and Strong Atomics, LLC.
Witherspoon, F Douglas; Case, Andrew; Messer, Sarah J; Bomgardner, Richard; Phillips, Michael W; Brockington, Samuel; Elton, Raymond
A new coaxial plasma gun is described. The long term objective is to accelerate 100-200 microg of plasma with density above 10(17) cm(-3) to greater than 200 km/s with a Mach number above 10. Such high velocity dense plasma jets have a number of potential fusion applications, including plasma refueling, magnetized target fusion, injection of angular momentum into centrifugally confined mirrors, high energy density plasmas, and others. The approach uses symmetric injection of high density plasma into a coaxial electromagnetic accelerator having an annular gap geometry tailored to prevent formation of the blow-by instability. The injected plasma is generated by numerous (currently 32) radially oriented capillary discharges arranged uniformly around the circumference of the angled annular injection region of the accelerator. Magnetohydrodynamic modeling identified electrode profiles that can achieve the desired plasma jet parameters. The experimental hardware is described along with initial experimental results in which approximately 200 microg has been accelerated to 100 km/s in a half-scale prototype gun. Initial observations of 64 merging injector jets in a planar cylindrical testing array are presented. Density and velocity are presently limited by available peak current and injection sources. Steps to increase both the drive current and the injected plasma mass are described for next generation experiments.
Witherspoon, F. Douglas; Brockington, Samuel; Case, Andrew; Cruz, Edward; Luna, Marco; Langendorf, Samuel
We describe the Alpha coaxial gun designed for a 60-gun scaling study of spherically imploding plasma liners as a standoff driver for plasma-jet-driven magneto-inertial fusion (PJMIF). The guns operate over a range of parameters: 0.5-5.0 mg of Ar, Ne, N2, Kr, and Xe; 20-60 km/s; 2 × 1016 cm-3 muzzle density; and up to 7.5 kJ stored energy per gun. Each coaxial gun incorporates a fast dense gas injection and triggering system, a compact low-weight pfn with integral sparkgap switching, and a contoured gap designed to suppress the blow-by instability. The latest design iteration incorporates a faster more robust gas valve, an improved electrode contour, a custom 600- μF, 5-kV pfn, and six inline sparkgap switches operated in parallel. The switch and pfn are mounted directly to the back of the gun and are designed to reduce inductance, cost, and complexity, maximize efficiency and system reliability, and ensure symmetric current flow. We provide a brief overview of the design choices, the projected performance over the parameter ranges mentioned above, and experimental results from testing of the PLX- α coaxial gun. This work supported by the ARPA-E ALPHA Program.
Witherspoon, F. D.; Brockington, S.; Case, A.; Cruz, E.; Luna, M.; Thio, Y. C. Francis; LANL PLX-α Team
The ALPHA coaxial plasma guns are being developed to support a 60-gun scaling study of spherically imploding plasma liners as a standoff driver for plasma-jet-driven magneto-inertial fusion (PJMIF). Seven complete guns have been delivered to LANL with 6 guns currently undergoing simultaneous test firings on PLX. The guns are designed to operate over a range of parameters: 0.5-5.0 mg of Ar, Ne, N2, Kr, and Xe; 20-60 km/s; 2 × 1016 cm-3 muzzle density; and up to 7.5 kJ stored energy per gun. Each coaxial gun incorporates a fast dense gas injection and triggering system, a compact low-weight pfn with integral sparkgap switching, and a contoured coaxial gap to suppress the blow-by instability. Optimizing parameter scans performed at HyperV have achieved : 4 mg at >50 km/s and length of 10 cm. Peak axial density 30 cm from the muzzle is 2 ×1016 cm-3. We will provide an overview of the experimental results, along with plans for further improvements in reliability, maintainability, fabricability, and plasma jet performance, with the latter focused on further improvements in the fast gas valve and the ignitors. This work supported by the ARPA-E ALPHA Program under contract DE-AR0000566 and Strong Atomics, LLC.
Witherspoon, F. D.; Case, A.; Brockington, S.; Cassibry, J. T.; Hsu, S. C.
