News Article | October 26, 2016
Back on duty at the Exhibit booth of the Center for Powder Metallurgy Technology during POWDERMET2016 in Boston after being presented with the MPIF's most prestigious personal award, the Kempton H. Roll PM Lifetime Achievement Award, William (Bill) Jandeska was as genial as ever in agreeing to be interviewed for this profile article. Chicago-born William Jandeska didn’t need to be introduced to metallurgy, as his father worked at US Steel Corporation, so that when he went to study at University of Illinois-Urbana, he spent five summers as an intern at US Steel working in various areas of steel production. After completing his BS and MS degrees in metallurgical engineering, Jandeska went on to do a PhD with support from Caterpillar Tractor and spent the summers working at Caterpillar's research center in Mossville, Illinois. After finishing his PhD in 1971, he took up a post at General Motors Research Center in Warren, Michigan, and ended up spending the rest of his career with GM. MPR: How did you become involved with PM? I got into PM through my early years at GM Research, where I started off with super-alloys for a gas turbine project. I then migrated into ceramics, which of course were powders. From that I got involved in the need for small, strong [electric] motors and the magnetics area, with samarium-cobalt super-magnets. Then there was the gasoline crisis in the seventies, and the need to reduce the sintering temperatures for [GM's] Delco Remy furnaces, and actually that was my real start in PM. I had several patents in that area, and from there my interest kept on growing. I got involved with MPIF/APMI in 1984 when I gave a paper at the Toronto Conference and in 1986 was appointed to join the MPIF Technical Board. MPR: How did your career progress, job-by-job? As indicated, I worked on a variety of projects at GM Research and in 1986 started the PM Creativity Team with Purchasing. After spending 20 years at GM Research, I then transferred to the GM Powertrain headquarters. I was on the advisory team for the launching of the powder-forged connecting rod in 1992 and I worked with Zenith on the PM bearing cap, and it just went on from there. I stayed with the Powertrain Group until I retired from GM in 2006. MPR: And since then you have been an independent consultant? Yes [as President of Midwest Metallurgical Ltd]. Also, since the late 1980s, I have been involved with the MPIF's Center for Powder Metallurgy Technology (CPMT), initially working with Arlan Clayton when the CPMT was being launched, later as president in 2000–2002, and then when Howard Sanderow passed away, I took over as Project Manager. MPR: What has been your involvement with professional societies? Earlier in my career, I was heavily involved with the Detroit Chapter of ASM International, and received the Young Member of the Year Award in 1976, and was elected Fellow of ASM International in 1993. I also served on the SAE PM committee and received the McFarland Award in 1993, but it has been mostly MPIF/APMI since the 1980s. For example, I served as program co-chair for the 1989 PM Conference and also for the 2002 World Congress on PM and Particulate Materials. This article appeared in the Sept/Oct issue of Metal Powder Report. Log in to your free Materials Today account to download the full article.
News Article | December 16, 2016
— The report “Marine Engine Market by propulsion (2 stroke, 4 stroke, diesel electric & others), by power 000’ HP (up to 20, 20-40, 40-60, 60-80 & above 80), by vessels (commercial, offshore support, & inland waterways) by fuel & by region - Global Forecast to 2020”, defines and segments the global marine engines market with an analysis and forecast of the market size. Browse 91 market data tables and 61 figures spread through 171 Pages and in-depth TOC on "Marine Engine Market " The marine engines market is expected to grow from an estimated USD 9.10 Billion in 2015 to USD 11.06 Billion by 2020, at a CAGR of 4.0% during the forecast period. Rise in international seaborne trade and growing need for efficient & reliable power for propelling ships are driving the marine engines market across the globe. Among the three major types of propulsion systems, diesel electric engines are considered to be the best alternative when compared to other conventional propulsion systems, such as two stroke engines. This segment is estimated to grow at a higher rate when compared to two stroke and four stroke propulsion systems due to stringent environmental norms to reduce harmful gas emissions. Increasing preference for LNG and its hybrid fuels The report also segments the marine engines market on the basis of fuel used, which includes HFO, IFO, MDO, MGO, and others. HFO-based marine engines have been widely accepted in the past few years, but LNG-based marine engines are at an emerging stage. Increasing emission control regulations and recent revisions in IMO standards have led to an increasing use of low sulfur oils such as MDO and MGO, replacing the use of bunker oil (HFO). However, most marine engines use HFO as it is a conventional fluid and is more economical than other marine engine fuels. In future, LNG and its hybrid fuel is expected to grow at a higher CAGR compared to other fuels during the forecast period. Asia-Pacific is the dominant market for marine engines In this report, the marine engines market has been analyzed with respect to five regions, namely, North America, South America, Europe, Asia-Pacific, and the Middle East & Africa. Asia-Pacific