Relata a utilizaÃÃo da espectroscopia FT-Raman combinada com CorrelaÃÃo 2D Generalizada como mÃtodo alternativo para a realizaÃÃo do controle de qualidade de Gasolinas automotivas diretamente nos postos de combustÃvel. Apresenta os procedimentos para identificar a adulteraÃÃo da Gasolina automotiva pela adiÃÃo irregular de Etanol, Metanol e compostos aromÃticos e parafÃnicos, atravÃs da anÃlise dos espectros Raman obtidos para os diferentes adulterantes separadamente, misturados à Gasolina A e misturados à Gasolina A e ao Etanol. Descreve os procedimentos de prÃ-tratamento sobre os espectros Raman, a aplicaÃÃo do mÃtodo de CorrelaÃÃo 2D Generalizada aos sistemas estudados e a determinaÃÃo das curvas de calibraÃÃo que relacionam as intensidades integradas das bandas Raman com o teor de adulterante na Gasolina. Apresenta a praticidade de aplicaÃÃo do mÃtodo, que possibilita verificar a adulteraÃÃo da Gasolina automotiva atravÃs da comparaÃÃo entre o espectro Raman da amostra cuja conformidade se deseja verificar com o espectro da amostra padrÃo. Enfatiza a flexibilidade e a viabilidade de se ter um padrÃo especÃfico para cada distribuidora, ou atà mesmo para cada nova produÃÃo de Gasolina da refinaria. / It is reported the use of Generalized Two-Dimensional FT-Raman Correlation Spectroscopy (2DCOS-FT-Raman) method to monitor the quality of automotive gasoline in the gas stations. It is presented a procedure to identify the adulteration of automotive gasoline by the illicit addition of ethanol, methanol, aromatic and paraphinic compounds through the analysis of the Raman spectra obtained for different compositions of adulterants added to gasoline âAâ type and to gasoline âAâ type plus ethanol samples. It is discussed the data preconditioning step, the application of 2DCOS method, and the calibration curves that correlates the integrated intensities of the Raman bands of a given adulterant with its percentage in a given gasoline sample. It shown the protocol for using the 2DCOS-FT-Raman method to verify the adulteration in a given gasoline sample compared with a specific standard. This work emphasizes the flexibility and viability of using this method to have a specific standard for each gasoline distribution firm and also for each new gasoline derived from the refinery.

Made available in DSpace on 2016-08-19T12:56:45Z (GMT). No. of bitstreams: 1 Dissertacao Darlan.pdf: 2834733 bytes, checksum: f7d35c098bddf8713fbdbe733565fdef (MD5) Previous issue date: 2013-07-12 / During several years, adulterated gasoline has been commercialized across all Brazil. Often such product has higher alcohol content, water traces or organic solvents insertion (e.g. paint thinner and/or turpentine). The use of nonconforming gasoline, in the short and long terms, has several problems for consumers, for the vehicle and the environment. Thus, this work aims to propose a low cost technique for analyzing gasoline blends, in relation to its oxygenated addition. Both capacitance and dielectric constant (relative permittivity) were determined by means of a high precision LCR-meter, using a metal concentric sensor. Therefore, gasoline blends were prepared by adding 16, 18, 20, 22, 24, 26, 28 and 30% of AEAF to the initial petroleum-based fuel and their dielectric constants were measured at frequencies of 0.3, 0.4, 0.5 and 0.6 kHz. The same samples were analyzed by the reference method, the Test Tube Test. According to statistical modeling, the frequency of 0.6 kHz showed the most significant results for all samples. The results show that at 95% confidence level, there is no significant difference between the two methods, indicating a good correlation between the proposed method and then standard one. However, when the density was used as evaluating parameter, instead of dielectric constant, for the same samples, a substantial discrepancy of the obtained values were observe, suggest a low sensibility of such methodology. / Vários são os casos de não conformidade da gasolina comercial, principalmente pelo excesso de etanol, ou ainda pela adição de água ou solventes leves como thinner e aguarrás. O uso de gasolina não conforme, a curto e longo prazo, traz diversos problemas para o consumidor, para o veículo e ao meio ambiente. No presente trabalho estudou-se a qualidade da gasolina tipo C, comercializada nos postos revendedores de combustível, no que diz respeito à concentração de álcool etílico anidro combustível (AEAC). Análises estas, realizadas através de medidas de constante dielétrica (permissividade relativa) utilizando sensor capacitivo. Misturas de gasolina A e AEAC foram preparadas nas concentrações de 16, 18, 20, 22, 24, 26, 28 e 30% de AEAC, sendo suas constantes dielétricas medidas nas frequências de 0,3; 0,4; 0,5 e 0,6 kHz. Utilizando tratamento estatístico verificou-se que a frequência de 0,6 kHz apresentou resultados mais significativos para leitura de AEAC das misturas preparadas. Nessa mesma frequência, amostras comerciais de gasolina e amostras de gasolinas não conformes contaminadas com gasolina A e AEAC foram submetidas à análise. As mesmas amostras foram submetidas à análise pelo método de referência, o Teste da Proveta. Os resultados obtidos mostram que, no nível de confiança de 95%, não há diferença significativa entre os dois métodos. Medidas de massas específicas também foram realizadas com as misturas gasolina A e AEAC (16 a 30%) para modelamento de curva de calibração com finalidade de determinar o teor de AEAC e posterior comparação com os resultados oriundos da constante dielétrica e do teste da proveta, entretanto, o método não se mostrou eficiente para análise das amostras de gasolina comercial e amostras de gasolinas não conformes analisadas.