Arrays of supersonic, high momentum flux plasma jets can be used as standoff compression drivers for generating spherically imploding plasma liners for driving magneto-inertial fusion, hence the name plasma-jet-driven MIF (PJMIF). HyperV developed linear plasma jets for the Plasma Liner Experiment (PLX) at LANL where two guns were successfully tested. Further development at HyperV resulted in achieving the PLX goal of 8000 μg at 50 km/s. Prior work on contoured-gap coaxial guns demonstrated an approach to control the blowby instability and achieved substantial performance improvements. For future plasma liner experiments we propose to use contoured-gap coaxial guns with small Minirailgun injectors. We will describe such a gun for a 60-gun plasma liner experiment. Discussion topics will include impurity control, plasma jet symmetry and topology (esp. related to uniformity and compactness), velocity capability, and techniques planned for achieving gun efficiency of >50% using tailored impedance matched pulse forming networks. Mach2 and UAH SPH code simulations will be included. Work supported by US DOE DE-FG02-05ER54810.
Clayton, J. Louie; Phelps, Lisa (Technical Monitor)
Carbon Fiber Rope (CFR) thermal barrier systems are being considered for use in several RSRM (Reusable Solid Rocket Motor) nozzle joints as a replacement for the current assembly gap close-out process/design. This study provides for development and test verification of analysis methods used for flow-thermal modeling of a CFR thermal barrier subject to fault conditions such as rope combustion gas blow-by and CFR splice failure. Global model development is based on a 1-D (one dimensional) transient volume filling approach where the flow conditions are calculated as a function of internal 'pipe' and porous media 'Darcy' flow correlations. Combustion gas flow rates are calculated for the CFR on a per-linear inch basis and solved simultaneously with a detailed thermal-gas dynamic model of a local region of gas blow by (or splice fault). Effects of gas compressibility, friction and heat transfer are accounted for the model. Computational Fluid Dynamic (CFD) solutions of the fault regions are used to characterize the local flow field, quantify the amount of free jet spreading and assist in the determination of impingement film coefficients on the nozzle housings. Gas to wall heat transfer is simulated by a large thermal finite element grid of the local structure. The employed numerical technique loosely couples the FE (Finite Element) solution with the gas dynamics solution of the faulted region. All free constants that appear in the governing equations are calibrated by hot fire sub-scale test. The calibrated model is used to make flight predictions using motor aft end environments and timelines. Model results indicate that CFR barrier systems provide a near 'vented joint' style of pressurization. Hypothetical fault conditions considered in this study (blow by, splice defect) are relatively benign in terms of overall heating to nozzle metal housing structures.
Brooks, Christopher J.; Wang, Wei; Eyman, Darrell P.
The main goal of this study was to develop and improve on existing catalysts for the conversion of ortho- to para-hydrogen. Starting with a commercially available Air Products nickel silicate, which had a beta value of 20, we were trying to synthesize catalysts that would be an improvement to AP. This was accomplished by preparing silicates with various metals as well as different preparation methods. We also prepared supported ruthenium catalysts by various techniques using several metal precursors to improve present technology. What was also found was that the activation conditions prior to catalytic testing was highly important for both the silicates and the supported ruthenium catalysts. While not the initial focus of the research, we made some interesting observations into the adsorption of H2 on ruthenium. This helped us to get a better understanding of how ortho- to para-H2 conversion takes place, and what features in a catalyst are important to optimize activity. Reactor design was the final area in which some interesting conclusions were drawn. As discussed earlier, the reactor catalyst bed must be constructed using straight 1/8 feet OD stainless steel tubing. It was determined that the use of 1/4 feet OD tubing caused two problems. First, the radius from the center of the bed to the wall was too great for thermal equilibrium. Since the reaction of ortho- to para-H2 is exothermic, the catalyst bed center was warmer than the edges. Second, the catalyst bed was too shallow using a 1/4 feet tube. This caused reactant blow-by which was thought to decrease the measured activity when the flow rate was increased. The 1/8 feet tube corrected both of these concerns.
Amar, D; Brodman, L E; Winikoff, S A; Hollinger, I
This randomized controlled trial compared the compliance of a blow-by oxygen method with the standard face mask by children recovering from anaesthesia. The rate at which a face mask was rejected when applied to infants and children in PACU was compared with that of a proposed "hose" method. The efficacy of the "hose" as a method of oxygen supplementation in children at low and high risk for developing postoperative hypoxaemia was also compared with the face mask. Using a Nellcor N-200 pulse oximeter, 66 infants and children (mean age 2.3 yr, range 2 mo-6 yr) were continuously monitored for 30 min upon arrival in the PACU. Patients were randomized to receive oxygen supplementation with either the face mask or the proposed "hose" method. The results showed a greater than 80 per cent rejection of the face mask in contrast to 100 per cent compliance with the "hose" method. The SaO2 measurements following 5, 15 and 30 min of O2 supplementation with the hose were all significantly higher than the SaO2 measurements obtained on room air upon arrival to the PACU. Patients with pre-existing cardiopulmonary disease had a 20 per cent incidence of arterial oxygen desaturation upon arrival to the PACU versus 2.1 per cent of patients with no pre-existing disease. It is concluded that the "hose" is associated with high patient compliance and is effective in the PACU in increasing the SaO2 in children at low or high risk of developing postoperative hypoxaemia.
