![Offset e = 0 and the ratio r/l = 0.96, for a working speed n = 3000 [rot/min]](https://www.researchgate.net/publication/342455734/figure/fig1/AS:906489757724673@1593135408818/Offset-e-0-and-the-ratio-r-l-096-for-a-working-speed-n-3000-rot-min_Q320.jpg)
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Journal of Mechatronics and Robotics
Original Research Paper
Presentation of Four-stroke Engine Design Elements
Relly Victoria Virgil Petrescu
ARoTMM-IFToMM, Bucharest Polytechnic University, Bucharest, (CE), Romania
Article history
Received: 26-03-2020
Revised: 02-04-2020
Accepted: 24-04-2020
Email: rvvpetrescu@gmail.com
Abstract: Having escaped the shadow of the global energy crisis by
implementing nuclear fission, wind, solar, bioenergy, but also by producing and
extracting (deep) gases capable of providing us with planetary reserves for two
more. Or at least three thousand years, we have started to relax more
energetically, but due to the huge pollution produced by cars, the rules of their
increasingly drastic operation are constantly imposed, the cars always being
equipped with new devices capable of reducing the level of the harm produced
by them. The work presents a few original elements about the dynamic and
kinematics of piston mechanism, used like motor mechanism from OTTO
engines. One presents an original method to determine the efficiency of the
piston mechanism used like a motor mechanism. With the relations of motor
efficiency and piston acceleration on optimizing the Otto mechanism, which is
the principal mechanism from internal-combustion engines. This is the way to
diminish the acceleration of the piston and to maximize the efficiency of the
motor mechanism. One optimizes the constructive parameters: e, r, l, having in
view the rotation speed of drive shaft, n.
Keywords: Machines, Engines, Robots, Automation, Mechatronic
Systems, Structure, Kinematics, Dynamics, Engine Design
Introduction
The problem of replacing thermal motors with
electric motors and vehicles equipped with internal
combustion engines on gasoline, diesel or gas, with
vehicles equipped with electric motors is becoming more
and more pronounced.
Having escaped the shadow of the global energy
crisis by implementing nuclear fission, wind, solar,
bioenergy, but also by producing and extracting (deep)
gases capable of providing us with planetary reserves for
two more or at least three thousand years, we have
started to relax more energetically, but due to the huge
pollution produced by cars, the rules of their increasingly
drastic operation are constantly imposed, the cars always
being equipped with new devices capable of reducing the
level of the harm produced by them.
Today, there are possibilities to create petroleum
fuels from water or air using only photovoltaic solar
energy, which would guarantee the production of classic
fuels in any quantity to infinity, not to mention the fact
that the gas extracted from the deep can be processed (in
large plants) in liquid gases, diesel, gasoline or kerosene,
they are now extracted in huge quantities for large
periods of time, with the possibility of their permanent
restoration. In addition, the humanity that has already
tasted from the world energy crisis several times in a row
has learned the mind and has taken drastic measures that
now allow us even an energy relaxation.
One has additional fuels, bio, from vegetable oils,
from algae, from plantations, or we can use hydrogen as
a fuel and it can be extracted in any quantity by various
methods, including from the water.
Today, fuel cell-type cars are already circulating that
burn hydrogen in cells, in order not to explode and the
heat obtained is chemically transformed into electrical
energy stored in large lithium-ion batteries.
Already operating for about 20 years all kinds of
hybrid vehicles, with combined solutions, gasoline-
electric, diesel-electric, gas, gas-electric and all kinds of
other possible variants, along with cars equipped with
increasingly efficient electric motors, with increasing
autonomy and shorter loading times.
We are constantly trying and improving the solutions
with magnetic motors even though the life of the
magnetized materials is still very short. There are also
attempts to put the Watt or Stirling type external
combustion thermal engines back into operation, some of
them being successful.
In countries like Brazil, the USA, Germany, large
quantities of biofuels, such as vegetable oils or vegetable
alcohols, are used.
New and emerging solutions are always being tested,
including cars with water, which could change the face
of the world once started.
Relly Victoria Virgil Petrescu / Journal of Mechatronics and Robotics 2020, Volume 4: 15.41
DOI: 10.3844/jmrsp.2020.15.41
16
However, considering that the fleet of cars equipped
with internal combustion thermal engines has far
exceeded one billion worldwide and approximately 100
million cars equipped with the classic Otto engines are
produced and introduced into circulation annually, the
most immediate measure of reducing fuel and energy
consumption, as well as of the harm produced by all
these cars, their continuous improvement remains
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Relly Victoria Virgil Petrescu / Journal of Mechatronics and Robotics 2020, Volume 4: 15.41
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17
Materials and Methods
The paper presents an original method of studying
PISTON mechanisms used in internal combustion engines.
There are several diagrams, which take into account the
acceleration of the piston according to the rotation angle of
the crank. The efficiency of the entire mechanism is
specified in each diagram, so that the designer (the
motorist) can select the optimum dimensions of the
elements of the mechanism (optimum design of the
mechanism), according to the required input parameters, so
that the motor mechanism works with maximum efficiency
and keep the maximum acceleration values within normal
allowable limits, regardless of the speed at which the engine
will operate. The basic input elements (input parameters)
are the crank length, r, connecting rod length, l, piston
working axis offset relative to crank axis (motor shaft), e
and engine working speed (shaft speed). motor). The main
output parameters that need to be optimized are the piston
acceleration, a and the total mechanical efficiency of the
crank-piston-crank system, η.
The study is kinematic, but given that the total
efficiency of the motor mechanism is constantly being
pursued, it is possible to speak of a dual, kinematic-
dynamic method.
In Fig. 1 you can see the diagram of the acceleration
of the piston according to the rotation angle of the cam:
The efficiency of the motor mechanism is about 60%.