Orientador: Rogério Gonçalves dos Santos / Dissertação (mestrado) - Universidade Estadual de Campinas, Faculdade de Engenharia Mecânica / Made available in DSpace on 2018-08-23T13:19:35Z (GMT). No. of bitstreams: 1 Fajgenbaum_Renata_M.pdf: 5459929 bytes, checksum: 05a7fae663d15ca13af6858bbe983761 (MD5) Previous issue date: 2013 / Resumo: A motivação em se estudar os fenômenos que acontecem em cada subsistema de um motor de combustão interna ciclo Otto reside na possibilidade de se prever e otimizar seu funcionamento, em especial com os diferentes combustíveis de nova geração que estão sendo inseridos no mercado. O processo de atomização que ocorre nos bicos injetores de combustível, dispositivos integrantes do sistema de injeção eletrônica do motor, apresenta forte relação com a posterior reação de combustão e, por conseguinte, com a eficiência térmica do motor. No presente trabalho, experimentos foram conduzidos para investigar o efeito da temperatura do líquido em parâmetros de atomização de um atomizador do tipo mecânico-centrífugo utilizado em bicos injetores de combustível automotivos. O aparato experimental consistiu de uma bancada de injeção de combustível conectada a um sistema de controle de calor, este com objetivo de variar a temperatura do combustível. Os parâmetros de atomização foram avaliados por meio da técnica de Shadowgraphy, a fim de se medir diâmetro de gotas, distribuição de partículas e campo de velocidades. Gasolina e etanol em diferentes temperaturas foram usados para fornecer variação nas propriedades do líquido, ambos com a mesma pressão de injeção. Os resultados de tamanho de gota foram dados, principalmente, em termos de Sauter Mean Diameter (SMD) e outros diâmetros representativos que se mostraram pertinentes. Todas as medições foram realizadas em duas diferentes distâncias axiais do orifício de descarga. Para as duas distâncias escolhidas, 25 mm e 100 mm, o SMD e a velocidade se mostraram insensíveis à faixa de temperatura testada, devido à baixa variação das propriedades dos combustíveis. Por outro lado, a distribuição das partículas permitiu visualizar o efeito da temperatura nos diâmetros das gotas, mostrando que o aumento da temperatura proporciona diminuição no tamanho das gotas, e o comparativo entre os parâmetros nas duas distâncias axiais permitiu visualizar o efeito da primeira e segunda atomização sobre o spray / Abstract: The motivation in studying the phenomena that happen in each internal combustion engine subsystem lies in the possibility to predict and optimize its operation. The atomization process that occurs in fuel injectors, devices that belong to engine injection system, has a strong relation with the subsequent combustion reaction and thus with the engine thermal efficiency. Experiments were performed to investigate the liquid temperature effect on atomization parameters in an internal combustion engine pressure-swirl atomizer. The experimental apparatus consisted of a flow control rig connected with a heat control system. The flow rig, which is an injection system, was built specifically for that purpose and the heat system goal was to vary the liquid temperature. The atomization parameters were evaluated by means of Shadowgraphy technique in order to measure drop mean diameter, particle size distribution and drop velocity field. Gasoline and ethanol in different temperatures were used to provide variation in liquid properties and the same injection pressure was used for both fuels. The results for drop sizing were expressed in terms of Sauter Mean Diameter (SMD) and the velocity field as well as the particle size distribution measurements were taken in two different axial distances from the nozzle exit. At both distances, 25 mm and 100 mm, SMD and velocity seemed to be insensitive to the range of temperature used because it provided low variation in fuel properties. On the other hand, particle size distribution allowed the visualization of temperature effect on drop diameters, showing that increasing temperatures decrease droplet sizes, and the comparison between two axial distances allowed seeing the effects of first and second atomization on the spray / Mestrado / Termica e Fluidos / Mestra em Engenharia Mecânica

This diploma thesis describes the design of a suitable filling turbocharger for gasoline engine Honda 1.98L. Includes professional research existing systems used for charged gasoline engines. Another part is a calculation to determine the correct parameters of the compressor and turbine. At the end is a simulation of selected turbocharger and engine work together using GT Power software simulation.

