<p>In Chapter 2, an experiment has been developed to investigate the passive pre-chamber jet ignition process in gasoline engine configurations and low-load operating conditions. The apparatus adopted a modified 4-cylinder 2.0L gasoline engine to enable single-cylinder operation. To reduce the complexity, the piston position was fixed at a predefined position relative to the top dead center (TDC) to simulate thermodynamic conditions at ignition and injection timings. High-speed Infrared (IR) imaging was applied to visualize the jet penetration and ignition process inside the main cylinder and to investigate the cyclic spatial variability. Two passive pre-chambers with different total nozzle areas and numbers of nozzles were used. In addition, the pre-chamber volume and pressure at ignition timing were varied to examine their effect on jet ignition performance. Misfire behavior was observed in the main chamber of all test cases, and the results suggested that the main cause is a high Residual Mass Fraction (RMF) in the pre-chamber affecting the subsequent cycle. A larger total nozzle area, smaller volume, higher pressure, and fuel-lean operation tended to mitigate the misfire behavior. For a test case with a spark pressure of 6 bar, a reduced cyclic variability in terms of coefficient of variation peak cylinder pressure (COVPmax) from 10.03% to 7.38% and combustion phasing variation from 81 crank angle degree (CAD) to 12 CAD were observed with increasing pre-chamber volume-to-area (V/A) ratio from 59.37 m to 103.11 m, but slightly higher misfire frequency was observed, from 46.67% to 50.00%, suggesting an accurate combination of pre-chamber design parameters is needed to improve overall performance at low-load operation.</p> <p>In Chapter 3, it examines the influence of passive pre-chamber nozzle diameter and dilution level on jet formation and engine performance. Utilizing a modified constant-volume gasoline direct injection engine with an optically-accessible piston, we tested three passive pre-chambers with nozzle diameters of 1.2, 1.4, and 1.6 mm, while nitrogen dilution varied from 0 to 20%. With the help of high-speed imaging, we captured pre-chamber jet formations and subsequent flame propagation within the main chamber. Our novel findings reveal that asymmetric temporal and spatial jet formation patterns arising from pre-chambers significantly impact engine performance. The larger nozzle diameter pre-chambers exhibited the least variation in jet formation due to their improved scavenging and main mixture filling processes, but had the slowest jet velocity and lowest jet penetration depth. At no dilution condition, the 1.2 mm-PC demonstrated superior performance attributed to higher pressure build-up in the pre-chamber, resulting in accelerated jet velocity and increased jet penetration depth. However, at high dilution condition, the 1.6 mm-PC performed better, highlighting the importance of scavenging and symmetry jet formation. This study emphasizes the importance of carefully selecting the pre-chamber nozzle diameter, based on the engine's operating conditions, to achieve an optimal and balanced configuration that can improve both jet formation and jet characteristics, as well as scavenging.</p> <p>In Chapter 4, it investigates the influence of passive pre-chamber nozzle diameter on jet ignition and subsequent main chamber combustion under varying load conditions and dilution levels using a constant-volume optical gasoline direct injection engine. The results reveal that as the load decreases, both fuel availability and flow conditions deteriorate, leading to delayed and inferior jet characteristics that affect main chamber ignition and combustion processes. In high and medium load conditions without dilution, the smallest nozzle diameter pre-chamber (1.2mm-PC) shows improved jet ignition and main combustion due to earlier jet ejection, enhanced penetration, and intensified jet. This is facilitated by the smaller nozzle diameter enabling faster and higher pre-chamber pressurization. Conversely, under low load conditions, the largest nozzle diameter pre-chamber (1.6mm-PC) performs better, likely due to improved scavenging and reduced residual levels, resulting in less compromised pre-chamber combustion and subsequent jet characteristics. The nozzle diameter also has a significant impact on cycle-to-cycle variations, with smaller diameters enhancing jet ignition performance but increasing variability. The effect of external residuals (dilution) on jet ignition performance varies depending on the nozzle diameter, with the 1.6mm-PC exhibiting less degradation and demonstrating earlier jet ejection and CA50 timing compared to smaller nozzle diameter pre-chambers at higher dilution conditions. The improved scavenging and relatively lower residual levels in the larger nozzle diameter pre-chamber contribute to its increased resistance to dilution and potential extension of dilution tolerance.</p> <p>In Chapter 5, it presents an analysis of the effects of pre-chamber nozzle orientation on dilution tolerance in a constant-volume optical engine. Using a combination of experimental and numerical methodologies, we provide novel insights into how variations in nozzle number, orientation, and size influence combustion performance under different dilution conditions. The findings reveal that an increase in the number of nozzles, for a fixed A/V ratio, tends to enhance ignition performance and stability across a range of dilution scenarios, primarily due to an increase in ignition points and a larger ignition surface area. Meanwhile, swirling pre-chambers, despite their potential to boost initial combustion performance at no dilution condition, may limit dilution tolerance due to the complexity of their internal flow dynamics and increased heat loss through nozzle surfaces. Furthermore, pre-chambers combining swirling and straight nozzle orientations fail to synergize the benefits of each type, and instead, exacerbate challenges such as heat loss, flame quenching, and unfavorable flow dynamics. These findings emphasize the complexity and nuanced trade-offs involved in optimizing pre-chamber design for improved dilution tolerance and suggest potential directions for future research in this area.