Power Train Applications

The chemist s role is not limited to materials and analysis of designed components. The role also extends into power train applications and processes. Power train, refers to the set of components that generate power (engine) and deliver power (transmission, differential, and drive shafts) to the road. The combustion process, lubrication of components, and cooling requirements—along with ways to improve these processes and requirements—must be understood. The automotive chemist s tools and training allow for these challenges to be met properly as we head into the future. 

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The use of rubber components in vehicles is extensive. Applications include sealing, vibration dampening, and trim. Most rubbers in power train applications are for seals and gaskets (Chapter 8). Chassis applications most often center around vibration dampeners (isolators) for heat exchangers, engine and transmission mounts, and exhaust line isolators. Body and interior applications include interior trim and body sealers. A more thorough list of applications and types of rubbers is presented in Chapter 3. 

Table 10.4 shows typical properties for Derakane 790 R-65 epoxy vinyl ester for chassis/power train applications such as oil sumps, valve covers, and timing chain covers. ... 

There are two types of flexible intermediate drives used to transmit torsional power belt drives and chain drives. Flexible belts are used in industrial power transmission applications primarily when the speeds of the driver and driven shafts must be different or when the shafts must be widely separated. The trend toward higher speed primary drivers and the need to achieve a slower, useful driven speed are additional factors favoring the use of belts. In addition to V-belts, there are round belts and flat belts. Chain drives are typically used in applications where space is limited or obstructions prevent direct coupling of machine-train components. 

There is now a great interest in developing different kinds of fuel cells with several applications (in addition to the first and most developed application in space programs) depending on their nominal power stationary electric power plants (lOOkW-lOMW), power train sources (20-200kW) for the electrical vehicle (bus, truck and individual car), electricity and heat co-generation for buildings and houses (5-20 kW), auxiliary power units (1-100 kW) for different uses (automobiles, aircraft, space launchers, space stations, uninterruptible power supply, remote power, etc.) and portable electronic devices (1-100 W), for example, cell phones, computers, camcorders [2, 3]. 

Many fuel cell systems have been developed since the first discovery of Sir William Grove. Fuel cell systems can produce electricity from several fuels (hydrogen, natural gas, alcohols, etc.) for many applications stationary power plants, power train sources, APU, and electronic portable devices, with nearly the same energy efficiency (around 40% in electric energy), irrespective of their size (from tens of MW for power plants to a few W for portable electronics). 

Fig. 13.32. Series fuel cell-battery hybrid power train model. The two-way energy flow between the drive motor and electric bus indicates the potential for regenerative braking. (Reprinted with permission from Research and Development of Proton-Exchange-Membrane (PEM) Fuel Cell System for Transportation Applications, Phase I. Final Report, prepared for the U.S. Dept, of Energy by General Motors, 1996, Fig. 3.5.2.1.)...

Corbo P, Corcione FE, Migliardini F, Veneri O (2005) Experimental study of a fuel cell power train for road transport application. J Power Sources 145 610-619... 

Automotive SLI traction (specialized vehicles) emergency power Traction and lighting of trains (predominantly in USSR) Small-size portable power Aerospace applications requiring nonmagnetic components Military aerospace... 

One high-volume application is the wheel speed detection for anti-lock braking (ABS) systems. Wheel speed information is also needed in modern vehicle dynamics control (VDC) and navigation systems. Both require, in addition to the wheel speed, the steering angle as an input value, which is also often provided by magnetic sensors. A classic field of application is the power train, in which magnetic sensors deliver information about the cam and crank shaft positions as well as the transmission speed. 

Polymer electrolyte fuel cells, also sometimes called SPEFC (solid polymer electrolyte fuel cells) or PEMFC (polymer electrolyte membrane fuel cell) use a proton exchange membrane as the electrolyte. PEEC are low-temperature fuel cells, generally operating between 40 and 90 °C and therefore need noble metal electrocatalysts (platinum or platinum alloys on anode and cathode). Characteristics of PEEC are the high power density and fast dynamics. A prominent application area is therefore the power train of automobiles, where quick start-up is required. 

In conclusion, many development challenges exist and have to be overcome to realize the potential of fuel cell-based power trains for automotive application under the conditions of daily vehicle operation. In particular, new materials have to be developed for improved component performance at lower cost. In addition the performance of advanced power trains based on internal combustion engines is a moving target, as here also further advancements with respect to efficiency are technically possible and probable. 

The challenges for train applications lay in the high power needs (MW-range), lifetime needs (>20 years), the fuel and economic efficiency compared to Diesel or... 

In Chap. 27 Alain Biahmou discusses the concept of sustainable mobility as a field of application of Concurrent Engineering. In particular, the electrical power train of road vehicles has an increasingly significant role. Besides delivering benefits in air and noise pollution, it encompasses huge challenges in practical usability. 

On the basis of the concepts developed in the former sections, the latter section showed a series of design problems. The used approach can also be interesting for problems like system architecture synthesis and comparison [28], parameter synthesis [16], equilibrium or steady-state position determination [4], or the coupling of model inversion with dynamic optimization [24, 26, 27, 32], Finally, the approach was used in the domain of active systems [31], in industrial applications like in aeronautics for electro-hydraulic actuators [17] or in automotive for electric power steering and suspension systems [29, 30], and for classic and hybrid power trains [3,28]. 

Hence, to accumulate the necessary voltage for technical applications, e.g., 200 00 V, for an electrical power train in a car, cells must be crmnected in series. Dedicated bipolar arrangements of cells have been designed and put into operation for serial connection, taking into consideration also the necessary parallel mass flow of fuel and oxidant from a manifold into each individual cell and the respective removal of the product. Such an arrangement of cells is called a fuel cell stack, combining the electrical serial connection of individual cells with a parallel connection for mass flow. 

Of the supercapacitor-battery-fuel cell (ES-B-FC) systems discussed. Topology 5 was proposed as a superior means of enhancing the utilization of each system through efficient power supply and distribution to complement their inherent operational discharging and recharging mechanics. The control strategy, improvements, and optimizations are considered in relation to their application in power train systems. 

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