A lower r/l ratio increases the efficiency of the mechanism
and e will decrease efficiency when it takes values other
than zero. Engine speed (motor shaft) does not directly
influence the efficiency of the mechanism, but its increase
produces a rapid increase in piston acceleration. As the
peaks of the acceleration can be reduced by reducing the
ratio r/l, we will observe how this reduction of the ratio r/l,
is beneficial for both low values of acceleration as well as
high values of efficiency.
In Fig. 2 the ratio r/l decreases to 0.66 and the yield
increases to about 84%.
In Fig. 3 we continue to reduce the ratio r/l to 0.33
and we observe an increase in efficiency to 96%.
In Fig. 4 r/l becomes 0.23 and the efficiency of the
motor mechanism acquires a comfortable value of
about 98%, which would be sufficient for normal
functioning of the mechanism and any further decrease
of the r/l ratio appears as unnatural from this point of
view. (further reduction of the r/l ratio is no longer
necessary after reaching a practical efficiency of 98-
99%. However, this reduction may be required for
objective reasons when we want to greatly increase
engine speed and the maximum acceleration must be
maintained. within permissible limits, for example not to
exceed the critical threshold of 100,000 [m/s2]).
Fig. 1: Offset e = 0 and the ratio r/l = 0.96, for a working speed n = 3000 [rot/min]
Fig. 2: The ratio r/l decreases to 0.66 and the yield increases to about 84%
150000
100000
50000
0
-50000
-100000
0
100
200
300
400
30000
20000
10000
0
-10000
-20000
-30000
-40000
0
100
200
300
400
= 0.594332016; e = 0[m]; r = 0.29[m]; l = 0.3[m]; r/l = 0.96;
n = 3000[rot/min]aB [m/s2]
= 0.840472223; e = 0.1[m]; r = 0.2[m]; l = 0.3[m]; r/l = 0.66; n
= 3000[rot/min]aB [m/s2]
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In Fig. 5 r/l becomes 0.16 and η = 0.99.
In Fig. 6 r/l becomes 0.1 and η = 0.99666, a yield
value that can be considered 100%.
In Fig. 7 r/l becomes 0.033 and η = 0.9996.
In Fig. 8 the deviation e takes different values
from zero e = -0.2 [m], r/l = 0.3 and the efficiency of
the motor mechanism decreases considerably η =
0.45.
Fig. 3: One continue to reduce the ratio r/l to 0.33 and we observe an increase in efficiency to 96%
Fig. 4: = r/l becomes 0.23 and the efficiency of the motor mechanism acquires a comfortable value of about 98%
Fig. 5: r/l becomes 0.16 and η = 0.99
10000
5000
0
-5000
-10000
-10000
0
100
200
300
400
= 0.990705986; e = 0[m]; r = 0.05[m]; l = 0.3[m]; r/l = 0.16; n
= 3000[rot/min]aB [m/s2]
10000
5000
0
-5000
-10000
0
100
200
300
400
= 0.96238309; e = 0[m]; r = 0.1[m]; l = 0.3[m]; r/l = 0.33; n =
3000[rot/min]aB [m/s2]
6000
4000
2000
0
-2000
-4000
-6000
-8000
-8000
0
100
200
300
400
= 0.981716576; e = 0[m]; r = 0.07[m]; l = 0.3[m]; r/l = 0.23; n
= 3000[rot/min]aB [m/s2]
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Fig. 6: r/l becomes 0.1 and η = 0.99666, a yield value that can be considered 100%
Fig. 7: r/l becomes 0.033 and η = 0.9996
Fig. 8: The deviation e takes different values from zero e = -0.2 [m], r/l = 0.3 and the efficiency of the motor mechanism decreases
considerably η = 0.45
In Fig. 10e = 0.1 [m], r/l = 0.63 and η = 0.665.
In Fig. 10e = 0.27 [m], r/l = 0.066 and η = 0.174. It
can be observed that if it increases in absolute value then
the efficiency of the motor mechanism decreases
considerably. In Fig. 11e = -0.27 [m], r/l = 0.066 and the
yield is only 17.4%; For e = 0.289 [m], r/l = 0.033, η =
0.058 ie only 6% (Fig. 12).
In Fig. 13 it return to the zero-disassembly
mechanism (e = 0); r/l = 0.033 and we are now
increasing the engine speed to n = 5500 [rot/min]. The
3000
2000
1000
0
-1000
-2000
-3000
-4000
0
100
200
300
400
= 996662201; e = 0[m]; r = 0.03[m]; l = 0.3[m]; r/l = 0.10; n =
3000[rot/min]aB [m/s2]
1500
1000
500
0
-500
-1000
-1500
0
100
200
300
400
= 0.999629575; e = 0[m]; r = 0.01[m]; l = 0.3[m]; r/l = 0.033;
n = 3000[rot/min]aB [m/s2]
0
100
200
300
400
40000
30000
20000
10000
0
-10000
-20000
= 0.45001041; e = 0.2[m]; r = 0.09[m]; l = 0.3[m]; r/l = 0.3; n
= 3000[rot/min]aB [m/s2]
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efficiency is the same as at the speed of 3000 [rot/min], η
= 0.9996 (Fig. 7), but the maximum piston acceleration
increases from about 1000 [m/s2] to about 3000 [m/s2].
One further increase the engine speed Fig. 14) to n =
10000 [rot/min] and obtain a maximum piston
acceleration value of approximately 10,000 [m/s2].