</p> <p>In Chapter 6, it investigates the behavior of pre-chamber knock in comparison to traditional spark ignition engine knock, using a modified constant-volume gasoline engine with an optically-accessible piston. The aim is to provide a deeper understanding of pre-chamber knock combustion and its potential for mitigating knock. Five passive pre-chambers with different nozzle diameters, volumes, and nozzle numbers were tested, and nitrogen dilution was varied from 0 to 10%. The stochastic nature of knock behavior necessitates the use of statistical methods, leading to the proposal of a high-frequency band-pass filter (37-43 kHz) as an alternative pre-chamber knock metric. Pre-chamber knock combustion was found to exhibit fewer strong knock cycles compared to SI engines, indicating its potential for mitigating knock intensity. High-speed images revealed pre-chamber knock primarily occurs near the liner, where end-gas knock is typically exhibited. The study identified that increasing pre-chamber nozzle diameter resulted in a larger dispersion of knock cycles and more severe knock intensity, likely due to shorter jet penetration depth requiring more time for end-gas consumption. Strategies for mitigating knock in pre-chamber combustion systems include reducing the pre-chamber volume for a fixed A/V ratio and increasing dilution level. The results of this study offer valuable insights for developing effective knock mitigation approaches in pre-chamber combustion systems, contributing to the advancement of more efficient and reliable engines.</p> <p>In Chapter 7, a numerical investigation of different premixed gaseous injection strategies was performed to understand their impact on the scavenging and mixture formation of an air-fuel premixed pre-chamber with high exhaust gas recirculation (EGR) operations. EGR dilution is effective for reducing coolant heat loss, pumping work at throttled conditions, and mitigates knock at high-load conditions, thus increasing engine efficiency. To further extend the EGR limit of an air-fuel premixed pre-chamber engine, the effects of different injection strategies (including timing, duration, pressure, pre-chamber volume, and hardware) on the EGR level, trap efficiency, and parasitic loss were determined. Regardless of injection duration and upstream pressure, injecting too early not only increased the amount of the injected premixed gas leaking into the main chamber but also was inefficient in reducing the EGR level in the pre-chamber. To reduce the EGR level in the pre-chamber to a level where successful ignition and combustion of the pre-chamber mixture is possible, the injection timing should be delayed to be close to the ignition timing. A premixed air-fuel injection is thus proposed to reduce the time required for air-fuel mixing in the pre-chamber. With a delayed end of injection (EOI), both leakage amount and EGR level were reduced compared to the cases with earlier injection timings. The results show that an injection with 15 bar upstream pressure, 20 CA duration, EOI of −20 CAD aTDC (ignition timing), and with guided injection hardware for the base pre-chamber volume resulted in about 0.17% air compression parasitic loss, over a 94% trap efficiency, at the same time maintaining the mean EGR level in the pre-chamber below 20%, ensuring good pre-chamber combustion. With a 50% increase in pre-chamber volume from the base case, the parasitic loss increased by 65% (from 0.17% to 0.28% loss), indicating a problem with a larger pre-chamber with a separate air valve and injector.</p>

<p dir="ltr">A three-dimensional numerical model was developed using the commercial CFD code CONVERGE to study the gas-dynamic interactions between the two chambers in a gasoline engine. The geometry and parameters of the engine used were based on a modified turbocharged GM four-cylinder 2.0 L GDI gasoline engine. Pre-chambers with nozzle diameters of 0.75 mm and 1.5 mm were used to investigate the effect of pre-chamber geometry on pre-chamber charging, combustion, and jet formation. The local developments of gas temperature and velocity were captured by adaptive mesh refinement, while the turbulence was resolved with the k-epsilon model of the Reynolds averaged Navier–Stokes (RANS) equations. The combustion process was modeled with the extended coherent flamelet model (ECFM). Data from engine experiments were compared with the computed main chamber pressures and heat release rates, and the results show good consistency with the model calculations. The scavenging and air–fuel equivalence ratio (λ) distribution of the pre-chambers improved with the larger nozzle, while the smaller nozzle generated jets with higher velocity, greater turbulence kinetic energy, and longer penetration length. Moreover, after the primary jet formation, secondary pre-chamber charging, combustion, and secondary jet formation were observed.