[ES] La inyección de combustible es, entre los temas de investigación de motores, una de las piezas críticas para obtener un motor eficiente. El papel es aún más significativo cuando se persigue una estrategia de inyección directa. La geometría interna y el movimiento de la aguja determinan el comportamiento del flujo del inyector, que se sabe que afecta enormemente al desarrollo externo del spray y, en última instancia, al rendimiento de la combustión dentro de la cámara. La conciencia sobre el cambio climático y los contaminantes ha ido creciendo, impulsando el esfuerzo en motores más limpios. En este sentido, los motores de gasolina tienen un margen más amplio para mejo- rar que los motores diesel. La evolución de los antiguos PFI a las modernas estrategias de inyección directa, que se utilizan en los motores de nueva generación, demuestra esta tendencia. Los sistemas GDI tienen el potencial de cumplir con las estrictas emisiones y aumentar el ahorro de combustible, sin embargo, todavía se enfrenta a muchos desafíos. Este trabajo implica el uso de dos inyectores, uno es una moderna tobera de GDI de investigación designada por el Engine Combustion Network (ECN), y el otro es una unidad de inyección de producción (PIU) con la misma tecnología y una geometría ligeramente diferente. Ambos equipos se someten a una completa caracterización (flujo interno y externo) que abarca las técnicas más avanzadas en diversas instalaciones experimentales. Además, se diseña y construye una nueva instalación para realizar experimentos en condiciones de evaporación instantánea (cuando la presión de vapor del combustible inyectado es superior a la presión del volumen de descarga). La instalación construida está diseñada para simular un ambiente de descarga en ciertas condiciones del motor en las que podrían producirse fenómenos de flash boiling. Así, debido a las propiedades típicas del combustible de gasolina, era un requisito operar con presiones de cámara de 0,2 a 15 bares. Además, la temperatura ambiente se controlaba mediante la implementación de una resistencia que puede calentar el gas ambiente. La instalación funciona en un bucle abierto, pudiendo renovar el volumen de gas entre las inyecciones. Por último, se construyeron tres amplios accesos ópticos para acomodar muchas técnicas de diagnóstico óptico como DBI, MIE, shadowgraphy o PDA, entre otros. Para la evaluación del flujo interno se determinó la geometría de las toberas y la orientación de los agujeros, el movimiento de la aguja y, por último, la caracterización del ratio de inyección (ROM) y el momento de inyección (ROI) de ambas toberas. La geometría de las toberas y la elevación de la aguja se midieron mediante técnicas avanzadas de rayos X en el Laboratorio Nacional de Argonne (ANL). Las mediciones de ROI y ROM se realizaron utilizando las instalaciones de CMT-Motores Térmicos siguiendo los conocimientos técnicos aplicados en los inyectores de gasóleo y adaptándolos a las toberas de GDI. El ROI nos permitió comparar las boquillas, cuyo número de orificios y geometría eran diferentes, aunque entregan aproximadamente la misma cantidad de combustible. Se ensayó la respuesta a condiciones típicas de motor como variaciones en la presión del rail, la presión de descarga, la temperatura del combustible, etc. Para el inyector de investigación "Spray G", se desarrolló un modelo 0-D de la velocidad de inyección que permite obtener la señal para diferentes condiciones y duración de la inyección, lo cual es útil para la calibración del motor y la validación del CFD. Además, para la caracterización de la ROM, se desarrolló la metodología de la técnica de deformación plástica para obtener la orientación del cono del spray y orientar adecuadamente los chorros de combustible para la medición de ROM. En el análisis hidráulico se combinaron los datos para estudiar los bajos valores del coeficiente de descarga y / [CA] La injecció de combustible és, entre els temes d'investigació de motors, una de les peces crítiques per a obtindre un motor eficient. El paper és encara més significatiu quan es persegueix una estratègia d'injecció directa. La geometria interna i el moviment de l'agulla determinen el comportament del flux de l'injector, que se sap que afecta enormement el desenvolupament extern de l'esprai i, en última instància, al rendiment de la combustió dins de la cambra. La consciència sobre el canvi climàtic i els contaminants ha anat creixent, impulsant l'esforç en motors més nets. En aquest sentit, els motors de gasolina tenen un marge més ampli per a millorar que els motors dièsel. L'evolució dels antics PFI a les modernes estratègies d'injecció directa, que s'utilitzen en els motors de nova generació, demostra aquesta tendència. Els sistemes GDI tenen el potencial de complir amb les estrictes emissions i aug- mentar l'estalvi de combustible, no obstant això, encara s'enfronta a molts desafiaments. Aquest treball implica l'ús de dos injectors, un és una moderna tovera de GDI