Résumé en français indisponible. / Mechanisms of volatile transfer from subducting slab to the melting region beneath arc volcanoes are probably the least understood process of arc magma genesis. Fluorine, which suffers minimum degassing in arc primitive melt inclusions, retains the information about the role of volatiles during magma genesis at depth. Experimentally determined solubility of F in aqueous fluid, and partition coefficients of F between fluid and minerals provide first order geochemical constraints about the volatile-transporting agent.My thesis experimentally determined F solubility in fluid and its partition coefficients among several phases. The systems are in equilibrium with hornblende and a humite group mineral (some contain melt or pyroxene) at 1 – 2 GPa, from 770 to 1047 °C, or equilibrium with hydrogrossular, pyroxene and norbergite or chondrodite at 2.5 – 3 GPa and 877 °C. The experiments were conducted with piston cylinder and cold sealing technique. The oxygen fugacity conditions were controlled by NNO buffer, while some were unbuffered. The fluids were extracted into volumetric flasks, and their compositions were determined by mass balance calculations. Moreover, the consistency was verified by HPLC for fluorine ion, and ICP-MS or ICP-AES for major cations of the quenched fluids.In 1 GPa experiments, the quench phases are so rare that the majority of the fluid compositions from direct analyses are consistent with mass balance results in their uncertainties. Moreover, my mass balance procedure takes into account all the measurements errors, which leads to large uncertainties on fluid compositions. The consistency demonstrates that most of fluorine aflter annealing in the capsule is present as fluorine ion. Futhermore, increases of the masses of starting materials, fluid proportions and analytical precisions will improve the uncertainties performances. ������������ can be represented by a single value 0.135 ± 0.036, which is independent of temperature, bulk composition and buffer conditions at 1 GPa. Df between fluid and humite group minerals is much less. Xf of hornblende and norbergite decrease from 1 to 2 GPa, while F partitionig between them doesn't change much. It indicates that F partitioning between fluid and minerals increases. Moreover, F concentrations in norbergite between NNO buffered and unbuffered experiments are significantly different. Meanwhile, Fe concentration variations of norbergite indicate that unbeffered experiments have higher oxygen fugacity than the NNO buffered ones. According to high temperature improves the free radical exchange reactions, H2O + 0.5O2 ⇄ 2OH. It indicates that both water fugacity and oxygen fugacity contribute to OH fugacity in fluid. I developed a simple model in which XF in humite group minerals are correlated to the ratio between F and OH. It is sucessfully applied to estimate the F concentration in the fluid, which co-exists with clinohumite, using Xf value.With the knowledge of my study, a new constraint can be framed on slab flux. The average F concentration in the fluid is 2700 ppm for F-rich experiments and it constrains the maximum amount of F carried by fluid in the presence of amphibole. Using partition coefficient of F to estimate F abundance in subducting slab, one can conclude that the increase of F concentration in the subarc mantle by fluid, in equilibrium with hornblende, to be less tan 5 ppm. Significant F enrichments found in arc lavas cannot be derived from aqueous fluid of subductiong slab in the presence of amphibole. Therefore, this result highlights the role either 1) slab melt, 2) fluid in equilibrium with eclogite, or perhaps 3) supercritical fluid for the element transfer from slab to mantle wedge.

