Regulations for ICE-based transportation in the EU seek carbon dioxide emissions lower than 95 g CO2/km by 2020. In order to fulfill these limits, improvements in vehicle fuel consumption have to be achieved. One of the main losses of ICEs happens in the exhaust line. Internal combustion engines transform chemical energy into mechanical energy through combustion; however, only about 15-32% of this energy is effectively used to produce work, while most of the fuel energy is wasted through exhaust gases and coolant. Therefore, these sources can be exploited to improve the overall efficiency of the engine. Between these sources, exhaust gases show the largest potential of Waste Heat Recovery (WHR) due to its high level of exergy. Regarding WHR technologies, Rankine cycles are considered as the most promising candidates for improving Internal Combustion Engines. However, the implementation of this technology in modern passenger cars requires additional features to achieve a compact integration and controllability in the engine. While industrial applications typically operates in steady state operating points, there is a huge challenge taking into account its impact in the engine during typical daily driving profiles. This thesis contributes to the knowledge and characterization of an Organic Rankine Cycle coupled with an Internal Combustion Engine using ethanol as working fluid and a swash-plate expander as expansion machine. The main objective of this research work is to obtain and quantify the potential of Organic Rankine Cycles for the use of residual energy in automotive engines. To do this, an experimental ORC test bench was designed and built at CMT (Polytechnic University of Valencia), which can be coupled to different types of automotive combustion engines. Using these results, an estimation of the main variables of the cycle was obtained both in stationary and transient operating points. A potential of increasing ICE mechanical efficiency up to 3.7% could be reached at points of high load installing an ORC in a conventional turbocharged gasoline engine. Regarding transient conditions, a slightly simple and robust control based on adaptive PIDs, allows the control of the ORC in realistic driving profiles. High loads and hot conditions should be the starting ideal conditions to test and validate the control of the ORC in order to achieve high exhaust temperatures that justify the feasibility of the system. In order to deepen in the viability and characteristics of this particular application, some theoretical studies were done. A 1D model was developed using LMS Imagine.Lab Amesim platform. A potential improvement of 2.5% in fuel conversion efficiency was obtained at the high operating points as a direct consequence of the 23.5 g/kWh reduction in bsfc. To conclude, a thermo-economic study was developed taking into account the main elements of the installation costs and a minimum Specific Investment Cost value of 2030 €/kW was obtained. Moreover, an exergetic study showed that a total amount of 3.75 kW, 36.5% of exergy destruction rate, could be lowered in the forthcoming years, taking account the maximum efficiencies considering technical restrictions of the cycle components. / Las normativas anticontaminantes para el transporte propulsado por motores de combustión interna alternativos en la Unión Europea muestran límites de emisión menores a 95 g CO2/km para el año 2020. Con el fin de cumplir estos límites, deberán ser realizadas mejoras en el consumo de combustible en los vehículos. Una de las principales pérdidas en los Motores de Combustión Interna Alternativos (MCIA) ocurre en la línea de escape. Los MCIA transforman la energía química en energía mecánica a través de la combustión; sin embargo, únicamente el 15-32% de esta energía es eficazmente usada para producir trabajo, mientras que la mayor parte es desperdiciada a través de los gases de escape y el agua de refrigeración del motor. Por ello, estas fuentes de energía pueden ser utilizadas para mejorar la eficiencia global del vehículo. De estas fuentes, los gases de escape muestran un potencial mayor de recuperación de energía residual debido a su mayor contenido exergético. De todos los tipos de Sistemas de Recuperación de Energía Residual, los Ciclos Rankine son considerados como los candidatos