نشریه تحقیقات موتور
پیاپی 64 (پاییز 1400)

This article describes the advanced design of the car engine at IPCO. Product development models including model V, gateway and network are described first. In the following, in order to introducing engine production to readers, some of the literature and subsystems of the engine are briefly presented. There are also different levels of engine development programs, either low, medium, high, or completely new products. Depending on the level of development, the development of the engine takes 4 to 48 months. Members of the development team and components influencing engine development are also introduced. By these premises, a product development model from the beginning, the conceptual development phase, to mass production with its details is described. At the end, by combining V and Gateway models, the details of the IPCO product development model are outlined. In fact, the result of this article is to systematize the engine development process in Iran and the Iran Khodro complex. As such structure has not existed in Iran so far, IPCO, as a domestic innovative engineering company in the design and production of engines, has described the model used by researchers and industry leaders in field.

In conventional passenger cars, two-third of the energy is wasted from the exhaust gas and engine cooling system. The present study has investigated the performance of a waste heat recovery (WHR) system based on the Organic Rankine Cycle (ORC) for the turbocharged gasoline direct injection engine. The optimal working conditions along with the best working fluid of the organic Rankin cycle to obtain the maximum net output power (NOP) from the recovery cycle are investigated. The steady-state zero-dimensional thermodynamic model of basic ORC at a series of engine operating conditions is designed in Thermoflex software. The working point of the engine has obtained by simulation of vehicle performance based on the standard urban driving cycle. Considering numerous and varied working fluids, 23 working fluids including pure and mixture fluids are evaluated. The mass flow rate of working fluid, condenser pinch, turbine inlet pressure, and condenser working pressure are considered as the optimization design variables and the optimum operating conditions of the basic ORC extracted for each working fluid using the Downhill Simplex method. Finally, by having experimental data for 320 points of the engines map, the efficiency of the optimized basic cycle was analyzed in combination with engine’s entire operating region. The results showed that R-507a, R-410a and R-125 present highest NOP respectively which indicate better performance of zeotropic and Azeotropic mixtures in engine WHR by ORC and for the best case, NOP reached to 2.6 kw in small load region and 6.6 kw in the peak thermal efficiency region.

The main objective of this research is to study the effects of n-butanol and ethanol addition to the biodiesel-diesel fuel mixture on the performance and emission characteristics of a CI engine. The experimental tests were performed on a diesel engine. The RSM (Response Surface Methodology) method was used to develop mathematical models based on experimental data. According to the results, the addition of butanol and ethanol to the fuel mixture generally reduces the brake power and torque up to 16%. However, with a further increase in biodiesel percentage with the addition of ethanol and butanol to the fuel mixture, the power and torque were improved slightly. Also, the addition of alcohols to the fuel mixture increases the BSFC by 5 to 9%. On the other hand, the addition of ethanol and n-butanol along with increasing the percentage of biodiesel in the fuel mixture could improve the BSFC, especially at higher RPMs. Comparing fuel mixtures containing ethanol and n-butanol, it was observed that the BSFC values in the case of using normal butanol are less than ethanol. According to the results, with the addition of ethanol and n-butanol, the carbon monoxide emission increases by 7 to 12%. However, it was improved in higher RPMs. The results also showed that ethanol-containing mixtures emitted more CO than that n-butanol-containing mixtures. According to the results by the addition of ethanol and n-butanol to the diesel-biodiesel fuel blends, the emission of nitrogen oxides is reduced by an average of 11% compared to the diesel-biodiesel mixture. However, the addition of ethanol to the fuel blends produces more NOx than that of n-butanol, especially at high engine speeds.

Nowadays, due to the competitive market, quality evaluation criteria at different stages of production are very important. One of these criteria is reliability, which is calculated using statistical evaluations of after-sales service data in most cases or with the help of accelerated tests at the early stage of the product development life cycle. In this research study, various accelerated test scenarios in proportion to the stresses on the diesel engine have been conducted to evaluate the lifetime of the connecting rod parts. The considered criterion for the reliability analysis is the time between failures which is evaluated after collecting and classifying the data using accelerated tests and confirming independent and uniform distribution of data via MIL-Hdbk, Laplace’s, and Anderson-Darling functions. Finally, the distribution diagram of reliability at different operating times was drawn using log-logistic statistical distribution, according to the best agreement with the experimental results. The results depicted that the reliability of the connecting rod would be equal to (0.99 @ 177417 hrs.) and (0.95@ 212753 hrs.) kilometers of cumulative operation, respectively, and after 448240 kilometers it would be less than 0.05.

Nowadays, one of the main points considered by the world’s leading automakers in the design phase, the manufacturing phase and mass production, is the reduction or control of pollutions and emissions in the internal combustion engines of automobiles. Due to the standards set in different countries and recent decades regarding the control of environmental pollution of vehicles, these points are considered by car manufacturers. Because of that, the production of electric and hybrid cars with different designs is slowly expanding over time in the manufacturing lines of vehicles. One of the features of hybrid electric vehicles is the increase in power and torque in the power production system in the parallel arrangement. Therefore, for this group of cars, a smaller internal combustion engine can be considered, which ultimately reduces the emissions, and at the same time, the parallel activity of the two internal combustion engines and AC motor creates the required torque and power in different driving mode. The formation and arrangement of two power sources in this article will be considered parallel. In this paper, we will simulate the movements of pistons in the EF7 national internal combustion engine with a crank and slider mechanism, and the results related to the power and torque produced in the crankshaft of this engine will be drawn and simulated in MATLAB software. BRUSA HSM1 AC motor, which is considered in this paper as the main power source of power and torque generation system, will be analyzed using numerical calculations, as well as information extracted from the catalog of this motor. Finally, by analyzing different driving modes and applying coefficients and efficiencies, torque and power output in these situations are examined.

A rotary vane engine is a new type of internal combustion engine having more combustion chambers in comparison to common engines; more combustion would be caused by it in each revolution of the crankshaft. Therefore a high amount of power can be generated while the mass of this engine is less than others. A rotary vane engine consists of four main parts including rotor, cams, vanes, and housing. Some of the critical points in designing this engine include the determination of the optimum number of vanes and thermal issues; it should be mentioned that little research has been performed in this field in previous publications. Generating a proper path for the vane to move freely on the cams and control stress where vanes contact cams, is another important factor in the design of this kind of engine because its operating speed is about 7000 rpm. Vane’s acceleration resulting from cam profile would lead to an inertia force in vanes; this force would have an impact on cams and also would lead to stress generation. Therefore, the less acceleration is created in the blades, the fewer stresses will be, which the results show that with a decrease of 3.7% acceleration, the stress is reduced by 12%. In this paper, we study the different curves that are used in the construction of the cams, and the best curve in terms of lower acceleration, momentum, and stress created in the engine, as well as a higher compression ratio. Is selected. In addition to the curve of the cams, the mass of the blade also plays an important role in creating stress, and its lightness reduces the stress in the set of cams and blades. To reduce the mass, two methods of changing the sex and hollowing the blade are used. The results show that by changing the blade material from steel to titanium, the stress is reduced by 29%, and by hollowing the blade, the stress is reduced by 24%.