In order to characterize mechanical components used in high responsibility applications, the knowledge of chemical composition and results from regular experiments such as traction, impact and hardness tests is important, but not sufficient. They cannot supply the necessary information that permit anticipating, in a reliable way, the components behavior in actual working conditions. As an example, there are engines cylinder head submitted to mechanical and thermal tensions that are relatively high during the in service use, and very high in same very demanding condition. During long run times and any failure in the cooling and/or lubrication the temperature may reach 300ºC. This temperature variation causes thermal shocks which may generate cracks and/or a wide ranging of plastic deformation in regions close to the pistons. Even not considering the thermal shock effects caused by failure, even so, a short number of start-up and shutdown cycles of engine, are considered the main cause of small cracks. This indicates that the generation of cracks in cylinder head may be considered as low cycle thermomechanical fatigue problem. Another problem is the microstructure heterogeneity in the component due to the casting process, leading to different physical and mechanical properties in the same piece. Besides the presence of porosity generated by gas bubbles and voids of solidification, which may be as great as short crack, reducing the nucleation life and changing the problems focus for the fatigue crack growth. The purpose of this study was to determine the isothermal and thermomechanical fatigue property through low cycle fatigue, as well as the fatigue crack growth, relaxation, microestrutural characterization and modeling of mechanical behavior by finite element for the aluminum alloy employed in the manufacture of engine cylinder head by the national automotive industry. Isothermal fatigue experiments were carried out at temperature of 120ºC and 280ºC and the thermomechanical performed in phase between the temperatures of 120ºC and 280ºC. The relaxation experiments were performed at some temperatures with trapezoidal wave loading, whereas the experiments of fatigue crack growth carried out at temperatures of 120ºC, 200ºC and 280ºC for sine and trapezoidal wave loading in displacement and load control. The microstructure analysis was also made in the specimens after the fatigue test by optical microscopy and scanning electron microscopy SEM. The results of these experiments showed that the casting defects and materials inhomogeneities, coupled long run times in high temperatures and loads, are a critical factor in the component performance. These results help us to establish accurate models for life prediction of the engine cylinder head. / Para caracterizar componentes usados em aplicações de alta responsabilidade não basta apenas conhecer a composição química e os resultados de ensaios de tração, impacto e dureza, pois estes podem não fornecer os subsídios necessários que permitam prever, de maneira confiável, o comportamento dos componentes nas condições reais de trabalho. Exemplo disto são os cabeçotes de motor automotivos, submetidos a tensões térmicas e mecânicas relativamente altas durante seu uso normal e altíssimo em condições extremas. Durante longos tempos de funcionamento e eventuais falhas na refrigeração e ou lubrificação a temperatura pode chegar a valores próximos de 300ºC. Esta variação de temperaturas provoca choques térmicos que podem gerar trincas e/ou uma grande quantidade de deformação plástica em regiões próximas aos pistões. Desconsiderando a presença de choques térmicos provocados por falhas, ainda assim, uma pequena quantidade de ciclos de acionamento e parada do motor, é considerada como os principais causadores de pequenas trincas. Isso indica que o surgimento de trincas em cabeçotes de motor deve ser considerado um problema de fadiga termomecânica de baixo ciclo. Outro problema é a heterogeneidade microestrutural no componente devido ao processo de fundição, levando a propriedades mecânicas e físicas diferentes em uma mesma peça. Além da presença de porosidade gerada por bolhas de gás e vazios de solidificação, que podem adquirir tamanho tal que se aproximem de pequenas trincas, diminuindo a vida para a nucleação e assim mudando o foco do problema para o de propagação de trinca por fadiga. A proposta deste trabalho foi a de determinar as propriedades de fadiga isotérmica e termomecânica através de ensaios de fadiga de baixo ciclo, bem como as propriedades de propagação de trinca por fadiga, relaxação, caracterização microestrutural e modelagem do comportamento mecânico por elementos finitos para a liga de alumínio utilizada na fabricação de cabeçotes de motores automotivos pela indústria nacional. Os ensaios de fadiga isotérmica foram realizados nas temperaturas de 120ºC e 280ºC e os ensaios termomecânicos foram realizados em fase entre as temperaturas de 120ºC e 280ºC. Os ensaios de relaxação foram realizados em várias temperaturas com carregamento de onda trapezoidal, enquanto que os ensaios de propagação de trinca por fadiga foram realizados nas temperaturas de 120ºC, 200ºC e 280ºC para carregamentos de onda senoidal e trapezoidal em controle de carga e de deslocamento. Foi feita também análise microestrutural nos corpos de prova, após os ensaios de fadiga, por microscopia óptica e por microscopia eletrônica de varredura MEV. Os resultados destes ensaios mostraram que os defeitos de fundição e a falta de homogeneidade no material, aliados a longos tempos de exposição a carregamentos e em altas temperaturas, constituem um fator crítico no desempenho do componente. Estes resultados ajudarão a estabelecer modelos precisos de previsão de vida para os cabeçotes de motor.