</p><p dir="ltr">Two active PC injection strategies were designed to investigate the effect of injected hydrogen mass and PC mixture air-to-fuel equivalence ratio λ on PC combustion, jet formation, and main-chamber combustion. Stoichiometric or rich hydrogen/oxygen mixtures are actively injected into the pre-chamber to enhance the combustion processes in the pre-chamber and the main chamber. A three-dimensional numerical engine model is developed using the commercial CFD code CONVERGE. The engine geometry and parameters adopt a modified GM 4-cylinder 2.0L GDI gasoline engine. The local developments of gas temperature and velocity are resolved with the adaptive mesh refinement (AMR). The turbulence of the flow is computed with the k-epsilon model of the Reynolds averaged Navier–Stokes (RANS) equations. The turbulent combustion process is modeled with the extended coherent flamelet model (ECFM). Numerical results such as main chamber pressures and heat release rates are compared with experimental measurements, showing good consistency. Detailed analysis is performed to study the effect of the active pre-chamber injection with hydrogen on jet properties and turbulence chemistry interactions. An EGR limit of 36% was observed by injecting a stoichiometric hydrogen-oxygen mixture into the pre-chamber due to its high laminar flame speed and adiabatic flame temperature.</p>

Naturally aspirated petrol engine, pressure losses, EGR, low-pressure EGR, water injection, power increasing, BSFC, GT-Power, thermodynamic model, engine knock

[ES] El transporte por carretera es uno de los sectores que más contribuyen al cambio climático. Por ello, muchos gobernantes a nivel mundial están promoviendo una transición hacia medios de transporte sostenibles que no dependan de combustibles fósiles. Sin embargo, debido a la falta de competitividad de las alternativas actuales, no parece factible, en el corto plazo, reducir significativamente el uso de los motores de combustión. Así pues, es probable que los motores de gasolina (MEP) mantengan su papel dominante en el sector automotriz durante los próximos años. De ahí que sea crucial seguir mejorando estos motores a fin de reducir su huella de carbono. Actualmente, es habitual fabricar motores MEP de pequeña cilindrada ("downsizing") con sistemas de sobrealimentación e inyección directa, a fin de reducir el consumo de combustible y las emisiones de CO2. Además, en la última década, se ha demostrado que la recirculación de gases de escape (EGR) puede mejorar la eficiencia de los motores MEP entre un 3 % y un 6 %, dependiendo del grado de carga. Como desventaja, para poder extraer todo el potencial de la estrategia EGR, es necesario trabajar con altas tasas de EGR, lo que puede causar ciertos problemas en condiciones transitorias. En esta tesis, se ha demostrado que el uso de altas tasas de EGR a través de sistemas de baja presión en motores MEP turboalimentados puede ralentizar la respuesta del motor y provocar fallos de encendido durante maniobras de aceleración y desaceleración, respectivamente. Con la entrada en vigor de nuevos procedimientos de homologación de vehículos, como el WLTP (Worldwide harmonized Light vehicle Test Procedure), donde las operaciones transitorias tienen un peso importante, los fabricantes buscan que sus motores consuman y emitan menos en un amplio rango de condiciones de operación, tanto estacionarias como transitorias. Por ello, el objetivo principal de esta tesis es analizar y optimizar el funcionamiento, en condiciones transitorias, de los motores MEP que operan con altas tasas de EGR. Para ello, se ha empleado un motor de gasolina (Euro 6) de 1.3l turboalimentado con inyección directa, distribución variable y turbina de geometría variable. Se ha desarrollado un modelo unidimensional (1D) del motor para el estudio de la fluidodinámica y los fenómenos de transporte en su interior. Por otro lado, se ha ensayado el motor para calibrar el modelo 1D y evaluar aspectos difícilmente predecibles con dicho modelo, como las emisiones contaminantes y la estabilidad de la combustión. Previo al estudio en condiciones transitorias, el motor fue calibrado con EGR, y se realizaron simulaciones para determinar el consumo de un vehículo convencional y otro híbrido, ambos con EGR, durante un ciclo WLTP. Finalmente, se concluyó que ciertas estrategias orientadas a mejorar el proceso de renovación de la carga pueden resolver la problemática del uso del EGR en condiciones transitorias. Eso sí, implementar dichas estrategias conllevaría un aumento en complejidad y costes. / [CA] El transport per carretera és un dels sectors que més contribueixen al canvi climàtic. Per això, molts governants a nivell mundial estan promovent una transició cap a mitjans de transport sostenibles que no depenguen de combustibles fòssils. No obstant això, a causa de la falta de competitivitat de les alternatives actuals, no sembla factible, en el curt termini, reduir significativament l'ús dels motors de combustió. Així doncs, és probable que els motors de gasolina (MEP) mantinguen el seu paper dominant en el sector automotriu durant els pròxims anys. D'ací ve que siga crucial continuar millorant aquests motors a fi de reduir la seua petjada de carboni. Actualment, és habitual fabricar motors MEP de xicoteta cilindrada ("downsizing") amb sistemes de sobrealimentació i injecció directa, a fi de reduir el consum de combustible i les emissions de CO2. A més, en l'última dècada, s'ha demostrat que la recirculació de gasos d'escapament (EGR) pot millorar l'eficiència dels motors MEP entre un 3% i un 6%, depenent del grau de càrrega. Com a desavantatge, per a poder extraure tot el potencial de l'estratègia EGR, és necessari treballar amb altes taxes de EGR, la qual cosa pot causar uns certs problemes en condicions transitòries. En aquesta tesi, s'ha demostrat que l'ús d'altes taxes de EGR a través de sistemes de baixa pressió en motors MEP