Fig. 9: e = 0.1 [m], r/l = 0.63 and η = 0.665
Fig. 10: e = 0.27 [m], r/l = 0.066 and η = 0.174
Fig. 11: e = -0.27 [m], r/l = 0.066 and the yield is only 17.4%
= 0.665067455; e = 0.1[m]; r = 0.19[m]; l = 0.3[m]; r/l = 0.63;
n = 3000[rot/min]aB [m/s2]
0
100
200
300
400
80000
60000
40000
20000
0
-20000
-40000
10000
8000
6000
4000
2000
0
-2000
-4000
-6000
= 0.173864401; e = 0.27[m]; r = 0.02[m]; l = 0.3[m]; r/l =
0.066; n = 3000[rot/min]aB [m/s2]
0
100
200
300
400
0
100
200
300
400
10000
8000
6000
4000
2000
0
-2000
-4000
-6000
= 0.173864401; e = 0.27[m]; r = 0.02[m]; l = 0.3[m]; r/l =
0.066; n = 3000[rot/min]aB [m/s2]
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Fig. 12: e = 0.289 [m], r/l = 0.033, η = 0.058 i.e., only 6%
Fig. 13: e = 0; r/l = 0.033; increasing the engine speed to n = 5500 [rot/min]
Fig. 14: n = 10000 [rot/min] and obtain a maximum piston acceleration value of approximately 10,000 [m/s2]
15000
10000
5000
0
-5000
0
100
200
300
400
= 0.999629575; e = 0[m]; r = 0.01[m]; l = 0.3[m]; r/l = 0.033;
n = 10000[rot/min]aB [m/s2]
4000
2000
0
-2000
-4000
0
100
200
300
400
= 0.058006673; e = 0.289[m]; r = 0.01[m]; l = 0.3[m]; r/l =
0.033; n = 3000[rot/min]aB [m/s2]
15000
10000
5000
0
-5000
-10000
-15000
0
100
200
300
400
= 0.999629575; e = 0[m]; r = 0.01[m]; l = 0.3[m]; r/l = 0.033;
n = 5500[rot/min]aB [m/s2]
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In Fig. 15 we raise the engine speed to the value of
20000 [rot/min] and the maximum acceleration of the
piston takes values of about 40000 [m/s2].
In Fig. 16 we raise the engine speed to 30000
[rot/min] and the maximum piston acceleration takes
about 100,000 [m/s2]. Now a threshold (critical-limit
value) has been reached for accelerations, so if we
want to continue increasing the engine speed, the only
possible way is to further decrease the ratio λ = r/l.
In Fig. 17 the r/l was reduced to only 0.01 and the
efficiency increased to about 99,997%; we remained at the
engine speed of n = 30000 [rot/min], but the maximum
acceleration decreased to only about 30000 [m/s2].
Now we can further increase the engine speed to
40,000 [rot/min] and the maximum piston acceleration
becomes about 55000 [m/s2] (Fig. 18).
In Fig. 19 shows the piston acceleration diagram for a
motor speed of 50,000 [rot/min]. The acceleration
becomes 80000 [m/s2].
Fig. 15: n = 20000 [rot/min] and the maximum acceleration of the piston takes values of about 40000 [m/s2]
Fig. 16: n = 30000 [rot/min], amax = 100,000 [m/s2]
= 0.999629575; e = 0[m]; r = 0.01[m]; l = 0.3[m];
r/l = 0.033; n = 20000[rot/min]aB [m/s2]
60000
40000
20000
0
-20000
-40000
-60000
0 100 200 300 400
= 0.999629575; e = 0[m]; r = 0.01[m]; l = 0.3[m];
r/l = 0.033; n = 30000[rot/min]aB [m/s2]
150000
100000
50000
0
-50000
-100000
-150000
0 100 200 300 400
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Fig. 17: r/l = 0.01; = 99,997%; n = 30000 [rot/min], amax = 30000 [m/s2]
Fig. 18: n = 40,000 [rot/min] and the maximum piston acceleration becomes about 55000 [m/s2]
Fig. 19: n = 50,000 [rot/min]. The acceleration becomes 80000 [m/s2]
= 0.999966666; e = 0[m]; r = 0.003[m]; l = 0.3[m]; r/l
= 0.01; n = 30000[rot/min]aB [m/s2]
40000
30000
20000
10000
0
-10000
-20000
-30000
-40000
0 100 200 300 400
= 0.999966666; e = 0[m]; r = 0.003[m]; l = 0.3[m]; r/l
= 0.01; n = 40000[rot/min]aB [m/s2]
60000
40000
20000
0
-20000
-40000
-60000
0 100 200 300 400
= 0.999966666; e = 0[m]; r = 0.003[m]; l = 0.3[m]; r/l
= 0.01; n = 50000[rot/min]aB [m/s2]
100000
50000
0
-50000
-100000
0 100 200 300 400
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In Fig. 20 for an engine speed of 60,000 [rot/min],
the maximum acceleration value now exceeds the critical
threshold of 100,000 [m/s2].
Now (Fig. 21) we must again reduce the dimensionless
value λ = r/l to only 0.0033; the yield becomes 0.999996
and for an engine speed of 60,000 [rot/min], the maximum
piston acceleration is 40,000 [m/s2].
At n = 70000 [rot/min], amax = 55000 [m/s2] (Fig. 22):
At n = 80000 [rot/min], amax = 70000 [m/s2], (Fig.
23):
At n = 90000 [rot/min], amax = 90000 [m/s2], (Fig.
24):
Finally at n = 100,000 [rot/min], the maximum piston
acceleration is about 110000 [m/s2], (Fig. 25).
Fig. 20: n = 60,000 [rot/min], the maximum acceleration value now exceeds the critical threshold of 100,000 [m/s2]
Fig. 21: λ = r/l to only 0.0033; the yield becomes 0.999996 and for an engine speed of 60,000 [rot/min], the maximum piston acceleration is
40,000 [m/s2]
Fig. 22: n = 70000 [rot/min], amax = 55000 [m/s2]
= 0.9999966666; e = 0[m]; r = 0.003[m]; l = 0.3[m];
r/l = 0.01; n = 60000[rot/min]aB [m/s2]
150000
100000
50000
0
-50000
-100000
-150000
0 100 200 300 400
= 0.999996296; e = 0[m]; r = 0.001[m]; l = 0.3[m]; r/l
= 0.0033; n = 60000[rot/min]aB [m/s2]
60000
40000
20000
0
-20000
-40000
-60000
0 100 200 300 400
= 0.999996296; e = 0[m]; r = 0.001[m]; l = 0.3[m]; r/l
= 0.0033; n = 70000[rot/min]aB [m/s2]
60000
40000
20000
0
-20000
-40000
-60000
0 100 200 300 400
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DOI: 10.3844/jmrsp.2020.15.41
25
Fig. 23: n = 80000 [rot/min], amax = 70000 [m/s2]
Fig. 24: n = 90000 [rot/min], amax = 90000 [m/s2]
Fig. 25: n = 100,000 [rot/min], amax = 110000 [m/s2]
Result and Discussion
The calculation relationships used written in the excel
program are given in Table 1.