La quantité de gaz résiduels présents dans le cylindre d’un moteur à combustion interne a une influence important sur son fonctionnement (combustion, rendement, émissions,..) particulièrement en allumage commandé. Aujourd’hui, il est possible de modifier cette quantité, notamment grâce à des systèmes de distribution variable. Cependant, la détermination expérimentale de la quantité de résiduels et l’estimation à partir de modèles numériques restent délicates. L’objectif de cette thèse est de proposer de nouvelles méthodologies pour traiter ces deux problématiques. Un point bibliographique est tout d’abord effectué pour dresser un état de l’art. Il recense les principaux paramètres influençant la quantité de résiduels, les effets des résiduels sur le fonctionnement du moteur, les moyens expérimentaux et les modèles disponibles pour en évaluer la quantité. Un système original est ensuite développé pour mesurer la quantité de résiduels à partir d’un prélèvement gazeux effectué dans le cylindre à la fin de la compression. Les résultats ainsi obtenus sur l’ensemble du champ de fonctionnement d’un moteur automobile atmosphérique à allumage commandé sont ensuite analysés en fonction du régime, de la charge et de la position du déphaseur installé sur l’arbre à came d’admission. Enfin, plusieurs modélisations de la phase de croisement des soupapes en approche 0D/1D sont évaluées. L’approche classique de mélange parfait n’étant pas satisfaisante, de nouvelles approches originales sont proposée et testées. Une approche hybride mêlant mélange parfait et déplacement parfait permet d’obtenir des résultats améliorés, après calibration d’un paramètre en fonction du régime et de la charge du moteur. / The amount of residual gas trapped in the cylinder of an internal combustion engine has a huge influence on its behavior (combustion, efficiency, emission,..), in particular for spark ignition engines. Nowadays, it is possible to modify this amount, in particular with variable valve train. However, the experimental assessment of residual gas content and its evaluation with numerical simulation are still challenging. The objective of this study is to propose new methodologies to improve these two aspects. A bibliographical survey is first proposed to give state of the art. It gathers the main parameters influencing residual gas content, the effects of residual gas on engine behavior, experimental procedures and numerical models available for residual gas content estimation. An original system is then developed to measure the amount of residual gas with an in-cylinder gas sampling triggered at the end of compression stroke. The results, obtained on the whole operating map of a naturally aspirated automotive spark ignition engine, are analyzed with respect to engine rotation speed, load and cam phaser position (intake side). Finally, various modeling of valve overlap with a 0D/1D approach are assessed. The standard “perfect mixing” assumption is not fully satisfactory, so that new assumptions are proposed and tested. A hybrid approach combining “perfect mixing” and “perfect displacement” allows for improved agreement with experiments, after calibration of a model parameter with respect to engine rotation speed and load.

In an effort to reduce harmful pollutants emitted by medium and heavy duty diesel engines, stringent emission regulations have been imposed by the Environmental Protection Agency (EPA) and the California Air Resources Board (CARB). Effective aftertreatment thermal management is critical for controlling tail pipe outlevels of NOx and soot, while improved fuel efficiency is also necessary to meet greenhouse gas emissions standards and customer expectations. Engine manufacturers have developed and implemented several engine and non-engine based techniques for emission reduction, a few examples being: exhaust gas recirculation (EGR), use of delayed in-cylinder injections, exhaust throttling, electric heaters and hydrocarbon dosers. This work elaborates the use of variable valve actuation strategies for improved aftertreatment system (ATS) thermal management of a modern medium-duty diesel engine while presenting opportunities for simplification of engine air handling architecture.<div><br></div><div>Experimental results at curb idle demonstrate that exhaust valve profile modulation enables effective ATS warm-up without requiring exhaust manifold pressure (EMP) control. Early exhaust valve opening with internal exhaust gas recirculation (EEVO+iEGR) resulted in 8% lower fuel consumption and reduction in engine out emissions. Late exhaust valve opening with internal EGR in the absence of EMP control was able to reach exhaust temperature of 287^◦C, without a penalty in fuel consumption or emissions compared to conventional thermal management. LEVO combined with EMP control could reach turbine outlet temperature of nearly 460^◦C at curb idle.<br></div><div><br></div><div>LEVO was studied at higher speeds and loads to assess thermal management benefits of LEVO in the absence of EMP control, with an observation that LEVO can maintain desirable thermal management performance up to certain speed/load conditions, and reduction in exhaust flow rate is observed at higher loads due to the inability of LEVO to compensate for loss of boost associated with absence of EMP control.