turboalimentats pot alentir la resposta del motor i provocar fallades d'encesa durant maniobres d'acceleració i desacceleració, respectivament. Amb l'entrada en vigor de nous procediments d'homologació de vehicles, com el WLTP (Worldwide harmonized Light vehicle Test Procedure), on les operacions transitòries tenen un pes important, els fabricants busquen que els seus motors consumisquen i emeten menys en un ampli rang de condicions d'operació, tant estacionàries com transitòries. Per això, l'objectiu principal d'aquesta tesi és analitzar i optimitzar el funcionament, en condicions transitòries, dels motors MEP que operen amb altes taxes de EGR. Per a això, s'ha emprat un motor de gasolina (Euro 6) de 1.3l turboalimentat amb injecció directa, distribució variable i turbina de geometria variable. S'ha desenvolupat un model unidimensional (1D) del motor per a l'estudi de la fluidodinàmica i els fenòmens de transport en el seu interior. D'altra banda, s'ha assajat el motor per a calibrar el model 1D i avaluar aspectes difícilment predictibles amb aquest model, com les emissions contaminants i l'estabilitat de la combustió. Previ a l'estudi en condicions transitòries, el motor va ser calibrat amb EGR, i es van realitzar simulacions per a determinar el consum d'un vehicle convencional i un altre híbrid, tots dos amb EGR, durant un cicle WLTP. Finalment, es va concloure que unes certes estratègies orientades a millorar el procés de renovació de la càrrega poden resoldre la problemàtica de l'ús del EGR en condicions transitòries. Això sí, implementar aquestes estratègies comportaria un augment en complexitat i costos. / [EN] Road transport is a major contributor to climate change. However, given the lack of competitiveness of fossil fuel-free alternatives, it does not seem possible to reduce the dependence on the internal combustion engine (ICE) as rapidly as planned by the authorities. Advanced gasoline engines will therefore hold a high market share in the automobile industry in the following years, at least during the next decade, either working in conventional or hybrid powertrains. Hence it is essential to keep improving these engines to reduce the negative impact of light-duty vehicles on the environment. The most used strategy to reduce fuel consumption and CO2 emissions in current spark-ignition (SI) gasoline engines is downsizing combined with direct injection (DI). Besides, downsizing must go hand in hand with turbocharging to maintain peak power. It is also proven that exhaust gas recirculation (EGR) can improve fuel economy in SI engines by 3-6% at medium and high loads. As a disadvantage, extracting the full benefit from EGR requires operating with high recirculation rates (close to the EGR dilution limit), leading to some issues under transient conditions. In this thesis, it is demonstrated that high EGR operation through long-route systems in turbocharged engines can potentially originate combustion instabilities and poor engine response during load-decrease (tip-out) and load-increase (tip-in) maneuvers, respectively. Transient operations are especially important for manufacturers since the implementation of the Worldwide harmonized Light vehicle Test Procedure (WLTP). The present thesis is therefore devoted to analyzing and optimizing the gasoline engine performance under high EGR conditions during relevant transient maneuvers. To this end, a Euro-6 1.3L turbocharged DI SI gasoline engine with a variable geometry turbine was employed. A 1D model of this ICE was developed to assess fluid dynamics and transport phenomena. Engine tests were also performed to validate the 1D model and evaluate torque response, combustion stability, and raw exhaust emissions. Before addressing the study of transient maneuvers, the engine calibration with EGR was carried out, and 0D conventional and hybrid vehicle simulations were done to determine the EGR benefit in fuel economy under WLTP driving conditions. Finally, tip-in and tip-out results revealed that some air management strategies are effective in meeting the transient EGR challenges in SI engines, but at the expense of increased complexity and costs. / González Domínguez, D. (2023). Analysis and Optimization of the Transient Operation of Gasoline Turbocharged Direct Injection Engines Under High EGR Conditions [Tesis doctoral]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/193852

L'endothéline-1 (ET-1) et l'angiotensine II (Ang II) jouent un rôle important dans le maintien de la pression artérielle et l'homéostasie vasculaire. Une activité accrue de ces peptides vasoactifs est présumée contribuer au développement de pathologies vasculaires, telles que l'hypertension, l'athérosclérose, l'hypertrophie et la resténose. Ceci est causé par une activation excessive de plusieurs voies de signalisation hypertrophiques et prolifératives, qui incluent des membres de la famille des Mitogen Activated Protein Kinases (MAPK), ainsi que la famille phosphatidylinositol 3-kinase (PI3-K) / protéine kinase B (PKB). Bien que l'activation de ces voies de signalisation soit bien élucidée, les éléments en amont responsables de l'activation des MAPK et de la PKB, induite par l'ET-1 et Ang II, demeurent mal compris. Durant les dernières années, le concept de la transactivation de récepteurs et/ou non-récepteurs protéines tyrosine kinases (PTK) dans le déclenchement des événements de signalisation induits par les peptides vasoactifs a gagné beaucoup de reconnaissance. Nous avons récemment démontré que la PTK Insulin-like Growth Factor type-1 Receptor (IGF-1R) joue un rôle dans la transduction des signaux induits par l‟H2O2, menant à la phosphorylation de la PKB. Étant donné que les peptides