Made available in DSpace on 2017-07-10T15:14:28Z (GMT). No. of bitstreams: 1 DissertacaoIvanWerncke.pdf: 1495599 bytes, checksum: ca73f0189d2d92f4cd32410397e6fb1f (MD5) Previous issue date: 2014-01-23 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior / The constant search for new energy sources leads to need for new technological solutions, which require the analysis of some of the options for energy generation. This search assessed the behavior of an internal combustion engine in what concerns to the influence of gradual to total substitution of commercial diesel for crambe biodiesel and the influence of the use of biogas, with the engine running on dual mode. The items assessed were the diesel, biodiesel and biogas calorific power; the power generated according to the load (kW.kW-1); the specific consumption of liquid fuel (g.kWh-1); the energetic consumption (kJ.h-1); return/yield (%); the reduction of diesel-biodiesel consumption (%); gas emission: nitrogen oxides (NOx) and carbon monoxides (CO), and the variation of engine gas temperature. The experiment was performed at the Gas and micro-generation of electricity laboratory at the State University of West Parana (UNIOESTE), and in a pig fattening unit in the city of Medianeira PR. The diesel used in the experiment was composed of 95% mineral diesel and 5% biodiesel, according to current standards. Both diesel and biodiesel s inferior calorific power were assessed with an E2K calorimeter. Biogas was analyzed with DRAGER X-AM 7000. In order to assess the fuel, an OVAL flowmeter model M-III LSF41L0-M2 was used. Data was recorded by means of a FIELD LOGGER data logger, by NOVUS. The assessment of biogas consumption happened with the aid of a gas meter, by SCHIMBERGER, model GALLUS 1000. Data were transferred to an electronic spreadsheet. The electricity generated was measured by analyzer AE-200, by INSTRUTHERM. The equipment used in the analysis of gas emission and temperature was BACHARACH s PCA-3. The Inferior Calorific Power (PCI) found was 40141 kJ.kg-1 for diesel and 36853 kJ.kg-1 for crambe biodiesel. Methane concentration in biogas was 66% and its PCI was 23.7 MJ.m-3. The electric power generated in normal mode was up to 33% lower than in dual mode for the trial with B100. The specific consumption of the liquid fuel was lower in dual mode than in normal mode. The maximum efficiency in normal mode was 23.32% with diesel at a load of 5 kW and 14.58% in dual mode with B75 and load of 4 kW. Maximum economy was 87% for loads of 2 and 3 kW of the trial with B100. NOx emission was lower with the insertion of biogas. Regarding CO emission, there wasn t a trend on the interference of biodiesel proportions and biogas insertion. The gas exhaustion temperature increased with the insertion of biogas and with load raise, reaching values over 500°C. / A constante busca pela diversificação das fontes de energia traz consigo a necessidade de novas soluções tecnológicas e para que isso seja possível, é preciso avaliar algumas opções de geração de energia. O presente estudo avaliou o comportamento do motor de combustão interna quanto à influência da substituição gradual até total de diesel comercial por biodiesel a partir de óleo de crambe e a influência do uso de biogás, operando o motor em modo Dual. Foram avaliados o poder calorífico do diesel, do biodiesel e do biogás, a potência gerada em função da carga imposta (kW.kW-1), o consumo específico de combustível líquido (g.kWh-1), consumo energético (kJ.h-1), rendimento (%), redução de consumo de diesel-biodiesel (%), emissão de gases: óxidos de nitrogênio (NOx) e monóxido de carbono (CO) e a variação de temperatura dos gases gerados no motor. O experimento foi realizado no laboratório de Gaseificação e Microgeração de eletricidade da Universidade Estadual do Oeste do Paraná e em uma unidade de engorda de leitões em Medianeira - PR. O diesel utilizado era composto de 95 % de Diesel mineral e 5 % de biodiesel, conforme normas vigentes. Foi analisado o PCI do diesel e do biodiesel com uma bomba calorimétrica E2K. A composição do biogás foi analisado com o DRAGER X-AM 7000. Para a mensuração de combustível utilizou-se um fluxometro OVAL M-III LSF41L0-M2 e os dados foram gravados pelo datalogger FIELD LOGGER. Para a mensuração do consumo de biogás foi utilizado um medidor de gás