<br></div><div><br></div><div>Cylinder deactivation (CDA) combined with additional valvetrain flexibility results in low emission, fuel-efficient solutions to maintain temperatures of a warmed-up ATS. Late intake valve closing, internal EGR and early exhaust valve opening were studied with both three cylinder and two cylinder operation. Some of these strategies showed additional benefits such as ability to use earlier injections, elimination of external EGR and operation in the absence of exhaust manifold pressure control. Three cylinder operation with LIVC and iEGR is capable of reaching exhaust temperatures in excess of 230^◦C with atleast 9% lower fuel consumption than three cylinder operation without VVA. Three cylinder operation with early exhaust valve opening resulted in exhaust temperature of nearly 340^◦C, suitable for extended idling operation. Two cylinder operation with and without the use of valve train flexibility also resulted in turbine outlet temperature relevant for extended idling (and low load operation), while reducing fuel consumption by 40% compared to the conventional thermal management strategy.<br></div><div><br></div><div>A study comparing the relative merits of internal EGR via reinduction and negative valve overlap (NVO) is presented in order to assess trade-offs between fuel efficient stay-warm operation and engine out emissions. This study develops an understanding of the optimal valve profiles for achieving reinduction/NVO and presents VVA strategies that are not cylinder deactivation based for fuel efficient stay-warm operation. Internal EGR via reinduction is demonstrated to be a more fuel efficient strategy for ATS stay-warm. An analysis of in-cylinder content shows that NOx emissions are more strongly affected by in-cylinder O2 content than by method of internal EGR.<br></div>

In-cylinder thermal barrier materials have been thoroughly investigated for their potential improvements in thermal efficiency in reciprocating internal combustion engines. These materials show improvements both directly in indicated work and indirectly through reduced demand on the cooling system. Many experimental and analytical sources have shown reductions in heat losses to the combustion chamber walls, but converting the additional thermal energy to indicated work has proven more difficult. Gains in indicated work over the expansion stroke could be made, but these were negated by increased compression work and reduced volumetric efficiency due to charge heating. Typically, the only improvements in brake work would come from the pumping loop in turbocharged engines, or from additional exhaust energy extraction through turbine-compounding devices. The concept of inter-cycle wall-temperature-swing holds promise to reap the benefits of insulation during combustion and expansion, while not suffering the penalties incurred with hotter walls during intake and compression. The combination of low volumetric heat capacity and low thermal conductivity would allow the combustion chamber surface temperature to quickly respond to the gas temperature throughout combustion. Surface temperatures are capable of rising in response to the spike in heat flux, thereby minimizing the temperature difference between the gas and wall early in the expansion stroke when the greatest conversion of thermal energy to mechanical work is possible. The combination of low heat capacity and thermal conductivity is essential in allowing this temperature increase during combustion, and in enabling the surface to cool during expansion and exhaust to avoid harmfully affecting engine volumetric efficiency during the intake stroke and minimizing compression work performed on the next stroke. In this thesis, thermal and thermodynamic models are constructed in an attempt to predict the effects of material properties in the walls, and to characterize the effects of heat transfer at different portions of the cycle on indicated work, volumetric efficiency, exhaust energy and gas temperatures of a reciprocating internal combustion engine. The expected impact on combustion knock in spark-ignited engines was also considered, as this combustion mode was the basis for the experimental engine testing performed. Conventional insulating materials were evaluated to benchmark the current state-of-the-art, and to gain experience in the analysis of materials with temperature-swing capability. Unfortunately, the effects of permeable porosity within the conventional coating on heat losses, fuel absorption and compression ratio tended to mask the effects of temperature swing. The individual impact of each of these loss mechanisms on engine performance was analyzed, and the experience helped to further refine the necessary traits of a successful temperature-swing material Finally, from the learnings of this analysis phase, a novel material was created and applied to the piston surface, intake valve faces, and exhaust valve faces. Engine data was taken with these coated components and compared to an un-coated baseline. While some of the test pieces physically survived the testing, analysis of the data suggests that they were not fully sealed and suffered from the same permeability losses that affected the conventional insulation. Further development is necessary to arrive at a robust, effective solution for minimizing heat transfer through wall temperature swing in reciprocating internal combustion engines. The success of temperature-swing thermal barrier materials requires very low thermal conductivity, heat capacity, and appropriate insulation thickness, as well as resilient sealing of any porous volume within the coating to avoid additional heat and fuel energy losses