vasoactifs génèrent des espèces réactives d'oxygène, telles que l‟H2O2 lors de leur signalisation, nous avons examiné le rôle de d‟IGF-1R dans la phosphorylation de la PKB et les réponses hypertrophiques dans les cellules muscle lisse vasculaires (CMLV) induites par l'ET-1 et Ang II. AG-1024, un inhibiteur spécifique de l'IGF-1R, a atténué la phosphorylation de la PKB induite à la fois par l'ET-1 et Ang II. Le traitement des CMLVs avec l‟ET-1 et Ang II a également induit une phosphorylation des résidus tyrosine dans les sites d'autophosphorylation d'IGF-1R, celle-ci a été bloquée par l‟AG-1024. En outre, l‟ET-1 et l‟Ang II on tous les deux provoqué la phosphorylation de c-Src, une PTK non-récepteur, bloqué par PP-2, inhibiteur spécifique de la famille Src. La PP-2 a également inhibé la phosphorylation de PKB et d‟IGF-1R induite par l‟ET-1 et l‟Ang II. De plus, la synthèse de protéines ainsi que d‟ADN, marqueurs de la prolifération cellulaire et de l'hypertrophie, ont également été atténuée par l‟AG-1024 et le PP-2. Bien que ce travail démontre le rôle de c-Src dans la phosphorylation PKB induite par l'ET-1 et Ang II, son rôle dans l'activation des MAPK induit par l'ET-1 dans les CMLVs reste controversé. Par conséquent, nous avons examiné l'implication de c-Src dans l'activation de ERK 1/2, JNK et p38MAPK, par l'ET-1 et Ang II, ainsi que leur capacité à régulariser l'expression du facteur de transcription Early growth transcription factor-1 « Egr-1 ». ET-1 et Ang II ont induit la phosphorylation de ERK 1/2, JNK et p38 MAPK, et ont amplifié l'expression d'Egr-1 dans les CMLVs. Cette augmentation de la phosphorylation des MAPK a été diminuée par la PP-2, qui a aussi atténué l'expression d'Egr-1 induite par l'ET-1 et l'Ang II. Une preuve supplémentaire du rôle de c-Src dans ce processus a été obtenue en utilisant des fibroblastes embryonnaires de souris déficientes en c-Src (Src -/- MEF). L'expression d'Egr-1, ainsi que l'activation des trois MAPKs par l'ET-1 ont été atténuées dans les cellules Src -/- par rapport au MEF exprimant des taux normaux Src. En résumé, ces données suggèrent que l'IGF-1R et c-Src PTK jouent un rôle essentiel dans la régulation de la phosphorylation de PKB et des MAPK dans l‟expression d'Egr-1, ainsi que dans les réponses hypertrophiques et prolifératives induites par l'ET-1 et Ang II dans les CMLVs. / Endothelin-1 (ET-1) and angiotensin II (Ang II) play important roles in maintaining blood pressure and vascular homeostasis, and a heightened activity of these vasoactive peptides is thought to contribute to the development of vascular pathologies, such as hypertension, atherosclerosis, hypertrophy and restenosis. This is caused by an excessive activation of several growth and proliferative signaling pathways, which include members of the mitogen-activated protein kinase (MAPK) family, as well as the phosphatidylinositol 3-kinase (PI3-K)/protein kinase B (PKB) pathway. While the activation of these signaling pathways is well elucidated, the upstream elements responsible for ET-1 and Ang II-induced MAPK and PI3-K/PKB activation remain poorly understood. During the last several years, the concept of transactivation of receptor and/or non-receptor protein tyrosine kinases (PTK) in triggering vasoactive peptide-induced signaling events has gained much recognition. We have recently demonstrated that insulin-like growth factor-1 receptor (IGF-1R) plays a role in tranducing the effect of H2O2, leading to PKB phosphorylation. Since vasoactive peptides elicit their responses through generation of reactive oxygen species, including H2O2, we investigated whether IGF-1R transactivation plays a similar role in ET-1 and Ang II-induced PKB phosphorylation and hypertrophic responses in VSMC. AG-1024, a specific inhibitor of IGF-1R, attenuated both ET-1 and Ang II-induced PKB phosphorylation in a dose-dependent manner. ET-1 and Ang II treatment also induced the phosphorylation of tyrosine residues in the autophosphorylation sites of IGF-1R, which was blocked by AG-1024. In addition, both ET-1 and Ang II evoked tyrosine phosphorylation of c-Src, a non-receptor PTK, and pharmacological inhibition of c-Src PTK activity by PP-2, a specific inhibitor of Src-family tyrosine kinase, significantly reduced PKB phosphorylation as well as tyrosine phosphorylation of IGF-1R induced by the two vasoactive peptides. Furthermore, protein and DNA synthesis, markers of cell growth and proliferation, enhanced by ET-1 and Ang II were also attenuated by AG-1024 and PP-2. While this work demonstrates the role of c-Src in ET-1 and Ang II-induced PKB phosphorylation, its role in ET-1-induced MAPK signaling and regulation of transcription factors, such as early growth response factor-1 (Egr-1), which was recently shown to be expressed in atherosclerotic plaque, remains controversial in VSMC. Therefore, we have also investigated the involvement of c-Src in ET-1 and Ang II-induced ERK 1/2, JNK and p38mapk activation, as well as Egr-1 regulation. ET-1 and Ang II-induced the phosphorylation of ERK 1/2, JNK and p38mapk, and enhanced the expression of Egr-1 in aortic VSMC. This increased phosphorylation was decreased by PP-2. Further proof for the role of c-Src in this process was obtained by using mouse embryonic fibroblasts (MEF) deficient in c-Src (Src -/- MEF). ET-1-induced Egr-1 expression, as well as MAPK activation, were found to be downregulated in Src -/- MEF, as compared to MEF expressing normal Src levels. In summary, these data demonstrate that IGF-1R and c-Src PTK play a critical role in mediating both PKB and MAPK phosphorylation and Egr-1 expression, as well as hypertrophic and proliferative responses induced by ET-1 and Ang II in VSMC.

