2026-08-14T06:09:19+03:30 http://ase.iust.ac.ir/browse.php?mag_id=32&slc_lang=en&sid=1

32-452 2026-08-14 10.1002

Automotive Science and Engineering ASE 2717-2023 2717-2023 10.22068/ase 2018 8 4 Mohammad Hasan Shojaeefard mhshf@iust.ac.ir Azadeh Sajedin azadeh_sajedin@iust.ac.ir Abolfazl Khalkhali ab_khalkhali@iust.ac.ir Dual turbocharger turbine is fed by an unequal out-of-phase mass flow charge almost all the time which have significant effects on its performance parameters and flow phenomena which are not well known. Besides fully understanding the flow behavior in the radial turbine suffers from lack of detailed information about the secondary flows. This article studies the secondary flow structure within a dual entry turbine in different admission conditions. Results showed that with increasing the inequality of pressure ratio in the entries, performance of the turbine significantly decrease. From the results a profoundly disturbed flow in the interspace region was recognized. The pressure distribution of each limb shows some dependency between entries. To fully understand the flow physics, the 3D computational fluid dynamics (CFD) was implemented and compared with the experimental results of Copeland et al. (2010). The results are used to study the physical origin and the effect of nonuniform mass flow on secondary vortices. The generation and the development of the inflow, horseshoe and the corner vortex was investigated by evaluating contour plot of velocity distribution. Results demonstrated that the inflow vortex is due to the asymmetrical flow into the passage from the volute. Dual entry turbine Partial admission Unequal admission Secondary flow vortex 2018 12 01 2817 2825 http://ase.iust.ac.ir/article-1-452-en.pdf 10.22068/ijae.8.4.2817

32-461 2026-08-14 10.1002

Automotive Science and Engineering ASE 2717-2023 2717-2023 10.22068/ase 2018 8 4 Ehsan Alimohammadi Ehsan_alimohamadi@mecheng.iust.ac.ir Esmaeel Khanmirza khanmirza@iust.ac.ir Hamed Darvish Gohari h_darvishgohari@mecheng.iust.ac.ir In cruise control systems, the performance of the controller is important. Hence, in order to have accurate results, the nonlinear behavior of a vehicle model should also be considered. In this article, a vehicle with a nonlinear model is controlled by using a nonlinear method. The nonlinear term of the model is the generated torque of engine, which is a polynomial equation. In addition, feedback linearization is used as a nonlinear method in order to design two parallel controllers to control the movement of the vehicle. These two parallel controllers are used to control braking and gas pedals which are in charge of the angular velocity of the wheels. To check the performances of controllers, first, each controller is used separately. Finally, two parallel controllers are used to track the reference signal. Comparison between results shows that the designed controller is able to reduce the convergence time of about 10 seconds. This improvement is near 35% in comparison with near studies. In addition, it can reduce the error between the velocity of the vehicle and the values of the reference signal that results in more safety for passengers. cruise control nonlinear model generated torque feedback linearization parallel controllers 2018 12 01 2826 2832 http://ase.iust.ac.ir/article-1-461-en.pdf 10.22068/ijae.8.4.2826

32-465 2026-08-14 10.1002

Automotive Science and Engineering ASE 2717-2023 2717-2023 10.22068/ase 2018 8 4 Mushtaq Ahmad Rather mushi.3afn_15@nitsri.net Mohammad Marouf Wani maroufwani@yahoo.com In this paper, a computational in-cylinder analysis of HCCI diesel engine was carried out using IC Engine FORTE (ANSYS 18.2) software package. The analysis used pre-defined industry standard CHEMKIN format for specifying a chemical reaction mechanism during the combustion duration. The investigation was carried out for the effects of various EGR mass percentages on the thermal and emission characteristics of a diesel engine running on HCCI mode of combustion. It was observed that an increase in EGR concentration resulted in the decrease in peak in-cylinder pressure and temperature and it was also found that when the EGR rates were increased beyond 75% there was no combustion happening within the cylinder. A considerable decrease in the NOx emissions was found with an increase in EGR mass percentage with almost negligible values when the EGR rates were increased beyond 50%, however there was a slight increase in un-burnt hydrocarbons. HCCI NOx EGR Combustion phasing Ignition delay Unburned hydrocarbons 2018 12 01 2833 2839 http://ase.iust.ac.ir/article-1-465-en.pdf 10.22068/ijae.8.4.2833