The most interesting situations were considered so
that a builder of internal combustion thermal engines can
choose the desired case depending on the constructive
parameters desired in the design.
= 0.999996296; e = 0[m]; r = 0.001[m]; l = 0.3[m]; r/l
= 0.0033; n = 80000[rot/min]aB [m/s2]
100000
50000
0
-50000
-100000
0 100 200 300 400
= 0.999996296; e = 0[m]; r = 0.001[m]; l = 0.3[m];
r/l = 0.0033; n = 90000[rot/min]aB [m/s2]
100000
50000
0
-50000
-100000
0 100 200 300 400
= 0.999996296; e = 0[m]; r = 0.001[m]; l = 0.3[m]; r/l
= 0.0033; n = 100000[rot/min]aB [m/s2]
150000
100000
50000
0
-50000
-100000
-150000
0 100 200 300 400
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DOI: 10.3844/jmrsp.2020.15.41
26
Table 1: The calculation relationships
A B
1 e[m] = 0
2 r[m] = 0.001
3 l[m] = 0.3
4 ∆φ [0] = 5
5 φ [0] = = 0
6 φ [rad] = = B5*PI()/180
7 sin(φ) = = SIN(B6)
8 cos(φ) = = COS(B6)
9 cos(ψ) = = -(B1+B2*B8)/B3
10 ψ [rad] = = ACOS(B9)
11 ψ [0] = = B10*180/PI()
12 sin(ψ) = = SIN(B10)
13 yB = = B2*B7+B3*B12
14 n[rot/min] = 100000
15 ω = = PI()*B14/30
16 ψp = = -B2/B3*B7/B12*B15
17 yBp = = B2*B15*B8+B3*B16*B9
18 ψpp = = -(B2*B15^2*B8+B3*B16
^2*B9)/(B3*B12)
19 yBpp = = B3*B18*B9-B2*B15^2*B7
-B3*B16^2*B12
20 λ = = B2/B3
21 λ = r/l = B2/B3
22 uM = = ACOS(-(B1+B2)/B3)
23 um = = ACOS((B2-B1)/B3)
24 Δu = = B22-B23
25 Δsin = = SIN(2*B22)-SIN(2*B23)
26 Δsin/4/Δu = = B25/B24/4
27 η = = 1/2-B26
The computational relationships used to determine
the total mechanical efficiency of the motor mechanism
are original and they are synthesized by the authors
through a personal method.
If one try to use the reverse piston mechanism, as a
compressor mechanism and not a motor, we were
surprised to find that the calculation relationships for
determining the efficiency of the compressor
mechanism change and the values that can be obtained
for the effective efficiency of the compressor are
generally much lower. than those of the piston, the
maximums being somewhere between 50 and 60%. It
can be seen here that the use of the engine mechanism
in compressor mode is not efficient.
At the proposed engine mechanisms, at which the
ratio λ = r/l decreases greatly, the piston-h stroke
decreases and it is proportional to the crank length-r, so
if we want to keep the cylinder intact (unchanged) we
will have to increase the bore- R. For a decrease of r
times n, R will increase √ (n) times. The problem arises
only for overfilled motors, where the required cylinder
size may be smaller, so that the bore increase may be
slightly lower. Even under these conditions, very high-
speed engines will have an almost imperceptible stroke
and a very high bore.
Some diagrams of the piston acceleration, no longer
look like the conventional ones (Fig. 1, 2, 8, 9, 10, 11
and 12). Their modified appearance has been specially
introduced to highlight the different possible functional
regimes of the piston (engine) mechanism. Even if some
of them achieve very low yields, they may be usable for
some specialized mechanisms!
The OTTO piston mechanism, however, will operate at
maximum efficiency, only when used as a motor
mechanism, as if it were predestined for this mode of work.
Conclusion
Today, there are possibilities to create petroleum fuels
from water or air using only photovoltaic solar energy,
which would guarantee the production of classic fuels in
any quantity to infinity, not to mention the fact that the gas
extracted from the deep can be processed (in large plants)
in liquid gases, diesel, gasoline or kerosene, they are now
extracted in huge quantities for large periods of time, with
the possibility of their permanent restoration. In addition,
the humanity that has already tasted from the world
energy crisis several times in a row has learned the mind
and has taken drastic measures that now allow us even an
energy relaxation. We have additional fuels, bio, from
vegetable oils, from algae, from plantations, or we can use
hydrogen as a fuel and it can be extracted in any quantity
by various methods, including from the water.
Today, fuel cell-type cars are already circulating that
burn hydrogen in cells, in order not to explode and the
heat obtained is chemically transformed into electrical
energy stored in large lithium-ion batteries.
Already operating for about 20 years all kinds of
hybrid vehicles, with combined solutions, gasoline-
electric, diesel-electric, gas, gas-electric and all kinds of
other possible variants, along with cars equipped with
increasingly efficient electric motors, with increasing
autonomy and shorter loading times.
We are constantly trying and improving the solutions
with magnetic motors even though the life of the
magnetized materials is still very short.
There are also attempts to put the Watt or Stirling
type external combustion thermal engines back into
operation, some of them being successful.
In countries like Brazil, the USA, Germany, large
quantities of biofuels, such as vegetable oils or vegetable
alcohols, are used. New and emerging solutions are
always being tested, including cars with water, which
could change the face of the world once started.