[pt] A frota veicular brasileira utiliza largamente combustíveis fósseis, como a gasolina, e biocombustíveis, como o bioetanol, este último utilizado in natura, na forma hidratada, ou como aditivo para a gasolina, na forma anidra. Em caso de vazamento destes combustíveis leves para o meio ambiente, a correlação entre contaminantes e fontes suspeitas aplicando técnicas tradicionais, como a Cromatografia Gasosa acoplada à Espectrometria de Massas (GC-MS - Gas Chromatography coupled to Mass Spectrometry) é extremamente difícil, pois gasolinas não possuem biomarcadores e apresentam distribuições de hidrocarbonetos semelhantes, enquanto a diferenciação inequívoca do etanol é inviável. Uma alternativa analítica recente é a Análise de Isótopos Estáveis de Compostos Específicos (CSIA - Compound-specific stable isotope analysis) por meio de Espectrometria de Massas de Razão Isotópica em Fluxo Contínuo (CF-IRMS - Continuous Flow Isotope Ratio Mass Spectrometry). Neste trabalho, uma metodologia de análise isotópica aplicável à gasolina foi implementada utilizando também a extração em Headspace (HS-CF-IRMS). A introdução de amostras por Micro Extração em Fase Sólida (SPME - Solid Phase Micro Extraction), como alternativa ao Headspace, também foi avaliada, apresentando, no entanto, problemas técnicos que restringiram seu uso apenas aos padrões de BTEX, inviabilizando sua aplicação em amostras de gasolina nas condições testadas. Foram analisadas as razões isotópicas de hidrogênio (delta elevado a 2 H) de tolueno, etilbenzeno e xilenos de 38 amostras de gasolina coletadas em 12 refinarias brasileiras ao longo de várias campanhas de amostragem, visando avaliar a existência de assinaturas isotópicas específicas para cada refinaria pesquisada. Os resultados foram avaliados estatisticamente utilizando Análise de Variância (ANOVA), na qual foram encontrados grupos de dados estatisticamente homogêneos. A representação e análise gráfica tridimensional destes grupos de dados permitiu identificar seis refinarias com razões isotópicas específicas, assim como dois conjuntos de refinarias agrupadas por similaridade de assinaturas isotópicas na maioria dos gráficos estudados. No entanto, devido a valores discrepantes entre campanhas distintas para algumas refinarias, os resultados preliminares obtidos neste estudo são válidos somente para as campanhas não excluídas no tratamento estatístico, não podendo, portanto, ser entendidos como uma regra geral. Com relação ao etanol, marcadores isotópicos foram utilizados e testados como ferramenta para identificação de sua origem geográfica. Neste caso, foram avaliadas as razões isotópicas de carbono (delta elevado a 13 C) e hidrogênio (elevado a 2 H) do biocombustível produzido em quatro usinas localizadas em áreas de cultivo dos estados do Amazonas (Norte), Mato Grosso (Centro-Oeste), São Paulo (Sudeste) e Rio Grande do Sul (Sul), bem como os valores de delta13C da cana-de-açúcar coletada nos respectivos canaviais. A técnica empregada foi CF-IRMS. Também foram determinados os perfis isotópicos de oxigênio (delta elevado a 18 O) e hidrogênio em água da planta, do solo de cultivo, da precipitação pluviométrica e de corpos d água associados aos canaviais das respectivas usinas, através da técnica de Espectroscopia de Infravermelho de Razão Isotópica (IRIS – Isotope Ratio Infrared Spectroscopy). O etanol apresentou variações sazonais de delta2H similares às observadas para a água da planta, ressaltando a influência do ciclo hidrológico na sua razão isotópica. Foi constatado que a influência substancial e complexa do ciclo hidrológico sobre delta elevado a 2 H, aliada à pequena variação de delta elevado a 13 C, dificulta o uso destes isótopos como marcadores de origem do etanol. / [en] Brazilian vehicle fleet makes wide use of fossil fuels and biofuels such as gasoline and bioethanol, the latter used neat, hydrated, or as gasoline additive, anhydrous. In case of leakage of such light fuels to the environment, correlation between contaminants and suspicious sources applying traditional techniques such as Gas Chromatography coupled to Mass Spectrometry (GC-MS) is extremely difficult, since