d'investigació designada pel Engine Combustion Network (ECN), i l'altre és una unitat d'injecció de producció (PIU) amb la mateixa tecnologia i una geometria lleugerament diferent. Tots dos equips se sotmeten a una completa caracterització (flux intern i extern) que abasta les tècniques més avançades en diverses instal·lacions experimentals. A més, es dissenya i construeix una nova instal·lació per a realitzar experiments en condicions d'evaporació instantània (quan la pressió de vapor del combustible injectat és superior a la pressió del volum de descàrrega). La instal·lació construïda està dissenyada per a simular un ambient de descàrrega en certes condicions del motor en les quals podrien produir-se fenòmens de flash boiling. Així, a causa de les propietats típiques del combustible de gasolina, era un requisit operar amb pressions de cambra de 0,2 a 15 bars. A més, la temperatura ambient es controlava mitjançant la implementació d'una resistència que pot calfar el gas ambiente. La instal·lació funciona en un bucle obert, podent renovar el volum de gas entre les injeccions. Finalment, es van construir tres amplis accessos òptics per a acomodar moltes tècniques de diagnòstic òptic com DBI, MIE, shadowgraphy o PDA, entre altres. Per a l'avaluació del flux intern es va determinar la geometria de les toveres i l'orientació dels forats, el moviment de l'agulla i, finalment, la caracterització del ràtio d'injecció (ROM) i el moment d'injecció (ROI) de totes dues toveres. La geometria de les toveres i l'elevació de l'agulla es van mesurar mitjançant tècniques avançades de raigs X en el Laboratori Nacional de Argonne (ANL). Els mesuraments de ROI i ROM es van realitzar utilitzant les instal·lacions de CMT-Motores Térmicos seguint els coneixements tècnics aplicats en els injectors de gasoil i adaptant-los a les toveres de GDI. El ROI ens va permetre comparar els filtres, el nombre d'orificis dels quals i geometria eren diferents, encara que entreguen aproximadament la mateixa quantitat de combustible. Es va assajar la resposta a condicions típiques de motor com a variacions en la pressió del rail, la pressió de descàrrega, la temperatura del combustible, etc. Per a l'injector d'investigació "Esprai G", es va desenvolupar un model 0-D de la velocitat d'injecció que permet obtindre el senyal per a diferents condicions i duració de la injecció, la qual cosa és útil per al calibratge del motor i la validació del CFD. A més, per a la caracterització de la ROM, es va desenvolupar la metodologia de la tècnica de deformació plàstica per a obtindre l'orientació del con de l'esprai i orientar adequadament els dolls de combustible per al mesurament de ROM. En l'anàlisi hidràulica es van combinar les dades per a estudiar els baixos valors del coeficient de descàrrega i del coeficient d'àr / [EN] Fuel injection is among the engine research topics one of the critical pieces to obtain an efficient engine. The role is even more significant when a direct injection strategy is pursued. The internal geometry and pintle movement determine the injector flow behavior, which is known to hugely affect the external spray development and, ultimately, the combustion performance inside the chamber. Climate change and pollutants awareness has been growing, pushing forward the effort on cleaner engines. In this regard, gasoline en- gines have a wider margin to improve than diesel engines. The evolution from old Port Fuel Injectors to modern direct injection strategies, which are used in new generation engines, demonstrates this trend. GDI systems have the potential to comply with stringent emissions and increase fuel economy, however, it still faces many challenges. This work involves the use of two injectors, one is a modern research GDI nozzle appointed by the Engine Combustion Network (ECN), and the other is a production injector unit (PIU) with the same technology and slightly different geometry. Both hardware's undergo a complete characterization (internal and external flow) covering the state- of-the-art techniques in various experimental facilities. Furthermore, a new facility is designed and built to perform experiments under flash boiling conditions (when the fuel injected's vapor pressure is higher than the pressure in the discharge volume). The developed facility is designed to simulate a discharge ambient at certain engine conditions in which flash boiling phenomena could occur. Thus, due to typical gasoline fuel properties, it was a requirement to operate from chamber pressures from 0.2 bar to 15 bar. Also, the ambient temperature was controlled by implementing a resistor that can heat the ambient gas. The facility operates in an open loop, being able to renovate the gas volume between injections. Finally, three wide optical accesses were built to accommodate many optical diagnostic techniques such as DBI, MIE, shadowgraphy, or PDA, among others. For the internal flow description, it was determined the nozzles geometry and holes orientation, the