Internal-combustion engines components

There has been an increased use of Al-Si alloys in internal combustion engine components such as pistons, since they exhibit excellent resistance to corrosion, good thermal conductivity, moderate costs, and ease of fabrication and machining. Despite these characteristics, which meet the requirements for such an application, they are... 

Internal combustion engine torque and force components. 

These have been developed for special uses. For example, since petroleum-based materials harm natural rubber, a grease based on castor oil and lead stearate is available for use on the steel parts of rubber bushes, engine mountings, hydraulic equipment components, etc. (but not on copper or cadmium alloys). Some soft-film solvent-deposited materials have water-displacing properties and are designed for use on surfaces which cannot be dried properly, e.g. water-spaces of internal combustion engines and the cylinders or valve chests of steam engines. 

Without these advances in hard, strong materials based on abundant, and therefore low-cost iron ore, there could have been no industrial revolution in the nineteenth century. Long bridges, sky-scraper buildings, steamships, railways, and more, needed pearlitic steel (low carbon) for their construction. Efficient steam engines, internal combustion engines, turbines, locomotives, various kinds of machine tools, and the like, became effective only when key components of them could be constructed of martensitic steels (medium carbon). 

In standard internal combustion engine drive trains, about 60% of the added value results from the vehicle industry. This share may be reduced to only 10% for fuel-cell drive trains if the outsourcing potential is fully exploited. This shift is because the components of the fuel-cell propulsion system are not suited to current production structures in the automobile industry. Therefore, it can initially be assumed that they will be manufactured by other sectors. However, if there is a breakthrough of fuel cells, it is possible that the automobile industry will start to manufacture many of the components that are assigned to other sectors in Figure 13.13. 

The next chapter is a review of current practice in lubrication of internal combustion engines and lubricant design. The role of individual lubricant components and their use in mineral and synthetic formulations is covered. This is followed by a discussion of the tribochemical effects of additive interactions. The heart of the manuscript is chapters, "Tribochemical nature of antiwear film , "Surface tribochemistry and activated processes", and "Analytical techniques in lubricating practices". Topics covered include tribofilm formation, organomolybdenum compounds in surface protection, catalytic activity of rubbing surfaces, introduction of some techniques for evaluation of tribofilms composition and analytical techniques for evaluation of lubricant degradation. Examples of the application of basic concepts are introduced, eg., acidity and basicity in the process of lubricant deterioration. 

This is a vital component of the system of reactions involved in treating the exhaust from internal combustion engines (see Chapter 11). The methodology of surface science has been extensively applied to this problem, mainly using platinum and rhodium surfaces," as these are high on the list of components of choice for practical use,100 but it is only recently that gold has come to be seen as having a possible role to play. 

Polynuclear aromatic hydrocarbons (PAH s) are produced in most incomplete combustion processes. Examples are internal combustion engines, effluents from coal fired electricity generating plants, tobacco smoke, and from coking operations in steel and aluminum refineries, PAH s are also present in coal tar derived and coal tar containing products such as creosote and roofing pitch. They are found in the water we drink and the air we breathe, and are a ubiquitous component of our environment. 

Purely adiabatic fixed-bed reactors are used mainly for reactions with a small heat of reaction. Such reactions are primarily involved in gas purification, in which small amounts of noxious components are converted. The chambers used to remove NO, from power station flue gases, with a catalyst volume of more than 1000 m3, are the largest industrial adiabatic reactors, and the exhaust catalyst for internal combustion engines, with a catalyst volume of ca. 1 L, the smallest. Typical applications in the chemical industry include the methanation of traces of CO and CO2 in NH3 synthesis gas, as well as the hydrogenation of small amounts of unsaturated compounds in hydrocarbon streams. The latter case requires accurate monitoring and regulation when hydrogen is in excess, in order to prevent complete methanation due to an uncontrolled temperature runaway. 

The incumbent technologies do not stand still, but continue to improve in performance, albeit within the envelope of the other components of the energy system—for example, more fuel-efficient internal combustion engine (ICE) vehicles and hybrid propulsion systems that make better use of the existing fueling infrastructure. 

In this paper, an overview of the important phenomena is given. The supercritical combustion process employed is also known to occur in liquid propellant rocket motors (e.g. in LOX/GH2-motors), liquid propellant guns (LPG), advanced aviation gas turbines and, to a lesser extent, in internal combustion engines. Supercritical combustion is characterized by (1) injection of at least one liquid state fuel component into a chamber which is thermodynamically in the supercritical state, (2) density ratios of fuel to oxidizer near one, (3) supercritical phase transitions of fluid-particles due to combustion, (4) non-ideal properties of the fluids. Additionally a short description of pertinent design criteria is given. 

Cerium is an important component of the three-way catalyst (TWC) technology used to control atmospheric pollution from internal combustion engines. Addition of ceria helps... 

---