gasoline does not have biomarkers and presents similar hydrocarbons distributions, while unambiguous differentiation of ethanol is unfeasible. A recent analytical alternative is the Compound-Specific Stable Isotope Analysis (CSIA) by Continuous Flow Isotope Ratio Mass Spectrometry (CF-IRMS). In this work, a methodology for isotopic analysis suitable to gasoline was implemented using also headspace extraction (HS-CF-IRMS). Sample introduction using Solid Phase Micro-Extraction (SPME) as an alternative to Headspace was also evaluated, presenting, however, technical problems which restricted its use only to BTEX standards, preventing its application in gasoline samples under the tested conditions. Analyses of hydrogen isotopic ratios (delta 2 H) for toluene, ethylbenzene and xylenes present in the composition of 38 gasoline samples collected in 12 Brazilian refineries were performed along several sampling campaigns, aiming at the assessment of the existence of specific isotopic signatures for each refinery studed. Results obtained were statistically evaluated using Analysis of Variance (ANOVA), yielding statistically homogeneous groups of data. Graphical representation analysis in 3D of these data sets allowed the identification of six refineries with specific isotopic ratios, as well as two sets grouped by similarity of their isotopic ratios in most of the studied plots. However, due to inconsistent values between different campaigns for some refineries, the preliminary results obtained in this study are valid only for the campaigns not excluded in the statistical treatment, therefore they cannot be understood as a general rule. Regarding to ethanol, isotopic markers were used and tested as a tool for identification of its geographical origin. In this case carbon and hydrogen isotopic ratios (delta 13 C and delta 2 H) were evaluated in the biofuel produced in four sugarcane mills located in crop areas from the states of Amazonas (North), Mato Grosso (Center-West), São Paulo (Southeast) and Rio Grande do Sul (South), as well as delta 13 C values in plants collected in respective sugarcane fields. The technique used was CF-IRMS. Also, oxygen (delta 18 O) and hydrogen isotopic patterns were determined in plant-water, soil-water, rainwater, and water from reservoirs and some rivers associated to each sugarcane mill, through Isotope Ratio Infrared Spectroscopy (IRIS). Ethanol showed similar seasonal variation of delta 2 H as those observed for plant-water, highlighting the influence of hydrological cycle on the isotopic fingerprint of the alcohol. It was found that the substantial and complex influence of the hydrological cycle on delta 2 H and the small variations on delta 13 C constrain the use of isotopes as tracers for ethanol origin.

The present work is concerned with fundamental studies on the liquid fuel transport in the intake manifold of small carburetted engines. This work is motivated by the need for development of technologies to meet the stringent cold-start emission norms that are to be prescribed for two-wheelers in particular. More specifically, visualization studies conducted in a transparent manifold made of quartz in a small four-stroke 110-cc two-wheeler engine have shown the presence of gasoline films on the walls of the inlet manifold under cold start conditions. Advanced Laser diagnostic techniques such as Planar Laser Induced Fluorescence (PLIF) have been utilized to measure the thickness of the fuel films. The Sauter Mean Diameter for the fuel droplets at the carburettor exit is measured using Laser Shadowgraphy technique. It is observed that the films are present both at idling conditions and under load. This large amount of liquid fuel entering the engine leads to incomplete combustion and higher emissions of unburned hydrocarbons. A detailed analysis of the effects of heating the inlet manifold has been performed. The potential of this manifold heating strategy in reducing hydrocarbon emissions has been assessed and found to be promising. In addition, a need of proper control of the fuel exiting the carburettor is shown to reduce emissions and increase fuel efficiency.