pintle movement, and finally, the characterization of the rate of momentum (ROM) and rate of injection (ROI) of both nozzles. The nozzles geometry and needle lift were measured using advanced optical x-ray techniques at Argonne National Laboratory (ANL). The ROI and ROM measurements were performed using CMT-Motores Térmicos facilities follow- ing the know-how applied in diesel injectors and adapting it to GDI nozzles. The ROI allowed us to compare the nozzles, whose orifices number and geometry were different, although they deliver approximately the same amount of fuel. It was tested their response to typical boundary conditions such as rail pressure, discharge pressure, fuel temperature, etc. For the research nozzle "Spray G", it was developed a 0-D model of the rate of injection allowing to obtain the signal for different injection duration and conditions, which is useful in engine calibration and CFD validation. Furthermore, for the ROM characterization, the plastic deformation technique methodology was developed to obtain spray cone orientation and adequately guide the fuel jets for measuring ROM. The hydraulic analysis combined the data to study the low discharge coefficient and area coefficient values, which could result from low needle lift combined with novel hole designs in both nozzles that promote cavitation and air interaction from inside the orifice. In the external flow characterization, it was used the new developed vessel to study the external spray covering flash boiling conditions. It was employed four surrogate fuels to simulate different volatility properties of gasoline com- pounds and ultimately reproduce more extreme flashing conditions. It was used lateral visualization using DBI and Schlieren in addition to frontal MIE visualization. Some of t / Bautista Rodríguez, A. (2021). Study of the Gasoline Direct Injection Process under Novel Operating Conditions [Tesis doctoral]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/167809 / TESIS

L’identification des auteurs d’incendies criminels où un accélérant a été utilisé demeure à ce jour un domaine de recherche en développement. Les traces biologiques reines pour l’identification de personnes comme l’ADN et les traces papillaires sont généralement détruites, donc rarement recherchées. Pourtant, lier l’auteur des faits au lieu de l’incendie est un réel besoin. Ce lien pourrait être établi par l’inférence de source des traces d’accélérant détectées sur les lieux avec une source potentielle souvent amenée par l’enquête comme des objets saisis en possession du suspect (vêtements), un jerrican ou encore des prélèvements effectués sur ses mains. Dès lors, la question qui se pose consiste à déterminer si les traces d’accélérant détectées sur les lieux et les traces détectées sur l’élément de comparaison partagent une source commune. Ainsi, l’inférence de source de l’accélérant constitue une alternative au manque de traces matérielles de sorte à fournir des éléments de preuve à la suite d’un incendie volontaire. En ce sens, cette recherche propose une approche chimiométrique non ciblée pour l’inférence de source de liquides inflammables en science forensique. Cette approche a été appliquée à un échantillonnage conséquent d’essences non altérées et à un échantillonnage réduit d’essences altérées de 0 à 99% par évaporation et par combustion. L’évaluation des résultats a validé l’hypothèse selon laquelle il est possible de lier des échantillons d’essences altérés ou non, par évaporation ou combustion, indépendamment du mode et du degré d’altération. / The identification of arsonists when an accelerant was used is still a challenging and ongoing research area. Golden standards in forensic human identification such as DNA and fingermarks are usually destroyed during the fire, hence not often looked for. It is yet obvious that the need to link the perpetrator to the arson site exists. This link could be made through a source inference process of the traces of an accelerant detected on site. These traces could be compared with a potential source often brought by the police investigation such as seized items in possession of a suspect (clothes), a jerrican or even hand sampling. Thenceforward, the question arising would be to determine if the traces of an accelerant from unknown source share a common source with the seized item. Thus, the source inference of accelerants constitutes an alternative to the lack of material traces in order to provide evidence in arson cases. To tackle this question, the present research proposes an untargeted chemometric approach for the source inference of ignitable liquids in forensic science. This approach was applied to a large dataset of unaltered gasoline samples and to a reduced one of altered samples by evaporation and combustion between 0 and 99%. The evaluation of results shows that it is possible to link gasoline samples altered or not by evaporation and combustion independently of the alteration mode and degree..

