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Kerosene has advanced to the front rank as a fuel for the farm tractor within a decade. A heavily preponderating majority of tractors burn kerosene. The history of early oil engines is reviewed and some comparative costs of kerosene and gasoline fuel for tractors, obtained from tests made in January, 1920, are given. Kerosene tractor-engine development is then discussed. The conditions required for complete combustion are the same in principle for both kerosene and gasoline, but in actual practice a wider latitude in providing ideal conditions is permissible for gasoline than for kerosene. The four classes of commercial liquid fuels usable in internal-combustion engines are the alcohols, the gasolines, the common kerosenes and the low-cost heavy-oil fuels. The alcohols rank lowest in heating value per pound of combustible. Under existing economic conditions neither alcohol nor the fuel oils require consideration as available fuels for the tractor.

The author outlines the factors leading to the present high cost of automobile fuel, states that the introduction of new distillation processes will not solve the problem, but that the development of kerosene-utilizing appliances will produce results satisfactory to everybody. It is stated why kerosene cannot be used on the present gasoline cars. The adaptation of the gasoline automobile engine to the use of heavier fuels than will vaporize without the use of heat is entirely a problem of heating and heaters. The author reviews at length the principles embodied in and the construction of the heated vaporizers or vaporizing heaters now used in stationary and traction kerosene engines and in alcohol engines, giving illustrations of a number of such devices. After thus developing what in his opinion are desirable and good principles, the author describes a form of vaporizer embodying such principles, which he states has had successful trials (both block and road) in automobile service.

Small, high power density turbocharged engines coupled to kinetic energy recovery systems are one of the key areas of development for both passenger and racing cars. In passenger cars, the KERS may reduce the amount of thermal energy needed to reaccelerate the car following a deceleration recovering part of the braking energy. This translates in a first, significant fuel energy saving. Also considering the KERS torque boost increasing the total torque available to accelerate the car, large engines working at very low brake mean effective pressures and efficiencies over driving cycles may also be replaced by small higher power density engines working at much higher brake mean effective pressures and therefore much higher part load efficiencies. In racing cars, the coupling of small engines to KERS may improve the perception of racing being more environmentally friendly. The KERS is more a performance boost than a fuel saving device, permitting about same lap times with smaller engines.

KEVLAR® IS THE REGISTERED TRADEMARK for one member of Du Pont's family of aromatic polyamide fibers which have been granted the generic name “aramid” by the Federal Trade Commission. It is available in three different types: KEVLAR® 49, with its high tensile strength (400,000 psi; 2760 MN/m2) and high modulus (18 million psi; 124,000 MN/m2) is designed for the reinforcement of plastics and offers industry a new level of composite performance. KEVLAR® 49 is also used in coated fabrics, ropes and cables. KEVLAR® 29, with the same high tensile strength and a modulus of 9 million psi (62,000 MN/m2), is especially well suited for a number of industrial applications including ropes, cables, coated fabrics, and protective clothing. KEVLAR® has properties similar to those of KEVLAR® 29 and is designed for the reinforcement of rubber, specifically tires, belts, and hose.

Safety and Comfort are the core requirements of the automotive seating systems. Number of the occupants, determines type of the seating system requirement. The second row seat often needs to fold and slide, to allow the passenger to enter inside the car. Folding second row seat will also allow accommodating larger length cargo. The over folding of seat is controlled by hard stop mechanism. The hard stop mechanism generally consists of the seat arm stopper at back seat and hard stop located at base of the seat. These stoppers will limit the further motion of back seat. The folding speed of back seat is governed by various factors e.g. adjacent seat foam/structure friction, location, structural mass of seat etc. The scope of the paper is to evaluate various folding speeds of the back seat. Its effects are evaluated for the stresses and fatigue life of the hard stop components.

Nowadays the use of clean fuel on vehicles is actively studied to prevent air pollution in cities. Because of this social need, KIA has developed various vehicles that use alternative fuels[1,2,3,4]. In this study the development of a CNG (Compressed Natural Gas) vehicle that was converted from a 2.0 ℓ Sportage, multi-purpose vehicle, is described. The development of its engine, the conversion of the vehicle, its EMS (Engine Management System), and the reduction of its emissions are discussed.

This is a preliminary work for the development of a stratified combustion engine using liquefied petroleum gas(LPG) as an alternative fuel. The main objective of this research is to find out the optimizing engine parameters from the viewpoint of mixture formation with the aid of simulation, where the KIVA_ code was used. The combustion characteristics of LPG and gasoline are different because of their different physical properties. Therefore, the numerical simulation was performed for optimizing engine parameters by changing the piston and cylinder geometry, as well as injection conditions. Result showed that geometry of combustion chamber has a great influence on mixture stratification. Also, weaker swirl seems to be better for mixture formation in the vicinity of the spark plug.