S. M. Ashrafur Rahman
Full Text Available Essential oils are derived from not-fatty parts of plants and are mostly used in aromatherapy, as well as cosmetics and perfume production. The essential oils market is growing rapidly due to their claimed health benefits. However, because only therapeutic grade oil is required in the medicinal sector, there is a substantial low-value waste stream of essential oils that can be used in the transportation and agricultural sectors. This study investigated the influence of orange, eucalyptus, and tea tree oil on engine performance and combustion characteristics of a multi-cylinder compression ignition engine. Orange, eucalyptus, and tea tree oil were blended with diesel at 10% by volume. For benchmarking, neat diesel and 10% waste cooking biodiesel-diesel blend were also tested. The selected fuels were used to conduct engine test runs with a constant engine speed (1500 RPM (revolutions per minute at four loads. As the load increased, frictional power losses decreased for all of the fuel samples and thus mechanical efficiency increased. At higher loads (75% and 100%, only orange oil-diesel blends produced comparable power to diesel and waste cooking biodiesel-diesel blends. Fuel consumption (brake and indicated for the essential oil-diesel blends was higher when compared to base diesel and waste cooking biodiesel-diesel blends. Thermal efficiency for the essential oil-diesel blends was comparable to base diesel and waste cooking biodiesel-diesel blends. At higher loads, blow-by was lower for essential oil blends as compared to base diesel and waste cooking biodiesel-diesel blends. At 50% and 100% load, peak pressure was lower for all of the essential oil-diesel blends when compared to base diesel and waste cooking biodiesel-diesel blends. From the heat release rate curve, the essential oil-diesel blends ignition delay times were longer because the oils have lower cetane values. Overall, the low-value streams of these essential oils were found to be
Victor Wong; Tian Tian; Luke Moughon; Rosalind Takata; Jeffrey Jocsak
This program aims at improving the efficiency of advanced natural-gas reciprocating engines (ANGRE) by reducing piston and piston ring assembly friction without major adverse effects on engine performance, such as increased oil consumption and wear. An iterative process of simulation, experimentation and analysis is being followed towards achieving the goal of demonstrating a complete optimized low-friction engine system. To date, a detailed set of piston and piston-ring dynamic and friction models have been developed and applied that illustrate the fundamental relationships among mechanical, surface/material and lubricant design parameters and friction losses. Demonstration of low-friction ring-pack designs in the Waukesha VGF 18GL engine confirmed total engine FEMP (friction mean effective pressure) reduction of 7-10% from the baseline configuration without significantly increasing oil consumption or blow-by flow. This represents a substantial (30-40%) reduction of the ringpack friction alone. The measured FMEP reductions were in good agreement with the model predictions. Further improvements via piston, lubricant, and surface designs offer additional opportunities. Tests of low-friction lubricants are in progress and preliminary results are very promising. The combined analysis of lubricant and surface design indicates that low-viscosity lubricants can be very effective in reducing friction, subject to component wear for extremely thin oils, which can be mitigated with further lubricant formulation and/or engineered surfaces. Hence a combined approach of lubricant design and appropriate wear reduction offers improved potential for minimum engine friction loss. Piston friction studies indicate that a flatter piston with a more flexible skirt, together with optimizing the waviness and film thickness on the piston skirt offer significant friction reduction. Combined with low-friction ring-pack, material and lubricant parameters, a total power cylinder friction
maximum pressure crank angle which is easy to identify. Based on theoretical thermodynamics analysis, this calibration method was validated by tests on different engines in which, in particular, variations were made in the volumetric ratio, volumetric efficiency and blow-by rate. The accuracy of the method is within about 1/10th of a degree of crankshaft rotation.
Fayard J. C.
honing does not lead to the same phenomena as the ones observed when the liner is polished in situ in a running engine. In particular, ring wear as well as the flow rates of blowby gas are less than with a normal liner. The polishing-wear mechanism by two and three bodies soft abrasion is perfectly confirmed by micrographic exploration and by the microanalysis of polished surfaces.