Aim of this thesis was finding out whether there is asymmetry on gasoline market in Czech republic, which is common knowledge or if asymmetry is only illusion. With daily data about gasoline and diesel prices from CZ market and also daily Brent Crude Oil price, thesis tires to prove that there is no asymmetry on the market. Analysis was done with asymmetric error correction model and further testing of asymmetry with koeficients from ECM. Results yield that both gasoline and diesel markets show rather symmetrical reaction on entry price change. Asymmetry was proven only in few lags and final statement is that asymmetry on market in Czech republic is rather illusion then reality.

The more and more stringent emissions regulations, together with the greater fuel economy demanded by vehicle users, impose a clear objective to researchers and engine manufacturers: look for the maximum efficiency with the minimum pollutant emissions levels. The conventional diesel combustion is a highly efficient process, but also leads to high levels of NOx and soot emissions that require using aftertreatment systems to reduce the final levels released to the environment. Since these systems incur in higher costs of acquisition and operation of the engine, the scientific community is working on developing alternative strategies to reduce the generation of these pollutants during the combustion process itself. The literature shows that the new combustion modes based on promoting low temperatures during this process, offer high efficiency and very low NOx and soot levels simultaneously. However, after years of investigation, it can be concluded that these techniques cannot be applied in the whole engine operating range due to, among others, factors like the low control of the combustion process. In recent years, it has been demonstrated that the dual-fuel combustion technique allows to overcome this limitation thanks to the additional degree of freedom provided by the capacity of modulating the fuel reactivity depending on the engine operating conditions. This characteristic, together with the near-zero NOx and soot levels obtained with this technique, has encouraged the scientific community to deeply investigate the dual-fuel combustion. In this sense, former works confirm the advantages previously described, concluding that still exist some limitations to be tackled, as well as some margin for improving the potential of this combustion concept. The general objective of the present Doctoral Thesis is to contribute to the understanding of the dual-fuel combustion mode, with the particular aim of exploring different ways to improve its efficiency. For this purpose, it has been experimentally evaluated different options such as the modification of the engine operating parameters, specific designs of the piston geometry or the use of alternative fuels. With the aim of answering some of the questions found in the literature, the first part of each study has been dedicated to perform a detailed analysis of the influence of each particular strategy on the dual-fuel operation at low load. Later, it has been checked the ability of each option to extend the dual-fuel operating range towards higher engine loads. It is interesting to note that the analysis of some results has been supported by CFD calculations, which have allowed to understand some local phenomena occurring during the dual-fuel combustion process, which cannot be confirmed only from the experimental point of view. Finally, taking into account the knowledge acquired during the different studies performed, the last chapter of results has been devoted to evaluate the ability of the dual-fuel concept to operate over the whole engine map, as well as to identify the possible limitations that this technique presents from the technological point of view. / Las cada vez más restrictivas normativas anticontaminantes, junto con la demanda de motores con menor consumo de combustible por parte de los usuarios, imponen un claro objetivo a investigadores y fabricantes de motores: la búsqueda de la máxima eficiencia con los mínimos niveles de emisiones contaminantes. La combustión diésel convencional ofrece una alta eficiencia, pero a su vez da lugar a elevadas emisiones de NOx y hollín que requieren del uso de sistemas de postratamiento para reducir los niveles finales emitidos al ambiente. Dado que estos sistemas incurren en mayores costes de adquisición y operación del motor, la comunidad científica está trabajando en el desarrollo distintas estrategias para reducir la generación de estos contaminantes durante el propio proceso de combustión. La literatura demuestra que los nuevos modos de combustión basados en promover bajas temperaturas durante este proceso, ofrecen simultáneamente una elevada eficiencia y muy bajos niveles de NOx y hollín. Sin embargo, tras años de investigación, se puede llegar a la conclusión de que estas técnicas no pueden ser aplicadas en todo el rango de operación del motor debido a, entre otros, factores como el escaso control sobre el proceso de combustión. En los últimos años, se ha demostrado que la técnica de combustión dual-fuel permite superar esta limitación gracias al grado de libertad adicional que supone la capacidad de modular la reactividad del combustible en función de las condiciones de operación del motor. Esta característica, junto con los casi nulos