However, considering that the fleet of cars equipped
with internal combustion thermal engines has far
exceeded one billion worldwide and approximately 100
million cars equipped with the classic Otto engines are
produced and introduced into circulation annually, the
Relly Victoria Virgil Petrescu / Journal of Mechatronics and Robotics 2020, Volume 4: 15.41
DOI: 10.3844/jmrsp.2020.15.41
27
most immediate measure of reducing fuel and energy
consumption, as well as of the harm produced by all
these cars, their continuous improvement remains.
The computational relationships used to determine
the total mechanical efficiency of the motor mechanism
are original and they are synthesized by the authors
through a personal method.
If one try to use the reverse piston mechanism, as a
compressor mechanism and not a motor, we were
surprised to find that the calculation relationships for
determining the efficiency of the compressor
mechanism change and the values that can be obtained
for the effective efficiency of the compressor are
generally much lower. than those of the piston, the
maximums being somewhere between 50 and 60%. It
can be seen here that the use of the engine mechanism
in compressor mode is not efficient.
At the proposed engine mechanisms, at which the ratio
λ = r/l decreases greatly, the piston-h stroke decreases and
it is proportional to the crank length-r, so if we want to
keep the cylinder intact (unchanged) we will have to
increase the bore- R. For a decrease of r times n, R will
increase √ (n) times. The problem arises only for
overfilled motors, where the required cylinder size may be
smaller, so that the bore increase may be slightly lower.
Even under these conditions, very high-speed engines will
have an almost imperceptible stroke and a very high bore.
Some diagrams of the piston acceleration, no longer
look like the conventional ones (Fig. 1, 2, 8, 9, 10, 11
and 12). Their modified appearance has been specially
introduced to highlight the different possible functional
regimes of the piston (engine) mechanism. Even if some
of them achieve very low yields, they may be usable for
some specialized mechanisms!
The OTTO piston mechanism, however, will
operate at maximum efficiency, only when used as a
motor mechanism, as if it were predestined for this
mode of work.
Acknowledgement
This text was acknowledged and appreciated by Dr.
Veturia CHIROIU Honorific member of Technical
Sciences Academy of Romania (ASTR) PhD supervisor
in Mechanical Engineering.
Funding Information
Research contract:
1. 1-Research contract: Contract number 36-5-4D/1986
from 24IV1985, beneficiary CNST RO (Romanian
National Center for Science and Technology)
Improving dynamic mechanisms
2. Contract research integration. 19-91-3 from
29.03.1991; Beneficiary: MIS; TOPIC: Research on
designing mechanisms with bars, cams and gears,
with application in industrial robots
3. Contract research. GR 69/10.05.2007: NURC in
2762; theme 8: Dynamic analysis of mechanisms
and manipulators with bars and gears
4. Labor contract, no. 35/22.01.2013, the UPB, "Stand
for reading performance parameters of kinematics
and dynamic mechanisms, using inductive and
incremental encoders, to a Mitsubishi Mechatronic
System" "PN-II-IN-CI-2012-1-0389"
All these matters are copyrighted! Copyrights: 394-
qodGnhhtej, from 17-02-2010 13:42:18; 463-
vpstuCGsiy, from 20-03-2010 12:45:30; 631-
sqfsgqvutm, from 24-05-2010 16:15:22; 933-
CrDztEfqow, from 07-01-2011 13:37:52.
Ethics
This article is original and contains unpublished
material. Author declares that are not ethical issues and
no conflict of interest that may arise after the publication
of this manuscript.
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Kazakov, V.V., V.I. Yusupov, V.N. Bagratashvili, A.I.
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Kechiche, O.B.H.B., H.B.A. Sethom, H. Sammoud and
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Maraveas, C., Z.C. Fasoulakis and K.D. Tsavdaridis,
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Petrescu, F.I.T. and RV. Petrescu, 2011b. Trenuri
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Some Basic Reactions in Nuclear Fusion, SSRN.
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Petrescu, R.V.V., R. Aversa, S. Kozaitis, A. Apicella and
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Petrescu, R.V.V., R. Aversa, B. Akash and F. Berto,
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Petrescu, F.I.T., 2018b. About the triton structure.
SSRN. Am. J. Eng. Applied Sci., 11: 1293.1297
Petrescu, N. and F.I.T. Petrescu, 2018a. Elementary
structure of matter can be studied with new quantum.
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cinematic synthesis of planetary mechanisms. SSRN.
Petrescu, R.V., R. Aversa, A. Apicella, M.M. Mirsayar
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Am. J. Eng. Applied Sci., 11: 78-91.
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Petrescu, R.V., R. Aversa, A. Apicella and F.I.T.
Petrescu, 2018c. Friendly environmental transport.
Am. J. Eng. Applied Sci., 11: 154-165.
DOI: 10.3844/ajeassp.2018.154.165
Petrescu, R.V., R. Aversa, B. Akash, T.M. Abu-Lebdeh
and A. Apicella et al., 2018d. Buses running on gas.
Am. J. Eng. Applied Sci., 11: 186-201.
DOI: 10.3844/ajeassp.2018.186.201
Petrescu, R.V., R. Aversa, B. Akash, T.M. Abu-Lebdeh and
A. Apicella et al., 2018e. Some aspects of the structure
of planar mechanisms. Am. J. Eng. Applied Sci., 11:
245-259. DOI: 10.3844/ajeassp.2018.245.259
Petrescu, R.V., R. Aversa, T.M. Abu-Lebdeh, A. Apicella
and F.I.T. Petrescu, 2018f. The forces of a simple
carrier manipulator. Am. J. Eng. Applied Sci., 11:
260-272. DOI: 10.3844/ajeassp.2018.260.272
Petrescu, R.V., R. Aversa, T.M. Abu-Lebdeh, A.