L’arthrose ou ostéoarthrose (OA) est l’affection rhumatologique la plus fréquente au monde. Elle est caractérisée principalement par une perte du cartilage articulaire et l’inflammation de la membrane synoviale. L’interleukine (IL)-1ß, une cytokine pro-inflammatoire, joue un rôle très important dans la pathogenèse de l’OA. Elle exerce son action en induisant l’expression des enzymes cyclo-oxygénase 2 (COX-2), prostaglandine E synthétase microsomale 1 (mPGES-1) et l’oxyde nitrique synthétase inductible (iNOS) ainsi que la production de la prostaglandine E2 (PGE2) et de l’oxyde nitrique (NO). Ces derniers (PGE2 et NO) contribuent à la synovite et la destruction du cartilage articulaire par leurs effets pro-inflammatoires, pro-cataboliques, anti-anaboliques, pro-angiogéniques et pro-apoptotiques. Les modifications épigénétiques, telles que la méthylation de l’ADN, et l’acétylation et la méthylation des histones, jouent un rôle crucial dans la régulation de l’expression des gènes. Parmi ces modifications, l’acétylation des histones est la plus documentée. Ce processus est contrôlé par deux types d’enzymes : les histones acétyltransférases (HAT) qui favorisent la transcription et les histones déacétylases (HDAC) qui l’inhibent. L’objectif de ce travail est d’examiner le rôle des enzymes HDAC dans la régulation de l’expression de la COX-2, mPGES-1 et iNOS. Nous avons montré qu’au niveau des chondrocytes, les inhibiteurs des HDAC (iHDAC), trichostatine A (TSA) et butyrate de sodium (NaBu), suppriment l’expression de la COX-2 et iNOS au niveau de l’ARNm et protéique, ainsi que la production de la PGE2 et du NO, induites par l’IL-1ß. L’effet inhibiteur à lieu sans affecter l’activité de liaison à l’ADN du facteur de transcription NF-κB (nuclear factor κ B). La TSA et le NaBu inhibent également la dégradation induite par l’IL-1ß des protéoglycanes au niveau du cartilage. Nous avons également montré, qu’au niveau des fibroblastes synoviaux, les iHDAC, TSA, NaBu et acide valproïque (VA), suppriment l’expression de la mPGES-1 ainsi que la production de la PGE2 induites par l’IL-1ß. En utilisant diverses approches expérimentales, nous avons montré que HDAC4 est impliquée dans l’induction de l’expression de la mPGES-1 par l’IL-1ß. HDAC4 exerce son action, via son activité déacétylase, en augmentant l’activité transcriptionnelle de Egr-1 (early growth factor 1), facteur de transcription principal de l’expression de la mPGES-1. L’ensemble de ces résultats suggère que les inhibiteurs des HDAC pourraient être utilisés dans le traitement de l’OA. / Osteoarthritis (OA) is the most common form of arthritic diseases in the world. It is primarily characterized by the loss of articular cartilage and inflammation of the synovial membrane. Interleukin (IL)-1ß is a pro-inflammatory cytokine that plays a major role in the pathogenesis of OA. It induces the expression of cyclo-oxygenase 2 (COX-2), microsomal prostaglandin E synthase-1 (mPGES-1), inducible nitric oxide synthase (iNOS), as well as the production of prostaglandin E2 (PGE2) and nitric oxide (NO). The later (PGE2 and NO) contribute to articular cartilage destruction and synovitis through their pro-inflammatory, pro-catabolic, anti-anabolic, pro-angiogenic and pro-apoptotic effects. Epigenetic modifications such as DNA methylation, histone acetylation and methylation play a crucial role in gene expression. Among these modifications, histone acetylation is the most studied. Histone acetylation is determined by two types of enzymes: histone acetyltransferases (HAT) and histone deacetylases (HDAC) which activate and repress transcription, respectively. The purpose of these studies is to examine the role of HDAC enzymes in the regulation of COX-2, mPGES-1, and iNOS expression. We demonstrated that HDAC inhibitors (HDACi), trichostatin A (TSA) and sodium butyrate (NaBu), suppressed the Il-1ß-induced transcription and translation of COX-2 and iNOS, as well as the production of PGE2 and NO in chondrocytes. The inhibitory effect of HDACi on transcription does not affect the binding activity of NF-κB (nuclear factor κ B) to DNA. Treatment with TSA and NaBu also inhibited the Il-1ß-induced degradation of proteoglycan in cartilage explants. We also showed that HDACi, TSA, NaBu and valproic acid (VA), suppressed IL-1-induced-mPGES-1 expression and the production of PGE2 in synovial fibroblasts. Our data indicated that HDAC4 is involved in Il-1ß-induced expression of mPGES-1. HDAC4, through its deacetylase activity, up-regulated the transcriptional activity of Egr-1 (early growth factor-1), a principal transcription factor for the expression of mPGES-1. From our studies we propose that HDAC inhibitors can be used in the treatment of OA.