32-471 2026-08-14 10.1002

Automotive Science and Engineering ASE 2717-2023 2717-2023 10.22068/ase 2018 8 4 Sina Hassanzadeh Saraei sina.hasanzadeh68@gmail.com Shahram Khalilarya sh.khalilarya@urmia.ac.ir Samad Jafarmadar s.jafarmadar@urmia.ac.ir Saeed Takhtfirouzeh saeedtf1357@gmail.com Hadi Taghavifar aditaghavifar@yahoo.com Pollutant emissions from diesel engines are significantly affected by fuel injection strategies that could reduce NOx and Soot emissions. For the first time and in this study, numerical simulations were performed to consider the influences of changing the injection duration in each pulse of the double injection strategies on in-cylinder parameters and pollutant emissions. Results confirmed that double injection strategies could influence the in-cylinder temperature, which leads to a reduction in NOx and soot emissions. Additionally, it is seen that decreasing the injection duration could increase the in-cylinder peak pressure and temperature. It could also reduce the soot emission owing to the better fuel atomization. Moreover, RATE+0.5CA case, which injection duration for each pulse increases 0.5 CA, was selected to be the optimum case in reduction of pollutant emissions.   CFD simulation Diesel Engine Double injection strategy Injection duration Pollutant emissions. 2018 12 01 2840 2847 http://ase.iust.ac.ir/article-1-471-en.pdf 10.22068/ijae.8.4.2840

32-475 2026-08-14 10.1002

Automotive Science and Engineering ASE 2717-2023 2717-2023 10.22068/ase 2018 8 4 Sina Jenabi Haqparast sinajenabihaghparast@yahoo.com Gholam Reza Molaeimanesh molaeimaneh@iust.ac.ir Seyed Morteza Mousavi-Khoshdel mmousavi@iust.ac.ir With respect to the limitations of fossil energy resources, different types of electric vehicles (EVs) are developed as suitable alternatives. Lithium-ion (Li-ion) battery cells play an extremely important role in EVs due to their unique features. But they need a thermal management system (TMS) to maintain their surface temperature uniformity and avoid them from thermal runaways. In the current study a phase change material (PCM) based TMS is introduced and applied to provide a uniform temperature distribution on a Li-ion battery cell surface. This PCM based TMS declines the final maximum temperature difference to (1/5) and (2/3) at 1 C and 2 C discharge rate respectively.   Electric vehicles Li-ion battery Thermal management system Phase change material 2018 12 01 2848 2853 http://ase.iust.ac.ir/article-1-475-en.pdf 10.22068/ijae.8.4.2848

32-487 2026-08-14 10.1002

Automotive Science and Engineering ASE 2717-2023 2717-2023 10.22068/ase 2018 8 4 Mohammad Salehpour farbod.salehpour@gmail.com Ali Jamali ali.jamali@guilan.ac.ir Ahmad Bagheri bagheri@guilan.ac.ir Nader N. Nariman-zadeh nnzadeh@guilan.ac.ir In this paper, a new version of multi-objective differential evolution with dynamically adaptable mutation factor is used for Pareto optimization of a 5-degree of freedom vehicle vibration model excited by non-stationary random road profile. In this way, non-dominated sorting algorithm and crowding distance criterion have been combined to differential evolution with fuzzified mutation in order to achieve multi-objective meta-heuristic algorithm. To dynamically tune the mutation factor, two parameters, named, number of generation and population diversity are considered as inputs and, one parameter, named, the mutation factor as output of the fuzzy logic inference system. Conflicting objective functions that have been observed to be optimally designed simultaneously are, namely, vertical seat acceleration, vertical forward tire velocity, vertical rear tire velocity, relative displacement between sprung mass and forward tire and relative displacement between sprung mass and rear tire. Furthermore, different pairs of these objective functions have also been chosen for bi-objective optimization processes. The comparison of the obtained results with those in the literature unveils the superiority of the results of this work. It is displayed that the results of 5-objective optimization subsume those of bi-objective optimization and, consequently, this achievement can offer more optimal choices to designers. Five degree of freedom vehicle vibration model Non-stationary random road Pareto Multi-objective optimization Differential evolution Fuzzified mutation 2018 12 01 2854 2867 http://ase.iust.ac.ir/article-1-487-en.pdf 10.22068/ijae.8.4.2854