Thermostating by Deterministic Scattering: Heat and Shear Flow

We apply a recently proposed novel thermostating mechanism to an interacting many-particle system where the bulk particles are moving according to Hamiltonian dynamics. At the boundaries the system is thermalized by deterministic and time-reversible scattering. We show how this scattering mechanism can be related to stochastic boundary conditions. We subsequently simulate nonequilibrium steady states associated to thermal conduction and shear flow for a hard disk fluid. The bulk behavior of the model is studied by comparing the transport coefficients obtained from computer simulations to theoretical results. Furthermore, thermodynamic entropy production and exponential phase-space contraction rates in the stationary nonequilibrium states are calculated showing that in general these quantities do not agree.Comment: 16 pages (revtex) with 9 figures (postscript

Upgraded automotive gas turbine engine design and development program, volume 2

Results are presented for the design and development of an upgraded engine. The design incorporated technology advancements which resulted from development testing on the Baseline Engine. The final engine performance with all retro-fitted components from the development program showed a value of 91 HP at design speed in contrast to the design value of 104 HP. The design speed SFC was 0.53 versus the goal value of 0.44. The miss in power was primarily due to missing the efficiency targets of small size turbomachinery. Most of the SFC deficit was attributed to missed goals in the heat recovery system relative to regenerator effectiveness and expected values of heat loss. Vehicular fuel consumption, as measured on a chassis dynamometer, for a vehicle inertia weight of 3500 lbs., was 15 MPG for combined urban and highway driving cycles. The baseline engine achieved 8 MPG with a 4500 lb. vehicle. Even though the goal of 18.3 MPG was not achieved with the upgraded engine, there was an improvement in fuel economy of 46% over the baseline engine, for comparable vehicle inertia weight

Measurements of wall-shear stress fields on the piston crown in an IC engine flow using fluorescent labelled micro-pillar imaging

The measurement of wall shear-stress along the crown of a moving piston is accomplished with an array of hair-like, flexible micro-pillar sensors (MPS) in an internal combustion (IC) engine during intake flow conditions. The MPS are wall-clamped flexible micro-cylinders of 20micron diameter made of polydimethylsiloxane (PDMS) positioned on the surface of a transparent planar piston crown and protruding into the boundary layer flow above the piston at a height of 390micron. Their tips are labelled with fluorophores and are illuminated with a scanning laser-sheet system that follows the piston motion in synchronous manner. The flow-induced deflection is recorded through the transparent piston crown from below with a compact shaft-mounted high-speed camera recording the fluorescent re-emitted light from the pillar tips and using the fact of optical wave-guide features of the transparent micro-pillars. The experiments were performed in a transparent 4-valve engine setup (1.6 liter Prince 2, N13B16) during the intake phase. In order to improve the temporal resolution, the running speed of the engine was scaled down using water as working liquid. A static and dynamic sensor-calibration enabled the precise measurements of the wall-shear stress distribution with the sensor array. Due to spatial resolution limits of current available compact high-speed camera the recorded region along the piston was limited to 4x2 mm2 with 8x4 pillars in full view. The recordings at 300fps show the WSS fluctuations induced by the valve-jet / piston-wall interaction in the beginning of the intake with strong wall-normal motion forming critical points in the WSS field such as saddles, nodes and foci. Over the intake cycle > CA 80° these fluctuations die out and flow is transformed into wall-parallel coherent motion prescribed by the formation of the tumble

Baseline automotive gas turbine engine development program

Tests results on a baseline engine are presented to document the automotive gas turbine state-of-the-art at the start of the program. The performance characteristics of the engine and of a vehicle powered by this engine are defined. Component improvement concepts in the baseline engine were evaluated on engine dynamometer tests in the complete vehicle on a chassis dynamometer and on road tests. The concepts included advanced combustors, ceramic regenerators, an integrated control system, low cost turbine material, a continuously variable transmission, power-turbine-driven accessories, power augmentation, and linerless insulation in the engine housing