más prometedores para mejorar la eficiencia de los MCIA. Sin embargo, la implementación de esta tecnología en los vehículos de pasajeros modernos requiere nuevas características para conseguir una integración compacta y una buena controlabilidad del motor. Mientras que las aplicaciones industriales normalmente operan en puntos de operación estacionarios, en el caso de los vehículos con MCIA existen importantes retos teniendo en cuenta su impacto en el modo de conducción cotidianos. Esta Tesis contribuye al conocimiento y caracterización de un Ciclo Rankine Orgánico acoplado con un Motor de Combustión Interna Alternativo utilizando etanol como fluido de trabajo y un expansor tipo Swash-plate como máquina expansora. El principal objetivo de este trabajo de investigación es obtener y cuantificar el potencial de los Ciclos Rankine Orgánicos (ORC) para la recuperación de la energía residual en motores de automoción. Para ello, una instalación experimental con un Ciclo Rankine Orgánico fue diseñada y construida en el Instituto Universitario "CMT - Motores Térmicos" (Universidad Politécnica de Valencia), que puede ser acoplada a diferentes tipos de motores de combustión interna alternativos. Usando esta instalación, una estimación de las principales variables del ciclo fue obtenida tanto en puntos estacionarios como en transitorios. Un potencial de mejora en torno a un 3.7 % puede ser alcanzada en puntos de alta carga instalando un ORC en un motor gasolina turboalimentado. Respecto a las condiciones transitorias, un control sencillo y robusto basado en PIDs adaptativos permite el control del ORC en perfiles de conducción reales. Las condiciones ideales para testear y validar el control del ORC son alta carga en el motor comenzando con el motor en caliente para conseguir altas temperaturas en el escape que justifiquen la viabilidad de estos ciclos. Para tratar de profundizar en la viabilidad y características de esta aplicación particular, diversos estudios teóricos fueron realizados. Un modelo 1D fue desarrollado usando el software LMS Imagine.Lab Amesim. Un potencial de mejora en torno a un 2.5% en el rendimiento efectivo del motor fue obtenido en condiciones transitorias en los puntos de alta carga como una consecuencia directa de la reducción de 23.5 g/kWh del consumo específico. Para concluir, un estudio termo-económico fue desarrollado teniendo en cuenta los costes de los principales elementos de la instalación y un valor mínimo de 2030 €/kW fue obtenido en el parámetro de Coste Específico de inversión. Además, el estudio exergético muestra que un total de 3.75 kW, 36.5 % de la tasa de destrucción total de exergía, podría ser reducida en los años futuros, teniendo en cuenta las máximas eficiencias considerando restricciones técnicas en los componentes del ciclo. / Les normatives anticontaminants per al transport propulsat per motors de combustió interna alternatius a la Unió Europea mostren límits d'emissió menors a 95 g·CO2/km per a l'any 2020. Per tal d'acomplir aquests límits, s'hauran de realitzar millores al consum de combustible dels vehicles. Una de les principals pèrdues als Motors de combustió interna alternatius (MCIA) ocorre a la línia d'escapament. Els MCIA transformen l'energia química en energia mecànica a través de la combustió; però, únicament el 15-32% d'aquesta energia és usada per produir treball, mentre que la major part és desaprofitada a través dels gasos d'escapament i l'aigua de refrigeració del motor. Per això, aquestes fonts d'energia poden ser utilitzades per millorar l'eficiència global del vehicle. Considerant aquestes dues fonts d'energia, els gasos d'escapament mostren un potencial major de recuperació d'energia residual debut al seu major contingut exergètic. De tots els tipus de Sistemes de Recuperació d'Energia Residual, els Cicles Rankine són considerats com els candidats més prometedors per millorar l'eficiència dels MCIA. No obstant, la implementació d'aquesta tecnologia en els vehicles de passatgers moderns requereix un desenvolupament addicional per aconseguir una integració compacta i una bona controlabilitat del motor. Mentre que les aplicacions industrials normalment operen en punts d'operació estacionaris, en el cas dels vehicles amb MCIA hi han importants reptes a solucionar tenint en compte el funcionament en