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[pt] Este trabalho procura entender padrões de busca do consumidor e se fricções informacionais desempenham um papel na dispersão de preços no varejo brasileiro de gasolina. Na nossa abordagem, os consumidores devem se engajar em busca custosa para obter informação sobre os preços cobrados pelos postos de gasolina. Empiricamente, dividimos nossa análise em duas partes. Na primeira, utilizamos um modelo estrutural que nos permite estimar pontos da distribuição dos custos de busca. Estimamos o modelo usando dados de preços no nível do posto para vários mercados no Brasil. Na segunda parte, em duas análises independentes, investigamos os determinantes da proporção de consumidores com baixa quantidade de busca por OLS e construímos uma estimativa para o custo médio de busca por mercado encaixando nossas estimativas pontuais em uma distribuição paramétrica por NLS. Nossas descobertas revelam uma variação significativa na busca do consumidor entre os mercados. Além disso, nossos resultados revelam que a maioria dos consumidores não compara muitos preços antes de comprar gasolina. Ademais, nossas estimativas indicam que o número de postos de gasolina em um mercado, a distância média entre os postos, a renda e a população são fatores importantes para explicar a proporção de consumidores que procuram em apenas um posto antes de comprar. Por fim, o custo médio estimado de busca representa 3 por cento dos preços da gasolina, proporção esta não desprezível. Portanto, os resultados indicam que os atritos de informação são importantes para explicar a dispersão de preços no varejo brasileiro de gasolina. / [en] This paper seeks to understand consumer search patterns and whether information frictions play a role in price dispersion in Brazilian gasoline retail. In our setting, consumers must engage in costly search to gain information about the prices charged by gas stations. Empirically, we divide our analysis into two parts. In the first part, we use a structural model that permits us to estimate points of the distribution of search costs. We estimate the model using price data at the station level for multiple markets in Brazil. In the second part, in two independent analyzes, we investigate the determinants of the proportion of consumers with a low amount of search by OLS and construct an estimate for the average search cost per market by fitting our point estimates into a parametric distribution by NLS. Our findings reveal significant variation in consumer search across markets. Furthermore, our results reveal that most consumers do not compare many prices before buying gasoline. Moreover, our estimates indicate that the number of gas stations in a market, the average distance between gas stations, income, and population are important drivers of the proportion of consumers that search in only one gas station before buying. Finally, the estimated average search cost represents 3 percent of gasoline prices, a non-negligible proportion. Therefore, the results indicate that information frictions are important to explain price dispersion in Brazilian gasoline retail.

This study has conducted an OLS-regression to examine the relationship between gasoline and crude oil prices in the Swedish petroleum market, focusing on potential asymmetry, where gasoline prices respond more quickly to increases in crude oil prices compared to decreases. Additionally, we examine the impact of individual petroleum stations' competitiveness on this asymmetry, applying the distance to the nearest station as a measure of competitiveness. To explore this relationship, we utilise two datasets: one comprises unique user-generated data for individual gas stations spanning the period from 2019 to 2022, while the other includes recommended prices covering the period from 2001 to 2020. The findings provide some evidence supporting the existence of asymmetry, indicating the presence of inefficiencies within the market. However, no evidence suggesting larger asymmetry concerning individual competitiveness was discovered. Overall, this research offers novel insights into the dynamics of the Swedish fuel market in recent years.