will continue to dominate the market with growth in the shipbuilding market in China, Japan, South Korea, and India. To provide an in-depth understanding of the competitive landscape, the report includes profiles of some of the leading players in the marine engines market including Caterpillar Inc. (U.S.), GM Powertrain (Italy), Rolls Royce (U.K.), Wartsila Corporation (Finland), and Mercury Marine (U.S.) among others. Dominant players are trying to penetrate developing economies and adopting various methods to grab the market share. MarketsandMarkets broadly segments the marine engines market on the basis of application, by propulsion mechanism, by power capacity, by fuel, and by location. The study covers more than 25 vessel types including bulker, containership, general cargo, reefer, tanker, tugs, chemical carrier, LNG carrier, LPG carrier, product carrier, special carrier, and other carrier. The stakeholders for the report include: • OEMs/Marine Engine Manufacturers - Caterpillar Inc. (U.S.), GM Powertrain (Italy), Rolls Royce (U.K.), Wartsila Corporation (Finland), and Mercury Marine (U.S.) among others • Shipbuilding Companies- These include Mitsubishi Heavy Industries (Japan), Samsung Heavy Industries (South Korea), Hyundai Heavy Industries (South Korea), China State Shipbuilding Corporation (China), and Sumitomo Heavy Industries (Japan) among others MarketsandMarkets is the largest market research firm worldwide in terms of annually published premium market research reports. Serving 1700 global fortune enterprises with more than 1200 premium studies in a year, M&M is catering to a multitude of clients across 8 different industrial verticals. We specialize in consulting assignments and business research across high growth markets, cutting edge technologies and newer applications. Our 850 fulltime analyst and SMEs at MarketsandMarkets are tracking global high growth markets following the "Growth Engagement Model – GEM". The GEM aims at proactive collaboration with the clients to identify new opportunities, identify most important customers, write "Attack, avoid and defend" strategies, identify sources of incremental revenues for both the company and its competitors. M&M’s flagship competitive intelligence and market research platform, "RT" connects over 200,000 markets and entire value chains for deeper understanding of the unmet insights along with market sizing and forecasts of niche markets. The new included chapters on Methodology and Benchmarking presented with high quality analytical infographics in our reports gives complete visibility of how the numbers have been arrived and defend the accuracy of the numbers. We at MarketsandMarkets are inspired to help our clients grow by providing apt business insight with our huge market intelligence repository. For more information, please visit http://www.marketsandmarkets.com/Market-Reports/marine-engine-market-261640121.html
Lauer T.,Vienna University of Technology |
Heiss M.,Vienna University of Technology |
Bobicic N.,Vienna University of Technology |
Holly W.,Vienna University of Technology |
Pritze S.,GM Powertrain
SAE Technical Papers | Year: 2014
The combustion of highly boosted gasoline engines is limited by knocking combustion and pre-ignition. Therefore, a comprehensive modelling approach consisting of cycle-to-cycle simulation, reactor modelling with detailed chemistry and CFD-simulation was used to predict the knock initiation and to identify the source of pre-ignition. A 4-cylinder DISI test engine was set up and operated at low engine speeds and high boost pressures in order to verify the accuracy of the numerical approach. The investigations showed that there is a correlation between the knocking combustion and the very first combustion phase. The onset of knock was simulated with a stochastic reactor model and detailed chemistry. In parallel, measurements with an optical spark plug were carried out in order to identify the location of knock onset. The simulation results were in good agreement with the measurements. Deposits and oil/fuel-droplets are possible triggers of pre-ignition. A multi-component fuel approach was therefore introduced to predict the wall film formation with the CFD-simulation. Droplet-stripping from the wall film was evaluated. The simulation of the chemistry of the oil/fuel droplets confirmed the results from high-speed imaging that identified droplets and deposits as a possible source of pre-ignition. Copyright © 2014 SAE International.
Pritchard J.,GM Powertrain |
Cheng W.K.,Massachusetts Institute of Technology
SAE International Journal of Engines | Year: 2015
The effects of secondary air on the exhaust oxidation of particulate matters (PM) have been assessed in a direct-injection-spark-ignition engine under fuel rich fast idle condition (1200 rpm; 2 bar NIMEP). Substantial oxidation of the unburned feed gas species (CO and HC) and significant reduction of both the particulate number (up to ∼80%) and volume (up to ∼90%) have been observed. The PM oxidation is attributed to the reactions between the PM and the radicals generated in the oxidation of the feed gas unburned species. This hypothesis is supported by the observation that the reduction in PM volume is proportional to the amount of heat release in the secondary oxidation. Copyright © 2015 SAE International.
Benajes J.,Polytechnic University of Valencia |
Martin J.,Polytechnic University of Valencia |
Garcia A.,Polytechnic University of Valencia |
Villalta D.,Polytechnic University of Valencia |
And 3 more authors.