This paper summarizes a comprehensive numerical model that represents the spray dynamics, fluid flow, species transport, mixing, chemical reactions, and accompanying heat release that occur inside the cylinder of an internal combustion engine. The model is embodied in the KIVA computer code. The code calculates both two-dimensional (2D) and three-dimensional (3D) situations. It is an out-growth of the earlier 2D CONCHAS-SPRAY computer program. Sample numerical calculations are presented to indicate the level of detail that is available from these simulations. These calculations are for a direct injection stratified charge engine with swirl. Both a 2D and a 3D example are shown.

REPORTED here is a program designed to give the knock-limited performance at full-throttle operation of 24 automobiles. Various models were used in the test work, including four 1942 models that were converted to higher than normal compression ratios to simulate a possible future trend. Curves have been developed to show how octane number correlates with the performance of these standard and special engines as they are installed in automobiles.

Current legal requirements based on new driving cycles like WLTP or RDE focus on elevated power and torque from the engine. The gear ratios are chosen so as to permit low engine speeds to reduce fuel consumption and consequently CO2 emissions by shifting the operating point to higher loads with reduced throttling and friction losses at low engine speeds. To achieve the required acceleration values the engine tends to be operated more frequently close to its power and torque limits. Thus, the knock occurring at the load limits will increase in significance. Today, in series production, knock is detected via structure-borne sound sensors and eliminated via retarded ignition. New low-cost in-cylinder pressure sensors (ICPS) suitable for series-production now permit evaluation of every single combustion cycle, thus detecting knock in the engine control unit (ECU) at all speed and load ratios independent of parasitic noise.

A current strong demand for conserving raw materials and fuel economy of diesel engines leads us inevitably to a high bmep (break mean effective pressure) engine concept. Since the engine based on this concept explore more power within the limit of the same raw material package as well as within the same noise limit, the high bmep approach seems better than the high engine speed approach to establish high output. However a high bmep engine concept has not been used well so far except for some special application such as a military engine due to its disadvantages which is so far considered inherent. To resolve these disadvantages of a high bmep engine, KOMPICS- an electronically controlled high injection pressure system was applied and the fact that the disadvantages of high bmep engine such as smoke, low end torque, and transient response can be removed by KOMPICS has been found.

The Breadboard Project at Kennedy Space Center has focused on the development of the bioregenerative life support components, crop plants for water, air, and food production and bioreactors for recycling of waste. The keystone of the Breadboard Project has been the Biomass Production Chamber (BPC), which is supported by 15 environmentally controlled chambers and 2150 m2 (23,200 ft2) of laboratory facilities. The Project objectives, in support of the ALS Program, utilize these facilities for large-scale testing of components and development of required technologies for the human testbeds at JSC, flight experiments, and ALS research to enable a Mars mission.

The possibility of a mishap during a space shuttle landing at Kennedy Space Center (KSC) dictates the need for plans to rescue astronauts from areas other than the Shuttle Landing Facility (SLF). All shuttle landings are unpowered, gliding flight maneuvers, and a deviation from the planned flight profile could result in a shuttle landing or crashing somewhere other than the SLF runway. The geography of the Kennedy Space Center makes helicopter airlifting the only universal means of transportation for the rescue crew. This rescue crew is composed of KSC contractor fire-rescuemen who would ride to the crash scene on USAF HH-3 helicopters. These crews are provided with personal protective suits and training in shallow water, swamp, and dry land rescues. They aid the egress of the crew to a safe area for helicopter pickup and subsequent triage and medevac.

Heijunka production, a core element of Toyota Motor Company's well-known Just-in-Time production methodology, was developed to deliver vehicle orders in the shortest lead time, with minimum inventory and maximum production efficiency. It achieves this by averaging (“leveling out”) production quantity and model. Adaptable to any production environment, the Heijunka production is an effective tool for industries with low-mix/low-volume production systems. In our case study, a manufacturer of interior subassembly items for commercial jets implemented Heijunka production and achieved significant improvement in inter-process inventory, lead time and productivity. Most notably, inter-process inventory was reduced to 20% in just five years.

The demand for location based services in automobile industry promoting applications in the area of telematics, vehicle to vehicle and infrastructure communications is encouraging research in the field of accurate navigation solutions. According to the ABI research, position data is the prime enabler for above mentioned applications and the in-car navigation market growth is predicted to grow at 25.9% over the next five years. Consequently position, velocity and heading form the prime input state vector for the target applications. Global Positioning System is one of the accurate off-board sensors for navigation solution. Nevertheless, the cost and complexity of these systems are posing the biggest challenge to the automobile research engineers. Least squares estimation is one of the proven methods used for computing positioning solution under static conditions. However, its accuracy is considered to be poor in dynamic cases.