Apicella and F.I.T. Petrescu, 2018g. The dynamics
of the otto engine. Am. J. Eng. Applied Sci., 11:
273-287. DOI: 10.3844/ajeassp.2018.273.287
Petrescu, R.V., R. Aversa, T.M. Abu-Lebdeh, A.
Apicella and F.I.T. Petrescu, 2018h. NASA
satellites help us to quickly detect forest fires. Am.
J. Eng. Applied Sci., 11: 288-296.
DOI: 10.3844/ajeassp.2018.288.296
Petrescu, R.V., R. Aversa, T.M. Abu-Lebdeh, A.
Apicella and F.I.T. Petrescu, 2018i. Kinematics of a
mechanism with a triad. Am. J. Eng. Applied Sci.,
11: 297-308. DOI: 10.3844/ajeassp.2018.297.308
Petrescu, R.V., R. Aversa, A. Apicella and F.I.T.
Petrescu, 2018j. Romanian engineering "on the
wings of the wind". J. Aircraft Spacecraft Technol.,
2: 1-18. DOI: 10.3844/jastsp.2018.1.18
Petrescu, R.V., R. Aversa, A. Apicella and F.I.T. Petrescu,
2018k. NASA Data used to discover eighth planet
circling distant star. J. Aircraft Spacecraft Technol., 2:
19-30. DOI: 10.3844/jastsp.2018.19.30
Petrescu, R.V., R. Aversa, A. Apicella and F.I.T.
Petrescu, 2018l. NASA has found the most distant
black hole. J. Aircraft Spacecraft Technol., 2: 31-39.
DOI: 10.3844/jastsp.2018.31.39
Petrescu, R.V., R. Aversa, A. Apicella and F.I.T. Petrescu,
2018m. Nasa selects concepts for a new mission to
titan, the moon of saturn. J. Aircraft Spacecraft
Technol., 2: 40-52. DOI: 10.3844/jastsp.2018.40.52
Petrescu, R.V., R. Aversa, A. Apicella and F.I.T.
Petrescu, 2018n. NASA sees first in 2018 the direct
proof of ozone hole recovery. J. Aircraft Spacecraft
Technol., 2: 53-64. DOI: 10.3844/jastsp.2018.53.64
Petrescu, R.V.V., R. Aversa, A. Apicella and F.I. Tiberiu
Petrescu, 2018o. Dynamic Synthesis of a Dual-
Clutch Automatic Gearboxes. SSRN.
Petrescu, R.V.V., R. Aversa, A. Apicella and F.I.T.
Petrescu et al., 2018p. Dynamic synthesis of a
classic, manual gearbox, SSRN,
Petrescu, R.V.V., R. Aversa and T.M. Abu-Lebdeh,
2018q. The dynamics of the Otto engine. SSRN.
Petrescu, R.V.V., R. Aversa and T.M. Abu-Lebdeh,
2018r. Kinematics of a Mechanism with a Triad
SSRN. Am. J. Eng. Applied Sci., 11: 297-308.
DOI: 10.3844/ajeassp.2018.297.308
Petrescu, F.I.T., T. Abu-Lebdeh and A. Apicella, 2018s.
Presentation of a mechanism with a maltese cross
(Geneva Driver). Am. J. Eng. Applied Sci., 11:
891-900. DOI: 10.3844/ajeassp.2018.891.900
Petrescu, F.I.T., T. Abu-Lebdeh and A. Apicella, 2018t.
An Analytical Method for Determining Forces
within a Triad, SSRN. Am. J. Eng. Applied Sci., 11:
901-913. DOI: 10.3844/ajeassp.2018.901.913
Petrescu, F.I.T., T. Abu-Lebdeh and A. Apicella, 2018u.
Study of an Oscillating Sliding Mechanism, SSRN.
Am. J. Eng. Applied Sci., 11: 870-880.
DOI: 10.3844/ajeassp.2018.870.880
Petrescu, F.I.T., T. Abu-Lebdeh and A. Apicella, 2018v.
Presentation of the Mechanism in the Cross, SSRN.
Am. J. Eng. Applied Sci., 11: 881-890.
DOI: 10.3844/ajeassp.2018.881.890
Petrescu, F.I.T., A. Apicella, A. Raffaella, R.V. Petrescu
and J.K. Calautit et al., 2016a. Something about the
mechanical moment of Inertia. Am. J. Applied Sci., 13:
1085-1090. DOI: 10.3844/ajassp.2016.1085.1090
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Petrescu, R.V., R. Aversa, A. Apicella and F.I. Petrescu,
2016b. Future medicine services robotics. Am. J.
Eng. Applied Sci., 9: 1062-1087.
DOI: 10.3844/ajeassp.2016.1062.1087
Pisello, A.L., G. Pignatta, C. Piselli, V.L. Castaldo and F.
Cotana, 2016. Investigating the dynamic thermal
behavior of building envelope in summer conditions by
means of in-field continuous monitoring. Am. J. Eng.
Applied Sci., 9: 505-519.
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Pourmahmoud, N., 2008. Rarefied gas flow modeling
inside rotating circular cylinder. Am. J. Eng. Applied
Sci., 1: 62-65. DOI: 10.3844/ajeassp.2008.62.65
Pravettoni, M., C.S.P. Lòpez and R.P. Kenny, 2016.
Impact of the edges of a backside diffusive reflector
on the external quantum efficiency of luminescent
solar concentrators: Experimental and computational
approach. Am. J. Eng. Applied Sci., 9: 53-63.
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Qutbodin, K., 2010. Merging autopilot/flight control and
navigation-flight management systems. Am. J. Eng.
Applied Sci., 3: 629-630.
DOI: 10.3844/ajeassp.2010.629.630
Rajbhandari, S., Z. Ghassemlooy and M. Angelova,
2011. The performance of a dual header pulse
interval modulation in the presence of artificial light
interferences in an indoor optical wireless
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Am. J. Eng. Applied Sci., 4: 513-519.