throughout the cycle. / Los materiales aislantes han sido investigados a fondo por sus posibles mejoras en la eficiencia térmica de los motores de combustión interna alternativos. Estas mejoras se ven reflejadas tanto directamente en el trabajo indicado como indirectamente a través de la reducción del sistema de refrigeración del propio motor. Diferentes estudios, tanto experimentales como analíticos, han mostrado la reducción en la transferencia de calor a través de las paredes de la cámara de combustión mediante la utilización de estos materiales. Sin embargo, demostrar la conversión de la energía térmica adicional en trabajo indicado ha resultado más difícil. En ciertos estudios se pudieron obtener mejoras en el trabajo indicado durante la carrera de expansión, pero éstas fueron reducidas debido a un menor rendimiento volumétrico debido al calentamiento de la carga durante el proceso de admisión y un mayor trabajo en la carrera de compresión. Típicamente, las únicas mejoras en el trabajo al freno provendrían de la reducción de pérdidas por bombeo en los motores turboalimentados, o de la extracción de la energía adicional de los gases de escape a través de turbinas. El concepto de los materiales con oscilación de la temperatura durante el ciclo motor intenta aprovechar los beneficios del aislamiento durante los procesos de combustión y expansión, mitigando las perdidas por el incremento de la temperatura de las paredes durante la admisión y la compresión. La combinación de baja capacidad calorífica y baja conductividad térmica permitiría que la temperatura de la superficie de la cámara de combustión respondiera rápidamente a la temperatura del gas durante el proceso de combustión. Las temperaturas de la superficie son capaces de aumentar en respuesta al pico de flujo de calor, minimizando así la diferencia de temperatura entre el gas y la pared en la carrera de expansión cuando es posible la mayor conversión de energía térmica en trabajo mecánico. La combinación de baja capacidad calorífica y conductividad térmica es también esencial para permitir este aumento de temperatura durante la combustión y para permitir que la superficie se enfríe durante la expansión y el escape para no perjudicar así el rendimiento volumétrico del motor durante la carrera de admisión y minimizar el trabajo de compresión realizado en el siguiente ciclo. En esta tesis se han desarrollado modelos térmicos y termodinámicos para predecir los efectos de las propiedades de los materiales en las paredes y caracterizar los efectos de la transferencia de calor en diferentes partes del ciclo sobre el trabajo indicado, el rendimiento volumétrico, la energía en los gases de escape y las temperaturas del gas para un motor de combustión interna alternativo. También se ha evaluado el impacto del uso de estos materiales en el knock en motores de combustión de encendido provocado, ya que los estudios experimentales de esta tesis se realizaron en un motor de estas características. Durante la investigación se evaluaron materiales aislantes convencionales para comprender el estado actual de esta técnica y para adquirir también experiencia en el análisis de materiales aislantes con oscilación de temperatura. Desafortunadamente, los efectos de la permeabilidad a través de la porosidad del material en los recubrimientos convencionales, la absorción de combustible y la relación de compresión tendieron a ocultar los efectos de la oscilación de la temperatura y la reducción de la transferencia de calor a través de las paredes. Así pues, se analizó el impacto individual de cada uno de estos mecanismos y su influencia en el rendimiento del motor para así definir un nuevo material con las características necesarias que mejorasen el aislante con de oscilación de temperatura. Finalmente, a partir de los estudios de esta fase de análisis, se creó un nuevo material y se aplicó a la superficie del pistón y a la supe / Els materials aïllants han estat investigats a fons per les seves possibles millores en l'eficiència tèrmica en el motors de combustió interna alternatius. Aquestes millores es veuen reflectides tant directament en el treball indicat com indirectament a través de la reducció del sistema de refrigeració del propi motor. Diferents estudis, tant experimentals com analítics, han mostrat la reducció en la transferència de calor a través de les parets de la cambra de combustió mitjançant la utilització d'aquests materials. No obstant això, demostrar la conversió de l'energia tèrmica addicional en treball indicat ha resultat més difícil. En certs estudis es van poder obtenir millores en el treball indicat durant la carrera d'expansió, però aquestes van ser reduïdes a causa d'un menor rendiment volumètric causat de l'escalfament de la càrrega durant el procés d'admissió i un major treball en la carrera de compressió. Típicament, les úniques millores en el treball al fre provindrien de la reducció de pèrdues per bombeig en els motors turbo alimentats, o de l'extracció addicional de l'energia dels gasos d'escapament a través de turbines. El concepte dels materials amb oscil·lació de la temperatura durant el cicle motor intenta aprofitar els beneficis de l'aïllament durant els processos de combustió i expansió, mitigant les perdudes per l'increment de la temperatura de les parets durant l'admissió i la compressió. La combinació de baixa capacitat calorífica i baixa conductivitat tèrmica permetria que la temperatura de la superfície de la cambra de combustió respongués ràpidament a la temperatura