The Fluidized Catalytic Cracking (FCC) is known for its ability to convert refinery wastes into useful fuels such as gasoline, diesel and some lighter products such as ethylene and propylene, which are major building blocks for the polyethylene and polypropylene production. It is the most important unit of the refinery. However, changes in quality, nature of crude oil blends feedstock, environmental changes and the desire to obtain higher profitability, lead to many alternative operating conditions of the FCC riser. There are two major reactors in the FCC unit: the riser and the regenerator. The production objective of the riser is the maximisation of gasoline and diesel, but it can also be used to maximise products like propylene, butylene etc. For the regenerator, it is for regeneration of spent or deactivated catalyst. To realise these objectives, mathematical models of the riser, disengage-stripping section, cyclones and regenerator were adopted from the literature and modified, and then used on the gPROMS model builder platform to make a virtual form of the FCC unit. A new parameter estimation technique was developed in this research and used to estimate new kinetic parameters for a new six lumps kinetic model based on an industrial unit. Research outputs have resulted in the following major products’ yields: gasoline (plant; 47.31 wt% and simulation; 48.63 wt%) and diesel (plant; 18.57 wt% and simulation; 18.42 wt%) and this readily validates the new estimation methodology as well as the kinetic parameters estimated. The same methodology was used to estimate kinetic parameters for a new kinetic reaction scheme that considered propylene as a single lump. The yield of propylene was found to be 4.59 wt%, which is consistent with published data. For the first time, a Z-factor correlation analysis was used in the riser simulation to improve the hydrodynamics. It was found that different Z factor correlations predicted different riser operating pressures (90 – 279 kPa) and temperatures as well as the riser products. The Z factor correlation of Heidaryan et al. (2010a) was found to represent the condition of the riser, and depending on the catalyst-to-oil ratio, this ranges from 1.06 at the inlet of the riser to 0.92 at the exit. Optimisation was carried out to maximise gasoline, propylene in the riser and minimise CO2 in the regenerator. An increase of 4.51% gasoline, 8.93 wt.% increase in propylene as a single lump and 5.24 % reduction of carbon dioxide emission were achieved. Finally, varying the riser diameter was found to have very little effect on the yields of the riser products.

<p>Current gasoline blend planning practice is to optimize blend plans via discrete-time multi-period NLP or MINLP models and schedule blends via interactive simulation. Solutions of multi-period models using discrete-time representation typically have different blend recipes for each time period. In this work, the concept of an inventory pinch point is introduced and used it to construct a new decomposition of the multi-period MINLP problems: at the top level nonlinear blending problems for periods delimited by the inventory pinch points are solved to optimize multi-grade blend recipes; at the lower level a fine grid multi-period MILP model that uses optimal recipes from the top level is solved in order to determine how much to blend of each product in each fine grid period, subject to minimum threshold blend size. If MILP is infeasible, corresponding period between the pinch points is subdivided and recipes are re-optimized.</p> <p>Two algorithms at the top level are examined: a) multi-period nonlinear model (MPIP) and b) single-period non-linear model (SPIP). Case studies show that the MPIP algorithm produces solutions that have the same optimal value of the objective function as corresponding MINLP model, while the SPIP algorithm computes solutions that are most often within 0.01% of the solutions by MINLP. Both algorithms require substantially less computational effort than the corresponding MINLP model. Reduced number of blend recipes makes it easier for blend scheduler to create a schedule by interactive simulation.</p> / Master of Applied Science (MASc)