condicions variables del motor i el seu impacte en la manera de conducció quotidiana del usuari. Aquesta Tesi contribueix al coneixement i caracterització d'un Cicle Rankine Orgànic (ORC) acoblat amb un motor de combustió interna alternatiu (MCIA) utilitzant etanol com a fluid de treball i un expansor tipus Swash-plate com a màquina expansora. El principal objectiu d'aquest treball de recerca és obtenir i quantificar el potencial dels ORCs per a la recuperació de l'energia residual en motors d'automoció. Per aconseguir-ho, una instal·lació experimental amb un ORC va ser dissenyada i construïda a l'Institut "CMT- Motores Térmicos" (Universitat Politècnica de València). Esta installació pot ser acoblada a diferents tipus de MCIAs. Mitjançant assajos experimentals en aquesta installació, una estimació de les principals variables del cicle va ser obtinguda tant en punts estacionaris com en punts transitoris. Un potencial de millora al voltant d'un 3.7% pot ser aconseguida en punts d'alta càrrega instal·lant un ORC acoblat a un motor gasolina turboalimentat. Pel que fa a les condicions transitòries, un control senzill i robust basat en PIDs adaptatius permet el control del ORC en perfils de conducció reals. Les condicions ideals per a testejar i validar el control de l'ORC són alta càrrega al motor començant amb el motor en calent per aconseguir altes temperatures d'escapament que justifiquen la viabilitat d'aquests cicles. Per tractar d'aprofundir en la viabilitat i característiques d'aquesta aplicació particular, diversos estudis teòrics van ser realitzats. Un model 1D va ser desenvolupat usant el programari LMS Imagine.Lab Amesim. Un potencial de millora al voltant d'un 2.5% en el rendiment efectiu del motor va ser obtingut en condicions transitòries en els punts d'alta càrrega com una conseqüència directa de la reducció de 23.5 g/kWh al consum específic. Per concloure, un estudi termo-econòmic va ser desenvolupat tenint en compte els costos dels principals elements de la installació i un valor mínim de 2030 €/kW va ser obtingut en el paràmetre del Cost Específic d'Inversió. A més, l'estudi exergètic mostra que un total de 3.75 kW, 36.5% de la taxa de destrucció total d'exergia, podria ser recuperat en un pròxim, considerant restriccions tècniques en els components del cicle i tenint en compte les màximes eficiències que es poden aconseguir. / Royo Pascual, L. (2017). Study of Organic Rankine Cycles for Waste Heat Recovery in Transportation Vehicles [Tesis doctoral]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/84013

Ce travail de thèse est une étude multi-échelles de temps de la morphodynamique d'une île barrière soumise à des conditions de forçages paroxysmaux de mousson, de tempêtes tropicales et de typhons. Cette étude se concentre dans un premier temps, sur un large travail de terrain effectué dans le cadre du projet KUN-SHEN. Sept mois de mesures (de novembre 2011 à janvier 2012 et de mai à septembre 2012) ont permis l'acquisition d'un jeu de données inédit dans la littérature, exhaustif et de haute résolution temporelle et spatiale. Des mesures hydrodynamiques du large jusqu’à la zone de jet de rive ont été acquises en parallèle d'un suivi topographique de la plage émergée. Les mesures de vagues ont été acquises à partir d'une bouée au large, de deux houlographes-courantomètres en avant-côte (mesures en continu à 2 Hz) ainsi que de pressiomètres enfouis dans la plage sub-aérienne (mesures en continu à 5 Hz). Les levés topo-bathymétriques ont été réalisés au D-GPS (résolution centimétrique) une fois par semaine pendant la saison de mousson et juste après et avant chaque événements de tempêtes extrêmes pendant la saison des typhons. Le travail d'analyse cible ensuite la morphodynamique de la zone de jet de rive et de la plage émergée sur un panel d’échelles spatio-temporelles allant de l'instantanée à annuelle. A l’échelle instantanée, ce sont les variations d’élévation de la surface libre de l'eau et du lit sableux (quelques secondes) qui sont observées au cours de chacune des phases (montant, apex, tombant) de la tempête tropicale Talim (juin 2012, Hs = 10.34 m et Ts = 14.6 s). Pour le même événement de tempête, la réponse morphologique de toute la plage émergée est ensuite décrite et quantifiée dans le détail à l’échelle événementielle (quelques