niveles de NOx y hollín que proporciona, ha despertado un gran interés sobre la comunidad científica. En este sentido, trabajos precedentes confirman las ventajas que este modo de combustión ofrece, demostrando a su vez que aún existen una serie de limitaciones por abordar, así como cierto margen por explotar para mejorar el potencial de este concepto. La presente Tesis Doctoral plantea como objetivo general el contribuir a la comprensión del modo de combustión dual-fuel, y de manera particular explorar distintas vías con objeto de mejorar su eficiencia. Para ello, se han evaluado de manera experimental diferentes opciones que van desde la modificación de los parámetros de operación del motor, hasta diseños específicos de la geometría del pistón o el uso de combustibles alternativos. Tratando de responder algunas de las cuestiones encontradas en la literatura, en cada uno de los estudios se ha realizado un análisis detallado de la influencia del parámetro en cuestión sobre la operación del motor a baja carga, y a su vez se ha comprobado la capacidad de cada una de estas opciones de extender la operación del motor hacia cargas más elevadas. Cabe destacar que el análisis de ciertos resultados se ha apoyado en cálculos numéricos CFD, los cuales han permitido entender ciertos fenómenos locales que ocurren durante el proceso de combustión dual-fuel, y que no pueden ser confirmados únicamente desde el punto de vista experimental. Finalmente, teniendo en cuenta el conocimiento adquirido en los diferentes estudios realizados, el último capítulo de resultados se ha dedicado a evaluar la capacidad de operación del concepto dual-fuel en todo el rango de funcionamiento del motor, así como a identificar las posibles limitaciones que esta técnica presenta desde el punto de vista tecnológico. / Les cada vegada més restrictives normatives anticontaminants, juntament amb la demanda de motors amb menor consum de combustible per part dels usuaris, imposen un clar objectiu a investigadors i fabricants de motors: la cerca de la màxima eficiència amb els mínims nivells d'emissions contaminants. La combustió dièsel convencional ofereix una alta eficiència, però al seu torn dóna lloc a elevades emissions de NOx i sutge que requereixen de l'ús de sistemes de postractament per a reduir els nivells finals emesos a l'ambient. Aquests sistemes incorren en majors costos d'adquisició i operació del motor, per la qual cosa de forma paral·lela, la comunitat científica està treballant en el desenvolupament de diferents estratègies per a reduir la generació d'aquests contaminants durant el propi procés de combustió. La literatura demostra que les noves tècniques de combustió basades a promoure baixes temperatures durant aquest procés, ofereixen simultàniament una elevada eficiència i molt baixos nivells de NOx i sutge. No obstant açò, després d'anys de recerca, es pot arribar a la conclusió que aquestes tècniques no poden ser aplicades en tot el rang d'operació del motor a causa de, entre uns altres, factors com l'escàs control sobre el procés de combustió. En els últims anys, s'ha demostrat que la tècnica de combustió dual-fuel permet superar aquesta limitació gràcies al grau de llibertat addicional que suposa la capacitat de modular la reactivitat del combustible en funció de les condicions d'operació del motor. Aquesta característica, juntament amb els quasi nuls nivells de NOx i sutge que proporciona, ha despertat un gran interès sobre la comunitat científica. En aquest sentit, treballs precedents confirmen els avantatges que aquesta tècnica de combustió ofereix, demostrant al seu torn que encara existeixen una sèrie de limitacions per abordar, així com cert marge per explotar per a millorar el potencial d'aquest concepte. La present Tesi Doctoral planteja com a objectiu general el contribuir a la comprensió de la tècnica de combustió dual-fuel, i de manera particular explorar diferents vies a fi de millorar la seua eficiència. Per a açò, s'han avaluat de manera experimental diferents opcions que van des de la modificació dels paràmetres d'operació del motor, fins a dissenys específics de la geometria del pistó o l'ús de combustibles alternatius. Tractant de respondre algunes de les qüestions trobades en la literatura, en cadascun dels estudis s'ha realitzat una anàlisi detallada de la influència del paràmetre en qüestió sobre l'operació del motor a baixa càrrega, i al seu torn s'ha comprovat la capacitat de cadascuna d'aquestes opcions d'estendre l'operació del motor cap a càrregues més elevades. Cal destacar que l'anàlisi de certs resultats s'ha recolzat en càlculs numèrics CFD, els quals han permès entendre certs fenòmens locals que ocorren durant el procés de combustió dual-fuel, i que no poden ser confirmats únicament des del punt de vista experimental. Finalment, tenint en compte el coneixement adquirit en els diferents estudis realitzats, l'últim capítol de resultats s'ha dedicat a avaluar la capacitat d'operació del concepte dual-fuel en tot el rang de funcionament del motor, així com a identificar les possibles limitacions que aquesta tècnica presenta des del punt de vista tecnològic. / Monsalve Serrano, J. (2016). Dual-fuel compression ignition: towards clean, highly efficient combustion [Tesis doctoral no publicada]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/75109 / TESIS

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.