del gas durant el procés de combustió. Les temperatures de la superfície són capaços d'augmentar en resposta al flux de calor, minimitzant així la diferència de temperatura entre el gas i la paret en la carrera d'expansió quan és possible la major conversió d'energia tèrmica en treball mecànic. La combinació de baixa capacitat calorífica i conductivitat tèrmica és també essencial per permetre aquest augment de temperatura durant la combustió i el refredament de la superfície durant l'expansió i l'escapament per no perjudicar així el rendiment volumètric del motor durant la carrera d'admissió i minimitzar el treball de compressió realitzat en el següent cicle. En aquesta tesi s'han desenvolupat models tèrmics i termodinàmics per predir els efectes de les propietats dels materials en les parets i caracteritzar els efectes de la transferència de calor en diferents parts del cicle sobre el treball indicat, el rendiment volumètric, l'energia en els gasos d'escapament i les temperatures del gas per un motor de combustió interna alternatiu. També s'ha avaluat l'impacte d'aquests materials en el knock en motors de combustió d'encesa provocada, ja que les proves experimentals d'aquesta tesi es van realitzar en un motor d'aquestes característiques. Durant la investigació es van avaluar materials aïllants convencionals per comprendre l'estat actual d'aquesta tècnica i per adquirir també experiència en l'anàlisi de materials aïllants amb oscil·lació de temperatura. Desafortunadament, els efectes de la permeabilitat a través de la porositat del material en el recobriment convencional, l'absorció de combustible i la relació de compressió van tendir a ocultar els efectes de l'oscil·lació de la temperatura i la reducció de la transferència de calor a través de les parets. Així doncs, es va analitzar l'impacte individual de cada un d'aquests mecanismes i la seva influència en el rendiment del motor per així definir un nou material amb les característiques necessàries que milloressin el aïllant d'oscil·lació de temperatura. Finalment, a partir dels estudis d'aquesta fase d'anàlisi, es va crear un nou material i es va aplicar a la superfície del pistó i a la superfície interna de les vàlvules d'admissió i d'escapament. Les dades de motor es van prendre a / Andruskiewicz, PP. (2017). ANALYTICAL AND EXPERIMENTAL INVESTIGATION OF TEMPERATURE-SWING INSULATION ON ENGINE PERFORMANCE [Tesis doctoral no publicada]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/90467 / TESIS

This thesis deals with valveless reciprocating pumps. Within the thesis several designs of pump geometry are demonstrated. Their parameters were obtained using computational fluid dynamics. Reciprocating piston movement was simulated by time dependent inlet boundary condition or by dynamic mesh. The individual variants were compared mainly from point of view of volumetric efficiency, which was the main evaluated parameter. Results of calculations are presented as dependencies of volumetric efficiency on frequency and amplitude of piston motion and on value of backpressure. Two variants of the prototype pump geometry were manufactured to experimentally validate parameters obtained from calculations. Volumetric efficiency together with hydraulic efficiency were evaluated from measured data.

Content of this master thesis is analysis of torsional vibration of the three cylinder engine with balancing shaft. In theoretical part of the thesis the kinematic and dynamic description of the cranktrain mechanism is included. The formation of unbalancing of the engine and methods of balancing are described in the theoretical part as well. In practical part of the thesis the analytical calculation of torsional vibration is provided. Simulation of the engine model in multibody software Adams/Engine was used as the other way of torsional vibration analysis. In the result part of the thesis the comparison of the both way of analysis were discussed. Last step of the thesis was design proposal of the torsional vibration damper done by the analytical calculation.

The master´s thesis is focused on the design of the intake and exhaust ducts for V8 engine. Home work is focused on the description of the construction of the intake and exhaust pipes for a given engine. Another part deals with creating a thermodynamic model of the engine, and the design of the intake and exhaust pipes. The last part deals with verifying the proposed pipeline construction.

The aim of this thesis is design crankshaft for four-cylinder diesel engine with cylinder deactivation. Further, to perform stress analysis of designed crankshaft with considering torsional vibration.

The aim of this diploma thesis is design of configuration and balancing of crankshaft which is determined for four-cylinder gasoline engine. The thesis investigates kinematics, dynamics and possible ways of balancing the inertial forces and moments of the rotating and sliding parts of the central crank mechanism. Subsequently, the 3D CAD model is designed according to the presented drawing. It is transformed into a spare torsion system, from which the calculations of its own and forced torsional vibrations are based. The proposed 3D CAD model is then spatially transmitted in the FEA software Ansys Workbench and modified (boundary conditions, etc.) in the FEA software Ansys Mechanical APDL so that it can be calculated according to the selected LSA method. From the selected results of the LSA method, the crankshaft safety factor against fatigue damage is calculated.