Conceptual design study of an improved automotive gas turbine powertrain

Automotive gas turbine concepts with significant technological advantages over the spark ignition (SI) engine were assessed. Possible design concepts were rated with respect to fuel economy and near-term application. A program plan which outlines the development of the improved gas turbine (IGT) concept that best met the goals and objectives of the study identifies the research and development work needed to meet the goal of entering a production engineering phase by 1983. The fuel economy goal is to show at least a 20% improvement over a conventional 1976 SI engine/vehicle system. On the basis of achieving the fuel economy goal, of overall suitability to mechanical design, and of automotive mass production cost, the powertrain selected was a single-shaft engine with a radial turbine and a continuously variable transmission (CVT). Design turbine inlet temperature was 1150 C. Reflecting near-term technology, the turbine rotor would be made of an advanced superalloy, and the transmission would be a hydromechanical CVT. With successful progress in long-lead R&D in ceramic technology and the belt-drive CVT, the turbine inlet temperature would be 1350 C to achieve near-maximum fuel economy

Durable solid lubricant coatings for foil gas bearings to 315 deg C

The durability and friction characteristics of bonded solid lubricant films on compliant gas bearings were measured. Coating compositions, which were judged to be suitable for use to at least 315 C, were selected for this study. Most of the data were obtained with polyimide-bonded graphite fluoride coatings and with silicate-bonded graphite coatings. These coatings were applied to the bore of Inconel 750 foil bearings. The journals were A286 stainless steel, with a rms surface finish of 0.2 microns. The foils were subjected to repeated start/stop cycles under a 14 kPa (2 psi) bearing unit load. Sliding contact occurred during lift-off and coast down at surface velocities less than 6 m/s (3000 rpm). Testing continued until 9000 cycles were accumulated or until a rise in starting torque indicated that the coating had failed. The coatings were evaluated in the temperature range from 25 C to 315 C. Comparisons in coating performance as well as discussions of their properties and methods of application are given

Effects of silver and group 2 fluorides addition to plasma sprayed chromium carbide high temperature solid lubricant for foil gas bearing to 650 deg C

A new self-lubricating coating composition of nickel aluminide-bonded chromium carbide formulated with silver and Group II fluorides was developed in a research program on high temperature solid lubricants. One of the proposed applications for this new coating composition is as a wide temperature spectrum solid lubricant for complaint foil gas bearings. Friction and wear properties were obtained using a foil gas bearing start/stop apparatus at temperatures from 25 to 650 C. The journals were Inconel 718. Some were coated with the plasma sprayed experimental coating, others with unmodified nickel aluminide/chromium carbide as a baseline for comparison. The addtitional components were provided to assist in achieving low friction over the temperature range of interest. Uncoated, preoxidized Inconel X-750 foil bearings were operated against these surfaces. The foils were subjected to repeated start/stop cycles under a 14-kPa (2-psi) bearing unit loading. Sliding contact occurred during lift-off and coastdown at surface velocities less than 6 m/s (3000 rpm). Testing continued until 9000 start/stop cycles were accumulated or until a rise in starting torque indicated the journal/bearing had failed. Comparison in coating performance as well as discussions of their properties and methods of application are given

Organs from animals for man

In the following review some of the problems of xenotransplantation shall be discussed, based on the few experimental data available so far and on reports in the literature describing investigations which may be of importance for xenotransplantation. The impact of gravity on the upright posture of man versus almost all other mammals, the dysfunction between enzymes and hormones in different species and the lack of interactions between interleukins, cytokines and vasoactive substances will be taken into consideration. The question must be asked whether different levels of carrier molecules or serum proteins play a role in the physiological network. Even though the development of transgenic animals or other imaginative manipulations may lead to the acceptance of any type of xenografted organ, it has to be established for how long the products of the xenografts are able to act in the multifactorial orchestra. We are far from understanding xenogeneic molecular mechanisms involved in toxicity, necrosis and apoptosis or even reperfusion injury and ischemia in addition to the immediate mechanisms of the hyperacute xenogeneic rejection. Here, cell adhesion, blood clotting and vasomotion collide and bring micro-and macrocirculation to a standstill. All types of xenogeneic immunological mechanisms studied so far were found to have a more serious impact than those seen in allogeneic transplantation. In addition we are now only beginning to understand that so-called immunological parameters in allogeneic mechanisms act also in a true physiological manner in the xenogeneic situation. These molecular mechanisms occur behind the curtain of hyperacute, accelerated, acute or chronic xenograft rejection of which only some folds have been lifted to allow glimpses of part of the total scene. Other obstacles are likely to arise when long-term survival is achieved. These obstacles include retroviral infections, transfer of prions and severe side effects of the massive immunosuppression which will be needed. Moral, ethical and religious concerns are under debate and the species-specific production of proteins of the foreign donor species developed for clinical use suddenly appears to be a greater problem than anticipated