jours). Les bilans sédimentaires de chacune des saisons sont ensuite quantifiés dans le but de caractériser la dynamique saisonnière (quelques mois) à annuelle d'une barrière sableuse soumise à deux types de forçages extrêmes différents (mousson/typhons). L'impact sur le front de plage, des groupes de tempêtes faibles à modérées pendant l'hiver est ainsi comparé à l'impact des tempêtes extrêmes pendant l'été. On souligne finalement 1) l'importance d'un jeu de mesures in-situ de bonne qualité dans un travail d'analyse morphodynamique, 2) l'essentialité de l’emboîtement des échelles spatio-temporelle ainsi que 3) le rôle du profil morphologique héritée dans la réponse morphologique d'une plage émergée lorsqu'elle est soumise à des conditions de forçages de vent et de vague extrêmes. / This work focuses on a multi-scale analysis of a sand barrier morphodynamics exposed to paroxysmal forcings of monsoon, tropical storms, and typhoons. The study provided a large dataset of in-situ measures acquired in the framework of the KUNSHEN project. Seven months of field work (from November 2011 to January 2012 and from May to September 2012) provided a new, exhaustive and hight resolution measures. Measures of hydrodynamic conditions from offshore to the swash zone are acquired as well as high frequency topographic surveys of the emerged beach. Waves monitoring are from an offshore buoy, two current profilers in the shoreface (continuous measures at 2 Hz) and pressure sensors buried in the sub-aerial beach (continuous measures at 5 Hz). The topo-bathymetric surveys were acquired using D-GPS (centimetric resolution) one time a week during winter season of monsoon and just before and after each extreme storm during summer season of typhoons.Then, analysis focus in the morphodynamics of the swash zone and the emerged beach on a range of scales from instantaneous to one year. At the instantaneous scale, we analyze variations of the water surface fluctuation and sand bed elevation (seconds) during each phases (rising, apex and falling) of the Talim tropical storm (June 2012, Hs = 10.34 m and Ts = 14.6 s). Concerning the same storm, we characterize the morphologic changes of the whole emerged beach at the evenemential scale (days). Sand balances of each seasons are quantified in order to characterize the dynamics from seasonal scale (months) to annual scale of a sand barrier driven by two types of extreme forcings (monsoon/typhoons). On the beach-front, impact of groups of winter weak storms is compared to the impact of extremes tropical storms and typhoons. To conclude, we highlight 1) importance of in-situ measures in morphodynamic studies, 2) the major role of scales stacking and 3) the role of herited beach profile in the morphologic responses of the emerged beach driven by extremes forcings of wind and wave.

The SUPERTANK dataset is analyzed to examine the upper limit of beach change in response to elevated water level induced by wave runup. Thirty SUPERTANK runs are investigated, including both erosional and accretionary wave conditions under random and monochromatic waves. Two experiments, one under a spilling and one under a plunging breaker-type, from the Large-Scale Sediment Transport Facility (LSTF) are also analyzed. The upper limit of beach change approximately equals the maximum vertical excursion of swash runup. Exceptions to this direct relationship are those with beach or dune scarps when gravity-driven changes, i.e., avalanching, become significant. The vertical extent of wave runup, Rmax, above mean water level on a beach without a scarp is found to approximately equal the significant breaking wave height, Hbs. Therefore, a simple formula Rmax = Hbs is proposed. The linear relationship between maximum runup and breaking wave height is supported by a conceptual derivation. This predictive formula reproduced the measured runup from a large-scale 3-dimensional movable bed physical model. Beach and dune scarps substantially limit the uprush of swash motion, resulting in a much reduced maximum runup. Predictions of wave runup are not improved by including a slope-dependent surf-similarity parameter. The limit of wave runup is substantially less for monochromatic waves than for random waves, attributed to absence of low-frequency motion for monochromatic waves.