No description available.

The object of this thesis was Proposal and Examination of Supercharging Alternatives of CI-engine with Exhaust Gas Recirculation according required engine power parameters. This goal was meet by use of Turbocharger with Variable Nozzles and Air-Air intercooler.

Petroleum powered vehicles emit volatile organic compounds (VOCs) through combustion that contributes to the pollution of the environment. A technique in the 1970s was developed to decrease these emissions, especially for nitrogen oxides (NOx) and sulphuric oxides (SOx) which is called exhaust gas recirculation (EGR). The technique works by recirculating a portion of the combusted gas back into the engine, this limits the NOx and SOx emissions because of lower temperatures and less available oxygen. The problems that follow these effects is the formation and condensation of acids that corrode the material of the EGR system, which are created by many different reactions. It is of importance to understand how the compounds in the EGR system behaves through analysis of authentic and simulated condensates, which is why a quantitative method for these compounds are of interest. The aim of the project was to develop a simple quantitative analysis method for formic acid, acetic acid, and lactic acid in aqueous solution, which was done at Gränges Sweden AB. The technique used for detection and quantification was gas chromatography (GC) coupled to a flame ionization detector (FID) and a water compatible polyethylene glycol (PEG) column. Fractional factorial design (FFD) was used for determination of adequate operating parameters of the GC method and the sample preparation. Sample preparation only required filtration and pH adjustment prior to direct aqueous injection (DAI) to the chromatographic instrument. Detection of the analytes was very difficult because of non-compatibility with the FID, and quantification of asymmetric peak shapes made this problem worse, omitting lactic acid from further analysis. Limit of detection (LOD) and limit of quantification (LOQ) was 490 and 1640 ppm for formic acid and 120 and 400 ppm for acetic acid, with an injection volume of 0.3 μL and split ratio 10:1. Limits were too high for every EGR sample leaving no peaks detected for the sample preparation used. Further development should be done with complementary techniques and sample reprocessing in order to quantify the compounds.

[ES] El creciente uso de la recirculación de gases de escape durante los últimos años debido a su impacto en la reducción de las emisiones NOx y a la alta demanda de soluciones por parte de los nuevos ciclos de homologación para reducir emisiones, ha provocado la necesidad de estudiar en profundidad el sistema de recirculación de gases de escape para su uso de forma continua y con independencia de las condiciones ambientales. Debido a esta necesidad y sabiendo que el principal problema de su uso en el ciclo de baja presión es la condensación generada que provoca el desgaste del rodete del compresor. Ha hecho necesaria la investigación en profundidad de esta técnica para conocer, entender y predecir la condensación durante el uso de la recirculación de gases de escape de baja presión. Este trabajo se ha centrado en generar, mejorar y validar los modelos de predicción de condensados, así como de desarrollar técnicas experimentales que validaran y sirivieran para entender mejor el fenómeno de la condensación, con la visión puesta en calcular la condensación en ciclos completos de homologación. Respecto al trabajo experimental de esta tesis, se han centrado los esfuerzos en medir la condensación generada en el intercambiador de calor de la línea de recirculación de gases de escape de baja presión para diferentes condiciones, simulando un arranque en frío de motor. Otro de los puntos que se ha estudiado, ha sido la condensación a la salida de la unión en la que se mezcla la recirculación de gases de escape de baja presión con el aire del ambiente proveniente de la entrada del motor. Desarrollando nuevas metodologías para la medida experimental mediante técnicas ópticas y medidas indirectas de la condensación por mezcla. En cuanto al trabajo de modelado de la condensación, se ha investigado sobre dos grandes líneas. La primera ha sido el desarrollo de modelos 0D para el cálculo de la condensación en el intercambiado de calor de la línea de recirculación de gases de escape y la verificación experimental del modelo de condensación 3D-CFD desarrollado previamente a esta tesis. El segundo punto ha consistido en el desarrollo y aproximación de nuevas metodologías mediante métodos estadísticos de la reducción de la complejidad en el cálculo de la condensación, reduciendo el número de dimensiones necesarias para calcular de forma realista la condensación en un tiempo reducido. Esto ha posibilitado el cálculo de la condensación producida en ciclos de homologación y su posterior estudio mediante análisis de sensibilidad a diferentes condiciones, estimando una duración del rodete del compresor antes de sufrir desgaste debido a la erosión con el agua. / [CA] El creixent ús de la recirculació de gasos d'escapament durant els últims anys a causa del seu impacte en la reducció de les emissions NOx i a l'alta demanda de solucions per part dels nous cicles d'homologació per a reduir emissions, ha provocat