Das Konzept „Downsizing“ für Otto- und Dieselmotoren zur Verbesserung von Kraftstoffverbrauch und Schadstoffemission ist inzwischen durch viele praktische Beispiele und theoretische Untersuchungen zweifelsfrei bestätigt worden. Da „Downsizing“ aber untrennbar mit der Aufladung verbunden ist, wächst der Bedarf nach Aufladetechnologien, die das Hauptmanko des „Downsizing“ – das mangelhafte Drehmoment bei niedriger Motordrehzahl – überwinden. Mit zunehmender spezifischer Leistung und damit höheren Aufladegraden tritt diese Problematik immer stärker in den Vordergrund. Vor diesem Hintergrund hat sich für den Pkw-Dieselmotor die Aufladung mit VTG durchgesetzt. Beim Ottomotor wurde bislang der Schritt vom einfacheren Wastegate-Lader zur VTG noch nicht unternommen. Die Gründe dafür sind insbesondere in der höheren thermischen Belastung, aufgrund der höheren Abgastemperatur, und der größeren Luftdurchsatzspanne zu finden. Andererseits besteht inzwischen speziell beim Ottomotor ein großer Bedarf bezüglich der Verbesserung des Kraftstoffverbrauches und der Fahrdynamik in Kombination mit der Turboaufladung. Vor dem Hintergrund der in den letzten Jahren durchgeführten Weiterentwicklungen auf dem Gebiet der Benzindirekteinspritzung und der Aufladetechnik, stellt sich inzwischen verstärkt die Frage, ob durch den Einsatz einer VTG am Ottomotor ähnlich große Verbrauchseinsparungen und Verbesserungen in der Fahrdynamik erzielt werden können, wie dies vor einigen Jahren beim Pkw-Dieselmotor der Fall war. Im Rahmen der durchgeführten Arbeit wurden die Potentiale einer VTG an einem direkteinspritzenden Ottomotor eingehend durch Experimente und Motorprozesssimulation untersucht. Bei der direkten Übertragung der heute üblichen Diesel-VTG-Technik auf die Anwendung am Ottomotor können allerdings nur unwesentliche Verbesserungen beim spezifischen Kraftstoffverbrauch erzielt werden. Um die volle Drehzahlspanne des Ottomotors in seiner Basisabstimmung bedienen zu können, muss der Verstellbereich der VTG extrem ausgereizt werden, was Wirkungsgradnachteile mit sich bringt. Mit dem Übergang auf ein 2-flutiges Zwillingsstromturbinengehäuse in Kombination mit VTG wird es möglich, den Gaswechsel des Motors zu verbessern, da der Auslassvorgang der einzelnen Zylinder weniger durch die anderen Zylinder behindert wird. Der Effekt ist allerdings wesentlich schwächer ausgeprägt als bei einem 2-flutigen Wastegate Lader, da hier die Flutentrennung bis kurz vor das Turbinenrad erfolgen kann. Bei der VTG-Zwillingsstromturbine endet die Trennung konstruktionsbedingt bereits vor dem Leitgitter. Im Bereich des beschaufelten Ringkanales treffen die beiden bis dorthin getrennten Abgasstränge aufeinander und beeinflussen sich hier wieder gegenseitig, wobei die negativen Auswirkungen geringer sind als bei einer 1-flutigen Turbine, ganz ohne Trennung im Turbinengehäuse. Die bessere Nutzung der kinetischen Energie aus dem Vorauslassstoß, die bei Stoßaufladung mit getrennt geführten Abgaskanälen üblicherweise möglich ist, kann allerdings bei einer VTG-Turbine nicht erreicht werden. Speziell im unteren Motordrehzahlbereich, wo die Leitschaufeln weit geschlossen sind, werden die Druckpulsationen stark gedämpft und haben somit nur noch einen geringen Anteil an der Totalenthalpie des Abgases. Wie sich aus den Untersuchungen zeigte, kann dieser Nachteil