Les processus dynamiques présents en zone de swash ont un impact significatif sur l'évolution des zones côtières. Une part importante du transport sédimentaire cross-shore se produit dans cette zone, plus particulièrement dans cette zone où se produisent le run-up et le run-down. La zone située au-delà de la ligne de rivage au repos est le plus souvent décrite par des modèles intégrés sur la verticale. La décroissance des vagues est bien reproduite, cependant l'étude du transport sédimentaire impose une paramétrisation du frottement sur le fond. Nous présentons les résultats de simulations RANS de la propagation d'un mascaret (obtenu par un "lâcher de barrage") sur une plage en pente et le run-up et le run-down ainsi générés. Les résultats numériques sont comparés aux résultats expérimentaux de Yeh et al. (1989). Les simulations ont été réalisées avec le code Navier-Stokes diphasique AQUILON. Deux méthodes de suivi d'interface VOF (VOF TVD ET VOF PLIC) sont implémentées. La viscosité turbulente est calculée par un modèle V2-F (Durbin, 1991). Une estimation des grandeurs turbulentes k et epsilon basée sur la théorie des ondes longues pour la propagation d'un ressaut hydraulique est présentée. Une modélisation VOF-PLIC & V2-F est appliquée pour reproduire les caractéristiques macroscopiques du lâcher de barrage, qui comme on pouvait s'y attendre dépendent peu de la turbulence. Nous étudions aussi l'impact des conditions initiales sur k et epsilon sur l'établissement de l'écoulement turbulent. Après ces validations vis-à-vis de la turbulence, des simulations du cas décrit par Yeh et al. (1989) sont menées pour optimiser le choix des paramètres de calcul. La théorie de Whitham (1958), prédit un effondrement du mascaret au niveau de la ligne de rivage au repos. La théorie de Shen and Meyer (1963) est toujours à l'heure actuelle le modèle de référence. Les résultats expérimentaux de Yeh et al. (1989) montrent clairement un phénomène différent. L'utilisation conjointe de la technique VOF-TVD et du modèle de turbulence V2-F semble apporter les meilleurs résultats par rapport aux expériences de Yeh et al. (1989). Une étude de la transition mascaret/lame de swash est proposée. Nos résultats montrent que la théorie de Whitham décrit de façon assez précise le mécanisme de d'effondrement du mascaret. Les résultats de nos simulations sont utilisés pour décrire la transition entre l'effondrement du mascaret et l'écoulement du run-up. L'analyse des processus de frottement dans le jet de rive met en évidence une forte dissymétrie entre le run-up et le run-down avec cisaillement plus faible lors du run-down

<p>The advantages of high efficiency, reliability, flexibility and high power to weight ratio make axial piston pumps popular for use in a wide variety of applications like construction and agricultural machinery, off road vehicles and aerospace applications. However, a major drawback which limits their extensive use in other commercial applications is noise. One of the important components in axial piston machines is the valve plate, which influences the transition of the suction and delivery flows into and out of the displacement chamber. Appropriate design of the valve plate can play a significant role in influencing the rate of compression and expansion in the displacement chamber, and hence contribute towards the abatement of noise in axial piston machines. Furthermore, the relief grooves in valve plates makes them relatively less sensitive to operating conditions for the operation of the pump. The high sensitivity of the valve plate design towards the pressure build up in the displacement chamber and towards the noise sources are big motivation factors towards rigorously exploring the design space to find suitable designs to meet the objective of noise reduction. This motivates the development of an advanced computational tool, colloquially called 'MiNoS', where a powerful optimization algorithm has been combined together with a novel parametrization scheme for valve plate design and a 1D simulation model of swash plate type axial piston machines to find optimized designs which can contribute towards noise reduction in swash plate type axial piston machines. Furthermore, incorporation of the appropriate constraint also helps in avoiding designs susceptible to the onset of cavitation in the displacement chamber. A case study performed using the developed computational tool has been shown later in this work.</p>

Video monitoring of beaches is becoming the preferred method for observing changes to nearshore morphology. Consequently this work investigates a new technique for predicting the probability of inundation that is based on measuring runup variation using video. Runup is defined as the water-level elevation maxima on the foreshore relative to the still water level and the waterline is defined as the position where the MWL intersects the beach face. Tairua, and Pauanui Beaches, on the north east coast of the North Island of New Zealand, were used as the field site in this study and represent two very different beaches with the same incoming wave and meteorological conditions. Tairua is most frequently in an intermediate beach state, whereas Pauanui is usually flatter in nature. In order to rectify runup observations, an estimate of the runup elevation was needed (Z). This was estimated by measuring the variation of the waterline over a tidal cycle from time-averaged video images during a storm event and provided beach morphology statistics (i.e. beach slope (α) and beach intercept (b)) used in the rectification process where Z=aX+b. The