la necessitat d'estudiar en profunditat el sistema per al seu ús de manera contínua i amb independència de les condicions ambientals. A causa d'aquesta necessitat i sabent que el principal problema del seu ús és la condensació generada que provoca el desgast del rodet del compressor, ha fet necessària la seua investigació en profunditat per conéixer, entendre i predir la condensació per l'ús de la recirculació de gasos d'escapament de baixa pressió. Aquest treball s'ha centrat en generar i millorar els models de predicció de condensats així com de desenvolupar tècniques experimentals que validaren i serviren per entendre millor el fenomen de la condensació, amb l'objectiu d'estimar la condensació en cicles complets d'homologació. Respecte al treball experimental d'aquesta tesi, s'han centrat els esforços a mesurar la condensació generada a l'intercanviador de calor de la línia de recirculació de gasos d'escapament de baixa pressió per a diferents condicions simulant una arrancada en fred de motor. Un altre dels punts que s'ha estudiat ha sigut la condensació a l'eixida de la unió en la qual es mescla la recirculació de gasos d'escapament de baixa pressió amb l'aire fresc que prové de l'entrada del motor, desenvolupant noves metodologies per a la mesura experimental mitjançant tècniques òptiques i mesures indirectes de la condensació per mescla. Quant al treball de modelatge de la condensació, s'ha investigat sobre dues grans línies. La primera ha sigut el desenvolupament de models 0D per al càlcul de la condensació a l'intercanviat de calor de la línia de recirculació de gasos d'escapament i la verificació experimental del model de condensació 3D-CFD desenvolupat prèviament a aquesta tesi. El segon punt ha consistit en el desenvolupament i aproximació de noves metodologies mitjançant mètodes estadístics de la reducció de la complexitat en el càlcul de la condensació, reduint les dimensions necessàries per a calcular de manera realista la condensació en un temps reduït. Això ha possibilitat el càlcul de la condensació produïda en cicles d'homologació i el seu posterior estudi mitjançant anàlisi de sensibilitat a diferents condicions. / [EN] The increasing use of the exhaust gas recirculation during the last years due to the impact reduction on the NOx emissions and the high demand on solutions to fulfill the homologation restrictions has revealed the need of studying deeply the system to operate continuously and independently of the boundary conditions. As a consequence of this and knowing that the main drawback of employing the low pressure exhaust gas recirculation is the condensation generation that causes erosion on the compressor impeller, research is required to understand and to predict the condensation during the exhaust gas recirculation activation. This work has been focused on generating and improving the modelling condensation prediction; and also, the development of experimental techniques that validates the proposed models for calculating the condensation water at cold warm-up homologation cycles. Concerning the experimental work presented on the thesis, the eorts has been focused on the condensation measurements in two dierent locations. On one hand, on the low pressure exhaust gas recirculation cooler, changing inlet conditions while simulating warm-up conditions on an engine. On the other hand, the condensation has been measured at the three-way junction outlet where the exhaust gas recirculation is mixed with fresh air coming from the ambient. Also, novel methodologies has been developed for measuring with optical techniques and with indirect measurements the mixing condensation. In terms of the condensation modeling, this thesis has been based in two main topics. The first topic regarding modeling was a 0D condensation model for calculating the condensation on heat exchangers and in particular, on low pressure exhaust gas recirculation coolers. Following this topic, it has been a quantitative validation of a 3D-CFD condensation submodel by means of experimental measurements. The second topic has been centered on developing new statistical methodologies for reducing the condensation calculation complexity on multi-dimensional simulations and reducing multi-fidelity parameters with the reduction of the computational cost. These methodologies have allowed to calculate the condensation on homologation cycles and to perform sensitivity analysis with different conditions. / The respondent wishes to acknowledge the financial support received through contract FPI-GVA-ACIF-2019 grant of the Government of Generalitat Valenciana and the European Social Fund. The equipment used in this work and the inter- national stay has been partially supported through the following project: • Project grant number GV/2020/008 of the “Conselleria de Innovación, Uni- versidades, Ciencia y Sociedad Digital de la Generalitat Valenciana” • Grant for the international stay number BEFPI-2020 of the “Conselleria de Innovación, Universidades, Ciencia y Sociedad Digital de la Generalitat Valenciana” and the European Social Fund / Moya Torres, F. (2022). Experimental analysis and multidimensional modeling of water condensation due to low-pressure exhaust gas recirculation activation during engine cold starts [Tesis doctoral]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/187990 / TESIS