Showing 4 results for Solution
A. Khalkhali, V. Agha Hosseinali Shirazi, M. Mohseni Kabir,
Volume 3, Issue 2 (6-2013)
Abstract
One of the most important structural components of engine compartment assembly in a car body is the Srail. S-rails has significant role in absorbing energy during crash events and therefore it is designed for efficient behavior in such conditions. Driving the peak crushing force of the S-rails is one of the important objectives in the design process of such structures. Peak crushing force is exactly the force applied to the downstream components and then will be transferred to the cabin of vehicle. In this paper, closed form solution is performed to drive the peak crushing force of the S-rails. Results of such analytical model finally are compared with the results of finite element simulation. Good agreement between such results shows the accuracy of the proposed analytical model.
H. Saberinejad, A. Keshavarz, M. Bastami, M. Payandehdoost,
Volume 7, Issue 1 (3-2017)
Abstract
Although, the Stirling engine (SE) was invented many years ago, the investigation on SE is still interesting due to variety of energy resources can be applied to power it (solar energy, fossil fuel, biomass and geothermal energy). In this paper, the thermodynamic cycle of SE is analyzed by employing a new analytical model and a new method is presented to evaluate output power and efficiency of real engines. Using the correcting functions; represent more accurate results for known Schmidt equations respect to adiabatic model. So without need to employing numerical methods and iterative solver programs, analogous results with accuracy and correctness of open-form solution-adiabatic method is obtained. The modeling of results of two methods is done by Non-linear Multiple Regression and new equations based on Schmidt equations with new correctness factors is presented. The correctness factors are function of structural and operational characteristics of engine. Moreover, available output data of GPU-3 SE was compared. These comparisons show good agreement, indicating that the model is an appropriate method for modeling of SE outputs.
Dr Javad Zareei, Prof Mohamad Hasn Aghakhani, Mr Saeed Ahmadipour,
Volume 9, Issue 3 (9-2019)
Abstract
Changing the compression ratio and presence of turbocharger are two important issues, affecting on performance, and exhaust emissions in internal combustion engines. To study the functional properties and exhaust emissions in regards to compression ratio at different speeds, the numerical solution of the governing equations on the fluid flow inside the combustion chamber and the numerical solution of one-dimensional computational fluid dynamics with the GT-Power software carried out. The diesel engine was with a displacement of 6.4 Lit and Turbocharged six-cylinder. In this engine was chosen, the compression ratio between 15: 1 and 19: 1 with intervals of one unit and the range of engine speed was from 800 to 2400 rpm. The results showed that by the presence of a turbocharger and changing the compression ratio from 17: 1 to 19: 1, the braking power and torque increased by about 56.24% compared to the non-turbocharged engine. In addition, was reduced the brake specific fuel consumption due to higher power output. The amount of CO and HC emissions decreases based on the reduction of the compression ratio compared to the based case, and the NOX value increases due to the production of higher heat than turbocharged engines. The overall results showed that the turbocharged engine with a 19: 1 compression ratio has the best performance and pollution characteristics.
Majid Fallah Tafti, Ramin Hashemi, Mohammad Sedighi,
Volume 12, Issue 2 (6-2022)
Abstract
This paper aims to examine the influences of heat treatment on forming limit diagrams and mechanical properties of aluminum alloy AA6061 sheets with thicknesses of 1.5 mm. The uniaxial tensile and the micro-hardness tests are employed to specify the mechanical properties and their variations. The Nakazima test is performed to characterize the strain forming limits of this aluminum alloy. Comparison between the results of micro-hardness and forming limit diagrams indicates that by increasing the temperature up to the peaked ageing temperature, the strength of the alloy is increased, but the forming limits are decreased, and after the peaked aged in over the aged state, the strength is decreased and the forming limits are increased. The peaked-aging is touched in this specific alloy after 4 hours heat treatment at 180 oC.