der VTG aber durch den kleineren Turbinendurchsatz bei kleiner Schaufelstellung überkompensiert werden, wodurch das Drehmoment bei niedrigen Motordrehzahlen angehoben werden kann. Eine wesentlich bessere Flutentrennung kann durch die Verwendung einer VTG-Doppelstromturbine erreicht werden. Durch zwei über den Turbinenumfang getrennt geführte Spiralkanäle können die Überströmquerschnitte verkleinert, und damit die gegenseitige Beeinflussung der Abgasströme wesentlich verringert werden. Die Verhältnisse sind in dieser Ausführung vergleichbar mit Wastegate- Zwillingsstromturbinen, was die Effektivität der Flutentrennung anbelangt. Das volle Potential dieser optimierten Flutentrennung kann durch eine geänderte Applikation der Nockenwellenverstellungen im Motorkennfeld ausgeschöpft werden. Es ist damit möglich, längere Ventilüberschneidungen im unteren Motordrehzahlbereich zu realisieren und damit den Spülluftanteil in diesem Kennfeldbereich wesentlich zu steigern. Diese Maßnahme hat einen sehr positiven Einfluss auf die Motorbetriebswerte aufgrund: • Verringerter Klopfempfindlichkeit durch Reduktion des Restgasanteiles. • Absenkung der mittleren Abgastemperatur vor Turbine und damit der Möglichkeit, das Verbrennungsluftverhältnis anzuheben. • Verringerung der notwendigen Durchsatzspanne für Verdichter und Turbine und damit der Möglichkeit den Lader bei besseren Wirkungsgraden zu betreiben. Aufgrund des mit der Doppelstromanordnung begrenzten Zuströmquerschnittes über den Umfang der Turbine (180° pro Turbinenstrang) stellt sich allerdings ein geringerer Maximaldurchsatz für die Turbine ein. Die Simulationsergebnisse haben gezeigt, dass dadurch der mittlere Abgasdruck vor Turbine im oberen Volllastdrehzahlbereich ansteigt. Um dies zu verhindern, kann die Doppelstromturbine mit einer so genannten Stau–Stoß–Umschaltung versehen werden, mit der die beiden Turbinenstränge bei hohen Motordrehzahlen verbunden werden. Bei geöffnetem Umschaltventil kann sich das Abgas auf beide Turbinenstränge verteilen, und die Pulsation wird zusätzlich reduziert. Beide Effekte bewirken ein Absinken der Turbinenleistung und damit die gewünschte Begrenzung des Ladedruckes. Gleichzeitig ist es auch möglich, das Stoß–Stau–Umschaltventil als zusätzliches Wastegate zu betreiben, wodurch der Durchsatzbereich der Turbine noch weiter gesteigert werden kann. Die Kombination der geschilderten Maßnahmen: • VTG mit Doppelstromturbine • Stoß-Stau-Umschaltung • Vergrößerte Ventilüberschneidung hat bei den durchgeführten Untersuchungen zu einer Steigerung des stationären Volllastdrehmomentes von 40 % bei nM = 1500 1/min geführt, bei gleichzeitiger Verbesserung des Spüldruckgefälles um ca. 400 mbar im Nennleistungspunkt gegenüber dem 1-flutigen Wastegate-Basislader. Im Instationärbetrieb konnte am Beispiel eines Lastsprunges bei nM = 1800 1/min eine Verkürzung der Zeit bis zum Erreichen von 90 % des Nennmomentes um ca. 50 % festgestellt werden. Obgleich auf Basis der untersuchten Varianten bezüglich der aerodynamischen Auslegung der Einzelkomponenten, der Regelbarkeit der VTG und der mechanischen Haltbarkeit noch weitere Entwicklungsaktivitäten notwendig sein werden, kann aufgrund der sehr positiven Untersuchungsergebnisse von einem großen Potential für die Aufladung von DI-Ottomotoren mit variabler Turbinengeometrie ausgegangen werden.