Witherspoon, F. Douglas [HyperV Technologies Corp., Chantilly, VA (United States); Case, Andrew [HyperV Technologies Corp., Chantilly, VA (United States); Brockington, Samuel [HyperV Technologies Corp., Chantilly, VA (United States); Messer, Sarah [HyperV Technologies Corp., Chantilly, VA (United States); Bomgardner, Richard [HyperV Technologies Corp., Chantilly, VA (United States); Phillips, Mike [HyperV Technologies Corp., Chantilly, VA (United States); Wu, Linchun [HyperV Technologies Corp., Chantilly, VA (United States); Elton, Ray [Univ. of Maryland, College Park, MD (United States)
/s for the Plasma Liner Experiment (PLX) at Los Alamos National Laboratory (LANL). Initial work used existing computational and analytical tools to develop and refine a specific plasma gun concept having a novel tapered coaxial electromagnetic accelerator contour with an array of symmetric ablative plasma injectors. The profile is designed to suppress the main barrier to success in coaxial guns, namely the blow-by instability in which the arc slips past and outruns the bulk of the plasma mass. Efforts to begin developing a set of annular non-ablative plasma injectors for the coaxial gun, in order to accelerate pure gases, resulted in development of linear parallel-plate MiniRailguns that turned out to work well as plasma guns in their own right and we subsequently chose them for an initial plasma liner experiment on the PLX facility at LANL. This choice was mainly driven by cost and schedule for that particular experiment, while longer term goals still projected use of coaxial guns for reactor-relevant applications for reasons of better symmetry, lower impurities, more compact plasma jet formation, and higher gun efficiency. Our efforts have focused mainly on 1) developing various plasma injection systems for both coax and linear railguns and ensuring they work reliably with the accelerator section, 2) developing a suite of plasma and gun diagnostics, 3) performing computational modeling to design and refine the plasma guns, 4) establishing a research facility dedicated to plasma gun development, and finally, 5) developing plasma guns and associated pulse power systems capable of achieving these goals and installing and testing the first two gun sets on the PLX facility at LANL. During the second funding cycle for this program, HyperV joined in a collaborative effort with LANL, the University of Alabama at Huntsville, and the University of New Mexico to perform a plasma liner experiment (PLX) to investigate the physics and technology of forming spherically imploding
Zhu, Guoming [Michigan State Univ., East Lansing, MI (United States). Mechanical Engineering; Schock, Harold [Michigan State Univ., East Lansing, MI (United States). Mechanical Engineering; Yang, Xiaojian [Michigan State Univ., East Lansing, MI (United States). Mechanical Engineering; Huisjen, Andrew [Michigan State Univ., East Lansing, MI (United States). Mechanical Engineering; Stuecken, Tom [Michigan State Univ., East Lansing, MI (United States). Mechanical Engineering; Moran, Kevin [Michigan State Univ., East Lansing, MI (United States). Mechanical Engineering; Zhen, Ren [Michigan State Univ., East Lansing, MI (United States). Mechanical Engineering; Zhang, Shupeng [Michigan State Univ., East Lansing, MI (United States). Mechanical Engineering; Opra, John [Chrysler Corporation, Auburn Hill, MI (United States); Reese, Ron [Chrysler Corporation, Auburn Hill, MI (United States)
the electrical variable valve timing (VVT) actuating system and satisfactory electrical VVT responses were obtained. Target engine control system was designed and fabricated at MSU for both single-cylinder optical and multi-cylinder metal engines. Finally, the developed control-oriented engine model was successfully implemented into the HIL simulation environment. The Chrysler 2.0L I4 DI engine was modified to fit the two-step vale with electrical variable valve timing actuating system. A used prototype engine was used as the base engine and the cylinder head was modified for the two-step valve with electrical VVT actuating system. Engine validation tests indicated that cylinder #3 has very high blow-by and it cannot be reduced with new pistons and rings. Due to the time constraint, it was decided to convert the four-cylinder engine into a single cylinder engine by blocking both intake and exhaust ports of the unused cylinders. The model-based combustion mode transition control algorithm was developed in the MSU HIL simulation environment and the Simulink based control strategy was implemented into the target engine controller. With both single-cylinder metal engine and control strategy ready, stable HCCI combustion was achived with COV of 2.1% Motoring tests were conducted to validate the actuator transient operations including valve lift, electrical variable valve timing, electronic throttle, multiple spark and injection controls. After the actuator operations were confirmed, 15-cycle smooth combustion mode transition from SI to HCCI combustion was achieved; and fast 8-cycle smooth combustion mode transition followed. With a fast electrical variable valve timing actuator, the number of engine cycles required for mode transition can be reduced down to five. It was also found that the combustion mode transition is sensitive to the charge air and engine coolant temperatures and regulating the corresponding temperatures to the target levels during the combustion mode