published_or_final_version / Chemistry / Doctoral / Doctor of Philosophy

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In this thesis, applicable data from research on IC engines have been adapted to PACE engine designs. Data from studies on heat transfer, friction, and pressure losses, in particular, have been used. Certain parameters which define operation and design characteristics appear to influence PACE engine performance very strongly. Some of the more critical parameters, notably friction and heat transfer coefficients, must be determined experimentally if accurate model results are to be expected. Pressure ratio, compressor RPM, and maximum combustor temperature, the independent operating parameters, also have a dramatic effect on engine performance. Other design or operating characteristics and working fluid properties are not controlled independently. These are dictated by the engine physical design configuration and operation, ambient conditions, and choice of fuel.

Orientador: Waldyr Luiz Ribeiro Gallo / Dissertação (mestrado) - Universidade Estadual de Campinas, Faculdade de Engenharia Mecânica / Made available in DSpace on 2018-08-25T19:17:11Z (GMT). No. of bitstreams: 1 BritoLopes_AlissonVinicius_M.pdf: 16369458 bytes, checksum: e72c2c680cdccf96557c9588ce37e602 (MD5) Previous issue date: 2014 / Resumo: Um modelo de simulação fenomenológico de motores Diesel foi desenvolvido. O modelo permite a simulação das fases aberta e fechada do ciclo. A combustão é modelada utilizando um modelo de liberação de energia finita. É levado em conta um modelo unidimensional para escoamento sobre as válvulas e um modelo para a transmissão de calor instantânea entre os gases e a parede do cilindro. Por se tratar de um modelo paramétrico, uma série de estudos pode ser feita no sentido de avaliar as influências dos diversos parâmetros sobre os valores finais de eficiência global do motor. As curvas características e as eficiências do motor correspondem aos resultados finais obtidos após o processo iterativo. Um motor é comparado quando simulado em duas situações: com e sem cruzamento de válvulas. Ao simular o caso base (sem cruzamento de válvulas) foi possível comparar a potência efetiva de eixo declarada pelo fabricante (49 kW) e constatar que a potência calculada pelo modelo foi de 51.3 kW indicando assim que as hipóteses adotadas foram bastante razoáveis. Além disso, o modelo forneceu valores para eficiência volumétrica, consumo específico e eficiência térmica condizentes com os valores usualmente encontrados nas referências bibliográficas. Constatou-se que ao gozar de um curto cruzamento de válvulas o motor teve seus parâmetros de eficiência aumentada em 3%, além de uma redução de 3.3% no consumo específico de combustível, valores esses quando comparados ao caso base. O algoritmo desenvolvido permitiu também analisar a influência do ponto de injeção na curva de pressão de combustão, a influência da rotação na curva de taxas mássicas na admissão/escape e a influência da quantidade de combustível injetada sobre as potências de atrito, efetiva e indicada / Abstract: A phenomenological simulation model of Diesel engine was developed. The model is able to simulate the open and closed phase of the cycle. The combustion process is modeled by using a finite heat release model. A one-dimensional model is applied for the flow through the valves and the instantaneous heat transfer between gases and cylinder wall. As the model is parameterized, a series of studies can be done to evaluate the influence of several parameters on the final values of the overall engine efficiency. Typical engine curves and the engine efficiencies are obtained as a result of the interactive process. An engine is compared when simulated in two situations: with and without valve overlapping. By simulating the baseline case (without valve overlapping) it was possible to compare the brake power informed by the engine manufacturer (49 kW) and that obtained by model was (51.3 kW), showing that the hypothesis adopted was reasonable. Furthermore, the model provides values for the volumetric efficiency, specific fuel consumption and thermal efficiency in agreement with values usually found in both the bibliographic references and manufacturer¿s data. It was found that when the engine operated with a short valve overlapping, the engine achieved 3% of improvement in the efficiency parameters and 3.3% of reduction in specific fuel consumption, these values are compared with the base case. The algorithm developed also allowed to analyze the influence of the injection start point in the combustion pressure curve, the influence of engine rotation in the mass rate in intake and exhaust process and the influence of equivalence ratio on the friction, effective and indicated power / Mestrado / Termica e Fluidos / Mestre em Engenharia Mecânica