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Rajput, R.S., S. Pandey and S. Bhadauria, 2016.
Correlation of biodiversity of algal genera with
special reference to the waste water effluents from
industries. Am. J. Eng. Applied Sci., 9: 1127-1133.
DOI: 10.3844/ajeassp.2016.1127.1133
Rajupillai, K., S. Palaniammal and K. Bommuraju, 2015.
Computational intelligence and application of frame
theory in communication systems. Am. J. Eng. Applied
Sci., 8: 633-637. DOI: 10.3844/ajeassp.2015.633.637
Rama, G., D. Marinkovic and M. Zehn, 2016. Efficient
co-rotational 3-node shell element. Am. J. Eng.
Applied Sci., 9: 420-431.
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Raptis, K.G., G.A. Papadopoulos, T.N. Costopoulos and
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sharing in roller-bearing contact by caustics and
photoelasticity. Am. J. Eng. Applied Sci., 4:
294-300. DOI: 10.3844/ajeassp.2011.294.300
Rea, P. and E. Ottaviano, 2016. Analysis and mechanical
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Am. J. Eng. Applied Sci., 9: 1134-1143.
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Rhode-Barbarigos, L., V. Charpentier, S. Adriaenssens and
O. Baverel, 2015. Dialectic form finding of structurally
integrated adaptive structures. Am. J. Eng. Applied
Sci., 8: 443-454. DOI: 10.3844/ajeassp.2015.443.454
Riccio, A., R. Cristiano and S. Saputo, 2016b. A brief
introduction to the bird strike numerical simulation.
Am. J. Eng. Applied Sci., 9: 946-950.
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Riccio, A., U. Caruso, A. Raimondo and A. Sellitto,
2016a. Robustness of XFEM method for the
simulation of cracks propagation in fracture
mechanics problems. Am. J. Eng. Applied Sci., 9:
599-610. DOI: 10.3844/ajeassp.2016.599.610
Rich, F. and M.A. Badar, 2016. Statistical analysis of
auto dilution Vs manual dilution process in
inductively coupled plasma spectrometer tests. Am.
J. Eng. Applied Sci., 9: 611-624.
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Rohit, K. and S. Dixit, 2016. Mechanical properties of
waste biaxially oriented polypropylene metallized
films (BOPP), LLDPE: LDPE films with sisal
fibres. Am. J. Eng. Applied Sci., 9: 913-920.
DOI: 10.3844/ajeassp.2016.913.920
Rulkov, N.F., A.M. Hunt, P.N. Rulkov and A.G.
Maksimov, 2016. Quantization of map-based neuronal
model for embedded simulations of neurobiological
networks in real-time. Am. J. Eng. Applied Sci., 9:
973-984. DOI: 10.3844/ajeassp.2016.973.984
Saikia, A. and N. Karak, 2016. Castor oil based
epoxy/clay nanocomposite for advanced
applications. Am. J. Eng. Applied Sci., 9: 31-40.
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Sallami, A., N. Zanzouri and M. Ksouri, 2016. Robust
diagnosis of a DC motor by bond graph approach.
Am. J. Eng. Applied Sci., 9: 432-438.
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Samantaray, K.S., S. Sahoo and C.S. Rout, 2016.
Hydrothermal synthesis of CuWO4-reduced
graphene oxide hybrids and supercapacitor
application. Am. J. Eng. Applied Sci., 9: 584-590.
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Santos, F.A. and C. Bedon, 2016. Preliminary
experimental and finite-element numerical
assessment of the structural performance of SMA-
reinforced GFRP systems. Am. J. Eng. Applied Sci.,
9: 692-701. DOI: 10.3844/ajeassp.2016.692.701
Semin and R.A. Bakar, 2008. A technical review of
compressed natural gas as an alternative fuel for
internal combustion engines. Am. J. Eng. Applied Sci.,
1: 302-311. DOI: 10.3844/ajeassp.2008.302.311
Semin, A.R.I. and R.A. Bakar, 2009a. Combustion
temperature effect of diesel engine convert to
compressed natural gas engine. Am. J. Eng. Applied
Sci., 2: 212-216. DOI: 10.3844/ajeassp.2009.212.216
Semin, A.R.I. and R.A. Bakar, 2009b. Effect of diesel
engine converted to sequential port injection
compressed natural gas engine on the cylinder
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Am. J. Eng. Applied Sci., 2: 154-159.
DOI: 10.3844/ajeassp.2009.154.159
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Semin S., A.R. Ismail and R.A. Bakar, 2009c. Diesel
engine convert to port injection CNG engine using
gaseous injector nozzle multi holes geometries
improvement: A review. Am. J. Eng. Applied Sci.,
2: 268-278. DOI: 10.3844/ajeassp.2009.268.278
Sepúlveda, J.A.M., 2016. Outlook of municipal solid
waste in Bogota (Colombia). Am. J. Eng. Applied
Sci., 9: 477-483.
DOI: 10.3844/ajeassp.2016.477.483
Serebrennikov, A., D. Serebrennikov and Z. Hakimov,
2016. Polyethylene pipeline bending stresses at an
installation. Am. J. Eng. Applied Sci., 9: 350-355.
DOI: 10.3844/ajeassp.2016.350.355
Shanmugam, K., 2016. Flow dynamic behavior of fish
oil/silver nitrate solution in mini-channel, effect of
alkane addition on flow pattern and interfacial
tension. Am. J. Eng. Applied Sci., 9: 236-250.
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Shruti, 2016. Comparison in cover media under
stegnography: Digital media by hide and seek
approach. Am. J. Eng. Applied Sci., 9: 297-302.