marca SCHIMBERGER, modelo GALLUS 1000. Os dados de consumo de biogás foram anotados em planilha eletrônica. A energia elétrica gerada foi mensurada pelo equipamento AE-200, marca INSTRUTHERM. A emissão e temperatura dos gases de exaustão foi analisada pelo equipamento PCA-3, marca BACHARACH. O PCI do diesel foi de 40141 kJ.kg-1 e do biodiesel de crambe foi de 36853 kJ.kg-1. A concentração de metano no biogás foi de 66 % e o PCI foi de 23,7 MJ.m-3. A potência elétrica gerada no modo normal foi menor que no modo Dual. O consumo específico de combustível líquido foi menor no modo Dual que no modo normal. A máxima eficiência no modo normal foi de 23,32 % com diesel na carga de 5 kW e no modo dual foi de 14,58 %, com B75 e carga de 4 kW. A máxima economia foi de 87% para as cargas de 2 e 3 kW do ensaio com B100. A emissão de NOx foi menor com a inserção de biogás. Para a emissão de CO não houve uma tendência sobre a interferência das proporções de biodiesel e a inserção de biogás. A temperatura de exaustão dos gases elevou com a inserção de biogás e com o aumento da carga, chegando a valores acima de 500 oC.

United States government data shows AWD EV production increasing over 376 % from 2020 to 2023. The literature highlights energy savings from mixed-type dual EM powertrains and optimization-based energy management strategies (EMS), compared to single-type dual-motors and rule-based control. Other trends include the adoption of silicon carbide (SiC) based inverter devices and 800 V systems. Axial-flux machines have seen increased traction, with implementations in Ferrari’s SF90 Stradale, Lamborghini’s Revuelto, and Mercedes-Benz’s acquisition of YASA Ltd. These findings motivated the study of dual-motor AWD EV thermally constrained energy management. Using McMaster Automotive Resource Centre’s (MARC’s) facilities, accurate modeling of powertrain components was pursued to contribute realistic results. Firstly, inverter device materials and voltage ratings were studied in a Chevrolet Bolt EV model. Experimental validation was conducted on 1200 V inverters, powering 160+ kW traction machines. The model’s loss error was mostly within 100 W of measured loss. An empirical loss model revealed the analytical model estimates range within 6 km. This work highlighted the benefits of 800 V DC buses and SiC inverters. Secondly, experimental characterization of a yokeless and segmented armature (YASA) axial flux machine, by YASA Ltd., was documented. Dynamometer tests covered a wide torque, speed, and DC bus voltage range. The Bolt EV was modeled with the YASA machine, comparing its performance to the stock machine. All data was compiled and published in an online open-source repository. Lastly, thermally constrained energy management of various control strategies for a dual-motor AWD EV model were compared. Over two drive cycles, an MPC strategy ranked best in selected performance metrics. During a racetrack drive cycle, the MPC strategy kept the thermally limited motor cooler 246 % longer than a rule-based strategy. This work highlighted MPC’s potential in reducing total lifetime thermal wear of a dual-motor powertrain’s thermally limited motor. / Thesis / Doctor of Philosophy (PhD) / This thesis presents the experimental dynamometer work behind the accurate modeling of electric powertrain components, specifically the electric machine (EM) and inverter. The analytical inverter model is experimentally validated using electric machines as loads. The electric machine model is constructed from its experimental characterization data. Together, these models form a near-completely experimental-based electric drive unit (EDU). From this foundation, a dual-motor all-wheel-drive (AWD) electric vehicle (EV) model is built for the purpose of evaluating various control strategies’ thermally constrained energy management abilities. The control methods are ranked with respect to key performance indicators (KPIs) over the course of two drive cycles. Results from these drive cycles point to the model predictive control (MPC) strategy achieving the control objectives with the best quantified KPIs. Most importantly, it was able to keep the powertrain's thermally limited motor cooler 246 % longer than the second-best performing control strategy, a rule-based method applying a torque-split ratio algorithm.