Orientador: Ramirez Londono, Antonio Jose / Tese (doutorado) - Universidade Estadual de Campinas, Faculdade de Engenharia Mecânica / Made available in DSpace on 2018-08-23T16:20:20Z (GMT). No. of bitstreams: 1 RodriguezFernandez_Johnnatan_D.pdf: 160902949 bytes, checksum: 4744bcf4bff982b6d8a31d0ccb36ea63 (MD5) Previous issue date: 2013 / Resumo: Neste trabalho foram realizadas juntas soldadas dissimilares de aço ASTM A516 Gr 60 e da liga de Ni 625, com 6,6 mm de espessura, empregando o processo de soldagem por atrito com pino não consumível (SAPNC) conhecida em inglês como Friction Stir Welding (FSW). Juntas consolidadas foram obtidas com os parâmetros de soldagem de 300 rpm, 100 mm.min-1, 30 kN de força axial e o deslocamento tangencial (DT) de +2,0 mm. Dentre os parâmetros estudados encontrou-se que velocidades de rotação superiores de 300 rpm apresentaram um incremento dos defeitos volumétricos (vazios) e para velocidades menores de 300 rpm, observou-se uma relação entre a oscilação da ferramenta e o incremento das forças axiais. A avaliação da microestrutura foi realizada por meio de microscopia óptica e eletrônica de varredura e transmissão, espectroscopia de raios X dispersiva em energia (XEDS) e difração de elétrons retroespalhados (EBSD). Foi possível estudar a evolução microestrutural e entender as transformações de fases e mecanismos de recuperação e recristalização após o processo de SAPNC. No aço A516, o mecanismo de rearranjo e eliminação de defeitos cristalinos foi por recristalização dinâmica contínua e na liga de Ni observou-se que durante o processo ocorre recristalização dinâmica contínua e descontínua. Na interface entre o aço A516 e a liga Ni 625, com um tamanho de 2 ?m, foi observada a presença de precipitados do tipo NbC o que sugere que estes precipitados foram arrastrados desde a zona misturada. As simulações termodinâmicas dos precipitados durante o processo de soldagem encontram-se de acordo com as observações microestruturais. A análise mostrou texturas de cisalhamento simples em todas as regiões afetadas pela deformação durante o processo de soldagem. Além disso, foi possível determinar por meio das figuras de polo, as rotações das células cristalinas para atingir as orientações cristalográficas finais observadas na junta soldada a partir do estado inicial do material de base / Abstract: Dissimilar 6 mm thick butt joints of steel ASTM A516 Gr 60 and Ni-based alloy 625, were produced by friction stir welding (FSW). Fully consolidated joints were produced using rotational speed of 300 rpm, travel speed of 100 mm.min-1, tangent offset of 2.0 mm, and axial force of 30 kN. Among the parameters studied, it was found that rotational speeds higher than 300 rpm promoted an increase on the macro-voids size. On the other hand, rotational speeds lower than 300 rpm resulted on an undesirable and correlated tool and axial force oscillation. Microstructural characterization was performed using optical microscopy, scanning and transmission electron microscopy, energy dispersive X-ray spectroscopy (XEDS), and electron backscattering diffraction (EBSD). The microstructural evolution, phase transformations, and recovery and recrystallization mechanisms associated to the FSW process were investigated. In the steel A516, continuous dynamic recrystallization characterized by the rearrange and elimination of crystalline defects was identified as the main softening mechanism. In the Ni-based alloy, continuous and discontinuous dynamic recrystallization were the main mechanisms observed, with bulging of the original grain boundaries and progressive subgrain rotation. The NbC precipitates observed at the interface between the steel and the Ni-based alloy are thought to have been dragged from the Nibased alloy stir zone. Thermodynamic/kinetic simulations are in agreement with the above mentioned microstructural observation. The micro-texture analysis showed simple shear textures in all the welding zones affected by deformation during FSW. In addition, it was possible to determine the average crystalline cells rotations undergone by the base material to reach preferential orientations on the stir zone / Doutorado / Materiais e Processos de Fabricação / Doutor em Engenharia Mecânica

The catalytic oxidation activity of platinum particles in automobile catalysts is thought to originate from the presence of highly reactive superficial oxide phases which form under oxygen-rich reaction conditions. The thermodynamic stability of platinum oxide surfaces and thin films was studied, as well as their reactivities towards oxidation of carbon compounds by means of first-principles atomistic thermodynamics calculations and molecular dynamics simulations based on density functional theory. On the Pt(111) surface the most stable superficial oxide phase is found to be a thin layer of alpha-PtO2, which appears not to be reactive towards either methane dissociation or carbon monoxide oxidation. A PtO-like structure is most stable on the Pt(100) surface at oxygen coverages of one monolayer, while the formation of a coherent and stress-free Pt3O4 film is favoured at higher coverages. Bulk Pt3O4 is found to be thermodynamically stable in a region around 900 K at atmospheric pressure. The computed net driving force for the dissociation of methane on the Pt3O4(100) surface is much larger than on all other metallic and oxide surfaces investigated. Moreover, the enthalpy barrier for the adsorption of CO molecules on oxygen atoms of this surface is as low as 0.34 eV, and desorption of CO2 is observed to occur without any appreciable energy barrier in molecular dynamics simulations. These results, combined, indicate a high catalytic oxidation activity of Pt3O4 phases that can be relevant in the contexts of Pt-based automobile catalysts and gas sensors.