maximum swash excursions were digitized from time-stacks, and rectified to provide run-up timeseries with duration 20 minutes. Field calibrations revealed a videoed waterline that was seaward of the surveyed waterline. Quantification of this error gave a vertical offset of 0.33m at Tairua and 0.25m at Pauanui. At Tairua, incident wave energy was dominant in the swash zone, and the runup distributions followed a Rayleigh distribution. At Pauanui, the flatter beach, the runup distributions were approximately bimodal due to the dominance of infragravity energy in the swash signal. The slope of the beach was a major control on the runup elevation; runup at Pauanui was directly affected by the deepwater wave height and the tide, while at Tairua there was no correlation. Overall, the results of the study indicate realistic runup measurements, over a wide range of time scales and, importantly, during storm events. However, comparisons of videoed runup and empirical runup formulae revealed larger deviations as the beach steepness increased. Furthur tests need to be carried out to see if this is a limitation of this technique, used to measure runup. The runup statistics are consistently higher at Tairua and suggests that swash runs up higher on steeper beaches. However, because of the characteristics of flatter beaches (such as high water tables and low drainage efficiencies) the impact of extreme runup elevations on such beaches are more critical in regards to erosion and/ or inundation. The coastal environment is of great importance to Māori. Damage to the coast and coastal waahi tapu (places of spiritual importance) caused by erosion and inundation, adversely affects the spiritual and cultural well-being of Māori. For this reason, a chapter was dedicated to investigating the practices used by Māori to protect and preserve the coasts in accordance with tikanga Māori (Māori protocols). Mimicking nature was and still is a practice used by Māori to restore the beaches after erosive events, and includes replanting native dune plants and using natural materials on the beaches to stabilize the dunes. Tapu and rahui (the power and influence of the gods) were imposed on communities to prohibit and prevent people from free access to either food resources or to a particular place, in order to protect people and/ or resources. Interpretations of Māori oral histories provide insights into past local hazards and inform about the safety and viability of certain activities within an area. Environmental indicators were used to identify and forecast extreme weather conditions locally. Māori knowledge of past hazards, and the coastal environment as a whole, is a valuable resource and provides a unique source of expertise that can contribute to current coastal hazards management plans in New Zealand and provide insights about the areas that may again be impacted by natural hazards.

The displacement of the variable displacement pumps can be adjusted by changing the swivel angle of the swash plate. In fact, the swivel angle oscillates because of the oscillating torque on the swash plate, which caused by the pressure fluctuation of the piston chamber. The swivel angle is most often considered as a constant value in previous studies. However, the oscillation of the swash plate leads to an additional movement of the piston, which has an impact on the pressure fluctuation and the flow ripple. In this study, an improved model of a self-supplied variable displacement pump is established. The swash plate oscillation under different operating conditions is presented. In order to investigate the effect of the swash plate oscillation on the pressure ripple, a comparison between the case of the fixed swash plate and the oscillated swash plate is conducted. Results show the pressure ripple with an oscillated swash plate shows a smaller pressure ripple. It also shows that the nine pistons and the control mechanism both affect the pressure ripple and flow fluctuation.

No description available.

Cette thèse propose une modélisation numérique 2D des écoulements en zone de jet de rive avec un code Volume-Of-Fluid. Dans un premier temps, le détail de la structure interne de l’écoulement de jet de rive généré par l’effondrement d’un front d’onde turbulent sur une plage imperméable lisse est étudié. Le modèle numérique est ensuite étendu à la simulation des écoulements en milieu poreux internes à la plage. L’utilisation d’une unique équation de quantité de mouvement (VARANS) et de la méthode 1-fluide, permet de résoudre simultanément les écoulements de l’eau et de l’air à la surface et dans une plage perméable. Ce modèle a été confronté à une série de cas tests analytiques et à de récentes mesures expérimentales. Les résultats numériques montrent l’aptitude du modèle VOF-VARANS à reproduire les écoulements en zone de jet de rive sur une plage imperméable fixe. / A 2D numerical modeling of flows in the swash zone is proposed using a Volume-Of- Fluid code. The detailed flow structure of a bore-driven swash event over an impermeable beach is first studied. The numerical model is then developed to account for porous media flow within the beach. The unique VARANS momentum equation and 1-fluid method used allow to solve simultaneously both surface and subsurface flows of air and water phases in the swash zone. This model is validated against a series of analytical tests cases and confronted to recent experimental measurements. The numerical results highlight the ability of the VOF-VARANS model to reproduce swash flows over and within a permeable beach.

No description available.