Direct injection spark ignition (DISI) engines are the next generation of gasoline fuelled engines. Their greater fuel economy and reduced CO2 emissions compared with port fuel injection (PFI) engines has led to their popularity. However, DISI engines produce a greater number of particulate matter (PM) emissions than PFI engines. Concern over the health effects of PM emissions, and forthcoming European legislation to regulate them from gasoline powered vehicles has led to an increased interest in the study of PM formation, measurement, and characterisation. A model was developed by Aikawa et al, the PM index, correlating PM emissions with fuel composition. PM emissions are thought to be linked both to the vapour pressure (VP) and the double bond equivalent (DBE) of the components of the fuel. However, there was no independent control of these parameters and the study was undertaken on a PFI engine. In this thesis, experiments have been conducted to validate this model and extend it, as the PN index, to DISI engines. Fuels have been designed using Raoult’s law and UNIFAC (with careful consideration of octane number) such that the DBE and VP of the fuel mix could be varied independently. The design of the fuels was such that the component parts would co-evaporate upon injection into the cylinder, ensuring a homogeneous mixture of the components at the point of ignition. The PN index has been tested on a single cylinder engine, at a matrix of test points, using these model fuels, and their PM emissions have been analysed using a Cambustion DMS500. The results show that the PN index is followed closely using model fuels, provided that these model fuels contain a ‘light-end’ (in this case 5 % v/v n-pentane). Imaging of in-cylinder evaporation and in-cylinder measurement of hydrocarbons shows how the composition of model fuels affects their PM emissions. The PN index has also been tested using commercial fuels on a single cylinder engine and a Jaguar V8 engine; the results again show that the PN index is also an excellent predictor of PN emissions for market fuels from both of these engines. PN emissions have been evaluated from two fuels representing the EU5 reference fuel specification, developed using the PN index to give a difference in PM emissions. Testing these fuels on both a single cylinder engine and a Jaguar V8 engine has shown up to a factor of three variation in observed PN emissions. This has important implications for forthcoming European emissions legislation. The results of these tests were fed into the recommendations for the EU6 reference fuel specification. The PN index has also been investigated in a Jaguar V6 engine with five different fuels with a spread of calculated PN indices over a simulated NEDC. Here the PN emissions have been measured using two PN, and one PM instrument and the results compared. The results show that the trends of the PN index are followed, but not as closely as predicted. Detailed analysis shows that this discrepancy is due to other effects, for example cold start, dominating the PN emissions in certain phases. PN emissions have been measured from a highly boosted engine at a variety of operating points using 14 different fuels. It has been shown that for a large variety of engine operating parameters PN emissions from highly boosted engines behave as expected. When changing the fuels, the results show that a variation of over three orders of magnitude can be observed. The predictions of the PN index are inconclusive however, with further work suggested to fully evaluate the PN index on highly boosted engines.

Demand for liquid fuels (i.e., petroleum products) has burdened the U.S. with major challenges, including national security and economic concerns stemming from rising petroleum imports; impacts of global climate change from rising emissions of CO2; and continued public health concerns from criteria and hazardous (i.e., toxic) air pollutants. Over the last decade or so, biofuels have been touted as a supply-side solution to several of these problems. Biofuels can be produced from domestic biomass feedstocks (e.g., corn, soybeans), they have the potential to reduce GHG emissions when compared to petroleum products on a lifecycle basis, and some biofuels have been shown to reduce criteria air pollutants. Today, there are numerous policy incentives—existing and proposed—aimed at supporting the biofuels industry in the U.S. However, the Renewable Fuel Standard (RFS) Program stands as perhaps the most significant mandate imposed to date to promote the use of biofuels. Overall, the RFS stands as the key driver in a transition to biofuels in the near term. By mandating annual consumption of biofuels, increasing to 36 bgy by 2022, the program has the potential to significantly alter the state of the U.S. liquid fuels sector. Fuel transitions in the transportation sector are the focus of this thesis. More specifically, the increasing consumption of biofuels in the transportation sector, as mandated by the RFS, is examined. With a well-developed, efficient, and expensive, petroleum-based infrastructure in place, many barriers must be overcome for biofuels to play a significant role in the transportation sector. Identifying and understanding the barriers to a biofuels transition is the objective of this thesis. Although fuel transitions may seem daunting and unfamiliar, the U.S. transportation sector has undergone numerous transitions in the past. Chapter 2 reviews major fuel transitions that have occurred in the U.S. liquid fuels sector over the last half century, including