SAE International Journal of Engines | Year: 2015
In the last two decades engine research has been mainly focused on reducing pollutant emissions. This fact together with growing awareness about the impacts of climate change are leading to an increase in the importance of thermal efficiency over other criteria in the design of internal combustion engines (ICE). In this framework, the heat transfer to the combustion chamber walls can be considered as one of the main sources of indicated efficiency diminution. In particular, in modern direct-injection diesel engines, the radiation emission from soot particles can constitute a significant component of the efficiency losses. Thus, the main of objective of the current research was to evaluate the amount of energy lost to soot radiation relative to the input fuel chemical energy during the combustion event under several representative engine loads and speeds. Moreover, the current research characterized the impact of different engine operating conditions on radiation heat transfer. For this purpose, a combination of theoretical and experimental tools were used. In particular, soot radiation was quantified with a sensor that uses two-color thermometry along with its corresponding simplified radiation model. Experiments were conducted using a 4-cylinder direct-injection light-duty diesel engine fully instrumented with thermocouples. The goal was to calculate the energy balance of the input fuel chemical energy. Results provide a characterization of radiation heat transfer for different engine loads and speeds as well as radiation trends for different engine operating conditions. Copyright © 2015 SAE International.
Tamai G.,GM Powertrain |
Reeves S.,GM Powertrain |
Grewe T.H.,GM Powertrain
SAE International Journal of Engines | Year: 2010
The present production General Motors 2-Mode Hybrid system for full-size SUVs and pickup trucks integrates truck utility functions with a full hybrid system. The 2-mode hybrid system incorporates two electro-mechanical power-split operating modes with four fixed-gear ratios. The combination provides fuel savings from electric assist, regenerative braking and low-speed electric vehicle operation. The combination of two power-split modes reduces the amount of mechanical power that is converted to electric power for continuously variable transmission operation, meeting the utility required for SUVs and trucks. This paper describes how fuel economy functionality was blended with full-size truck utility functions. Truck functions described include: Manual Range Select, Cruise Control, 4WD-Low and continuous high load operation. © 2010 SAE International.
He Y.,General Motors |
Bucknor N.K.,General Motors |
Smith A.L.,General Motors |
Yang H.,GM Powertrain
SAE Technical Papers | Year: 2010
Using a clutch to disconnect and shut-off the engine when engine power is not required, the single-motor strong hybrid has the potential for significant fuel economy improvement with reduced costs and less system complexity. However, it is a challenge for the single-motor strong hybrid to maintain acceptable drivability at engine start since it requires diverting motor torque through a slipping clutch to start the engine. In this study, dynamic simulations of the hybrid transmission driveline with hydraulic and motor controls have been employed to assess the feasibility of the single-motor strong hybrid, to address drivability issues specific to this hybrid architecture at engine start, and to develop control methods to manage driveline disturbances to an acceptable level. Copyright © 2010 SAE International.
Groff E.G.,GM Powertrain
SAE Technical Papers | Year: 2016
Spark-ignition direct-injection technology existed since about 1930 for the primary purpose to give multifuel capability over what the compression-ignited diesel engine could provide. In subsequent decades development of multifuel engines continued both as higher-compression-ratio "spark-ignited diesel" and moderate-compressionratio stratified-charge engines. Global events in the 1960-1970's, namely the oil embargo, oil-supply crises, and the passage of the U.S. Clean Air Act intensified interest in such engines. The military and large commercial fleet operators were particularly focused on efficiency and multifuel capability over concerns for fuel supplies. Automobile manufacturers were focused on gasoline-fueled efficiency and the potential to reduce engine-out legislated NOx emissions with the stratified-charged combustion systems. In this paper the major direct-injection spark-ignited stratified-charge concepts pursued during the 1970-1980's are reviewed at a high level, and relevant references are cited. Examination of this development history should be of interest to those working on modern gasoline direct-injected engines, as a variety of concepts were pursued, with the physics of those combustion processes being pertinent to today's systems in production and under development. In many cases advances in fuel-injection hardware, enabled by modern manufacturing methods, and control technologies, enabled by modern computers and sensors, have allowed design objectives of the past to be implemented successfully today. © Copyright 2016 SAE International.
Ruotolo R.,GM Powertrain |
Donna D.,GM Powertrain |
Credo G.,GM Powertrain |
Belluscio M.,GM Powertrain
SAE Technical Papers | Year: 2016
Current Diesel engines development is facing challenging vibro-acoustic requirements and at the same time is struggling with the need to reduce as much as possible the cost and the weight of the engine. The latter obviously has become a key player for fuel consumption reduction. Large covers are commonly used in the base engine design and their noise contribution to total radiated noise is not negligible. Typical covers architecture shows thick cast and ribbed plates, meaning heavy and expensive covers. An interesting option is represented by using thin stamped covers either in aluminum or in steel, that have to show a low vibrational response. The current paper focuses on the structural optimization of such a peculiar design, trying to mitigate as much as possible its noise radiation with the intent to avoid any additional acoustic enabler (e.g. wrapping by means of acoustic foams) that will increase the final cost of the component. Additionally, slots (filled with rubber element) are introduced in the thin-wall design to minimize radiated noise by limiting the panel dynamic response, still not jeopardizing its structural integrity and sealing. Copyright © 2016 SAE International.