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Stavridou, N., E. Efthymiou and C.C. Baniotopoulos,
2015a. Welded connections of wind turbine towers
under fatigue loading: Finite element analysis and
comparative study. Am. J. Eng. Applied Sci., 8:
489-503. DOI: 10.3844/ajeassp.2015.489.503
Stavridou, N., E. Efthymiou and C.C. Baniotopoulos,
2015b. Verification of anchoring in foundations of
wind turbine towers. Am. J. Eng. Applied Sci., 8:
717-729. DOI: 10.3844/ajeassp.2015.717.729
Suarez, L., T.M. Abu-Lebdeh, M. Picornell and S.A.
Hamoush, 2016. Investigating the role of fly ash and
silica fume in the cement hydration process. Am. J.
Eng. Applied Sci., 9: 134-145.
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Syahrullah, O.I. and N. Sinaga, 2016. Optimization and
prediction of motorcycle injection system
performance with feed-forward back-propagation
method Artificial Neural Network (ANN). Am. J.
Eng. Applied Sci., 9: 222-235.
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Sylvester, O., I. Bibobra and O. Augustina, 2015b.
Report on the evaluation of Ugua J2 and J3 reservoir
performance. Am. J. Eng. Applied Sci., 8: 678-688.
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Sylvester, O., I. Bibobra and O.N. Ogbon, 2015a. Well
test and PTA for reservoir characterization of key
properties. Am. J. Eng. Applied Sci., 8: 638-647.
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Taher, S.A., R. Hematti and M. Nemati, 2008.
Comparison of different control strategies in GA-
based optimized UPFC controller in electric power
systems. Am. J. Eng. Applied Sci., 1: 45-52.
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Takeuchi, T., Y. Kinouchi, R. Matsui and T. Ogawa,
2015. Optimal arrangement of energy-dissipating
members for seismic retrofitting of truss structures.
Am. J. Eng. Applied Sci., 8: 455-464.
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Theansuwan, W. and K. Triratanasirichai, 2011. The
biodiesel production from roast Thai sausage oil by
transesterification reaction. Am. J. Eng. Applied Sci.,
4: 130-132. DOI: 10.3844/ajeassp.2011.130.132
Thongwan, T., A. Kangrang and S. Homwuttiwong,
2011. An estimation of rainfall using fuzzy set-
genetic algorithms model. Am. J. Eng. Applied Sci.,
4: 77-81. DOI: 10.3844/ajeassp.2011.77.81
Tourab, W., A. Babouri and M. Nemamcha, 2011.
Experimental study of electromagnetic environment in
the vicinity of high voltage lines. Am. J. Eng. Applied
Sci., 4: 209-213. DOI: 10.3844/ajeassp.2011.209.213
Tsolakis, A.D. and K.G. Raptis, 2011. Comparison of
maximum gear-tooth operating bending stresses
derived from niemann's analytical procedure and the
finite element method. Am. J. Eng. Applied Sci., 4:
350-354. DOI: 10.3844/ajeassp.2011.350.354
Vernardos, S.M. and C.J. Gantes, 2015. Cross-section
optimization of sandwich-type cylindrical wind
turbine towers. Am. J. Eng. Applied Sci., 8:
471-480. DOI: 10.3844/ajeassp.2015.471.480
Wang, J. and Y. Yagi, 2016. Fragment-based visual
tracking with multiple representations. Am. J. Eng.
Applied Sci., 9: 187-194.
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Wang, L., G. Wang and C.A. Alexander, 2015.
Confluences among big data, finite element analysis
and high-performance computing. Am. J. Eng. Applied
Sci., 8: 767-774. DOI: 10.3844/ajeassp.2015.767.774
Wang, L., T. Liu, Y. Zhang and X. Yuan, 2016. A
methodology for continuous evaluation of cloud
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Waters, C., S. Ajinola and M. Salih, 2016. Dissolution
sintering technique to create porous copper with
sodium chloride using polyvinyl alcohol solution
through powder metallurgy. Am. J. Eng. Applied Sci.,
9: 155-165. DOI: 10.3844/ajeassp.2016.155.165
Wessels, L. and H. Raad, 2016. Recent advances in point
of care diagnostic tools: A review. Am. J. Eng.
Applied Sci., 9: 1088-1095.
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Yang, M.F. and Y. Lin, 2015. Process is unreliable and
quantity discounts supply chain integration
inventory model. Am. J. Eng. Applied Sci., 8:
602-610. DOI: 10.3844/ajeassp.2015.602.610
Yeargin, R., R. Ramey and C. Waters, 2016. Porosity
analysis in porous brass using dual approaches. Am.
J. Eng. Applied Sci., 9: 91-97.
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You, M., X. Huang, M. Lin, Q. Tong and X. Li et al.,
2016. Preparation of LiCoMnO4 assisted by
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Zeferino, R.S., J.A.R. Ramón, E. de Anda Reyes, R.S.
González and U. Pal, 2016. Large scale synthesis of
ZnO nanostructures of different morphologies
through solvent-free mechanochemical synthesis
and their application in photocatalytic dye
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Zhao, B., 2013. Identification of multi-cracks in the gate
rotor shaft based on the wavelet finite element
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Zheng, H. and S. Li, 2016. Fast and robust maximum
power point tracking for solar photovoltaic systems.
Am. J. Eng. Applied Sci., 9: 755-769.
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Zotos, I.S. and T.N. Costopoulos, 2009. On the use of
rolling element bearings' models in Precision
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Zulkifli, R., K. Sopian, S. Abdullah and M.S. Takriff,
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Am. J. Eng. Applied Sci., 1: 57-61.
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Zulkifli, R., K. Sopian, S. Abdullah and M.S. Takriff,
2009. Experimental study of flow structures of
circular pulsating air jet. Am. J. Eng. Applied Sci.,
2: 171-175. DOI: 10.3844/ajeassp.2009.171.175
Zurfi, A. and J. Zhang, 2016a. Model identification and
wall-plug efficiency measurement of white LED
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Zurfi, A. and J. Zhang, 2016b. Exploitation of battery
energy storage in load frequency control-a literature
survey. Am. J. Eng. Applied Sci., 9: 1173-1188.
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