the phasing out of lead additives in gasoline, the transition from MTBE to ethanol as the predominant oxygenate additive in gasoline, and the recent introduction of ULSD. These historical transitions represent the uncertainty and diversity of fuel transition pathways, and illustrate the range of impacts that can occur across the fuel supply chain infrastructure. Many pertinent lessons can be derived from these historical transitions and used to identify and assess barriers facing the adoption of alternative fuels (i.e., biofuels) and to understand how such a transition might unfold. Computer models can also help to explore the implications of fuel transitions. In order to better understand the barriers associated with fuel transitions, and to identify options for overcoming these barriers, many recent research efforts have used sophisticated modeling techniques to analyze energy transitions. Chapter 3 reviews a number of these recent modeling efforts with a focus on understanding how these methodologies have been applied, or may be adapted, to analyzing a transition to biofuels. Four general categories of models are reviewed: system dynamics, complex adaptive systems, infrastructure optimization, and economic models. In chapter 4, scenarios created from a high-level model of the liquid fuels sector (the Liquid Fuels Transition model) are presented to explore potential pathways and barriers to a biofuels transition. The scenarios illustrate different pathways to meeting the requirements of the RFS mandate, and differ based on the overall demand of liquid fuels, how the biofuels mandate is met (i.e., the mix of biofuels), and the status of the ethanol blend limit in the motor gasoline sector. The scenarios are used to evaluate the infrastructure implications associated with a biofuels transition, and illustrate the uncertainty that exists in assessing such a transition. / text

A modelagem de motores a combustão interna deve grande parte de sua importância ao uso de unidades de controle eletrônicas que buscam gerenciar as funções do motor. De forma a fornecer melhor suporte para o projetista de controle, a modelagem oferece informações que servem de planta, sobre a qual estratégias de controle serão desenvolvidas. Nesta dissertação, procurou-se estudar e modelar cinco fenômenos: a admissão de ar e de combustível, a produção de energia efetiva através da combustão, a evolução térmica do motor e o comportamento dos gases no sistema de exaustão. Investigou-se também, em todos estes fenômenos, a influência do uso de composição variada gasolina/etanol. Na admissão de ar, buscou-se estudar como a abertura da válvula borboleta e a velocidade do motor influenciam no fluxo de ar admitido, ponderando esta grandeza através de um fator de correção denominado eficiência volumétrica. Na admissão de combustível, no caso modelada para motores com injeção indireta na porta, procurou-se explanar quantitativamente sobre os diversos aspectos que influenciam a evaporação do combustível. Na geração de energia útil, priorizou-se a análise de como as características do motor e da combustão afetam a produção de torque. Na evolução térmica do motor, examinaram-se os principais fluxos energéticos do motor e os aspectos que os influenciam. Ademais, foram executadas as validações dos modelos levantados para o motor EA 111 VHT 1.6l. Os resultados, com seus respectivos erros, podem ser encontrados neste trabalho. / The internal combustion engine modeling owes big part of its importance to the use of electronic control units that aim to manage the engine functions. To provide better support to the control designer, the modeling offers information that can compose the plant, on which control strategies will be developed. In this master thesis, it was sought to study and to model five phenomena: the air intake and the fuel admission, the effective energy production from the combustion, the engine thermic evolution and the gas behavior in the exhaust system. It was also considered how the influence of the gasoline/ethanol varied composition affects all these phenomena. In the air intake, it was studied how the butterfly valve opening and the engine speed influence the intake air flow, pondering this variable through a correction factor named volumetric efficiency. In the fuel admission, in the case of this study modelled for port-fuel injection engines, it was attempted to explain quantitatively the many aspects that influence the fuel evaporation. In the mechanical energy generation, it was prioritized the analysis about how the engine and combustion characteristics affect the torque production. In the engine thermic evolution, it was examined the major energy flows and the aspects that influence them. Also, the validations of the models raised for the EA 111 VHT 1.6l engine were executed. The results, with its respective errors, can be found in this work.