Dissertations / Theses on the topic 'Heat of exhaust gases'

It is known that the exhaust gases consist of the following elements: nitrogen, oxygen, water vapor, carbon oxides, hydrocarbons, aldehydes, nitrogen oxides, soot, benzopyren. When you are citing the document, use the following link http://essuir.sumdu.edu.ua/handle/123456789/26088

Lately, car manufacturers have been put to a big challenge to reduce the CO2 emission of their entire fleets. Norms of pollutant emissions limit the ways to achieve the desired CO2 emission goals, as some of the solutions that would lead to lower CO2 emission also lead to higher pollutant emission. Waste Heat Recovery (WHR) could be a good solution to lower the CO2 emission of the Internal Combustion Engine (ICE) without increasing the pollutant emission. In the present thesis different WHR strategies are analysed and the results suggested it would be interesting to further study the Brayton cycle machine. Air Brayton Cycle (ABC) represents a way to recover a part of the heat energy of the ICE exhaust gases and transform it into mechanical energy. Recovered mechanical energy would then be returned to the crankshaft of the ICE, thereby reducing the amount of energy that has to be liberated by combustion of fuel which lowers the fuel consumption and CO2 emission. The study of ABC started with an analysis of the ideal cycle in order to obtain the theoretical maximum of the system. The study continued with an analysis of the semi ideal cycle where all losses are taken into account only by two efficiency coefficients. This analysis showed that for the diesel engine efficiency of the ABC is very low because of the low exhaust gas temperature. For the gasoline engine the cycle could be viable when the ICE is working under steady condition and higher load. These conditions could be fulfilled when the vehicle is driven on the highway. Detailed analysis was aimed at determining the cycle main losses. They were determined to be: pumping losses, losses caused by heat transfer and mechanical losses. Taking into account these main losses along with other direct and indirect losses it was concluded that the cycle is not viable for the types of the WHR machines that were considered in this study. In order for the cycle to be viable some other either existing or new machine type should be tested, that would lower the main losses and offer good isentropic and mechanical efficiency for desired conditions.
Últimamente los fabricantes de automóviles se han puesto el gran reto de reducir la emisión de CO2 en la totalidad de sus flotas. Las nuevas normativas para la reducción de las emisiones contaminantes limitan los medios para lograr los objetivos deseados en la emisión de CO2 porque algunas de las soluciones que llevan a la reducción en la emisión de CO2 también dan lugar a un incremento en la emisión de otros contaminantes. La recuperación de calor residual (WHR) podría ser una buena solución para reducir las emisiones de CO2 del motor de combustión interna (ICE) sin poner en peligro la emisión de contaminantes. En la presente Tesis se analizaron diferentes estrategias de WHR y se concluyó que sería interesante estudiar más a fondo la máquina de ciclo Brayton. El Ciclo Brayton de Aire (ABC) permite recuperar una parte del calor de los gases de escape del ICE y transformar este calor en energía mecánica. La energía mecánica recuperada se devuelve al cigüeñal del ICE, reduciendo de ese modo la cantidad de energía que tiene que ser liberada por la combustión del combustible, lo cual permite reducir el consumo de combustible y las emisiones de CO2. En esta Tesis se estudia el ABC mediante un análisis del ciclo ideal con el fin de obtener el máximo teórico del sistema. El modelo se mejora con un análisis del ciclo semi-ideal donde se tienen en cuenta todas las pérdidas mediante el uso de dos coeficientes generales. Este análisis muestra que para el motor diesel la eficiencia del ciclo ABC es muy baja debido a la baja temperatura del gas de escape. Para el motor de gasolina el ciclo podría ser viable cuando el ICE está trabajando bajo condiciones estacionarias y una carga mayor. Estas condiciones se podrían cumplir cuando el vehículo está circulando en autopista. El análisis detallado de este ciclo tiene como objetivo determinar las pérdidas principales de ciclo. Las pérdidas principales se identificaron como: las pérdidas de bombeo, las pérdidas causadas por la transferencia de calor y las pérdidas mecánicas. Teniendo en cuenta estas pérdidas principales junto con otras pérdidas directas e indirectas, se concluyó que el ciclo no es viable para los tipos de máquinas WHR que fueron considerados en este estudio. Para que el ciclo sea viable se tiene que buscar alguna otra máquina existente o un nuevo tipo de máquina que reduzca las principales pérdidas y ofrezca un buen rendimiento isentrópico y mecánico para las condiciones deseadas.
Últimament els fabricants d'automòbils s'han posat el gran repte de reduir l'emissió de CO2 de la totalitat de les seues flotes. Les noves normatives de reducció de les emissions contaminants limiten els mitjans per assolir els objectius desitjats d'emissió de CO2 perquè algunes de les solucions que porten a la reducció en l'emissió de CO2 també donen lloc a un increment a l'emissió de altres contaminants. La recuperació de calor residual (WHR) podria ser una bona solució per reduir les emissions de CO2 del motor de combustió interna (ICE) sense posar en perill l'emissió de contaminants. En la present Tesi s'han analitzat diferents estratègies WHR i es va concloure que seria interessant estudiar més a fons el cicle Brayton. El Cicle Brayton d'Aire (ABC) representa una manera de recuperar una part de la calor dels gasos d'escapament de l'ICE i transformar calor a l'energia mecànica. L'energia mecànica recuperada es retorna al cigonyal de l'ICE reduint d'aquesta manera la quantitat d'energia que ha de ser alliberada per la combustió del combustible permitint la reducció del consum de combustible i les emissions de CO2. En aquesta Tesi s'ha començat estudiant un ABC amb una anàlisi del cicle ideal per tal d'obtenir el màxim teòric del sistema. Este model es millora amb una anàlisi del cicle semiideal on es tenen en compte totes les pèrdues amb tan sols dos coeficients d'eficiència. Aquesta anàlisi va mostrar que per al motor dièsel l'eficiència del cicle ABC és molt baixa a causa de la baixa temperatura del gas d'escapament. Per al motor de gasolina el cicle podria ser viable quan l'ICE està treballant sota condicions estacionàries i una càrrega més gran. Aquestes condicions es podrien complir quan el vehicle està circulant en autopista. L'anàlisi detallada del cicle va tenir com a objectiu determinar les pèrdues principals de cicle. Les pèrdues principals es van identificar com: les pèrdues de bombament, les pèrdues causades per la transferència de calor i les pèrdues mecàniques. Tenint en compte aquestes pèrdues principals juntament amb altres pèrdues directes i indirectes, es va concloure que el cicle no és viable per als tipus de màquines WHR que van ser considerats en aquest estudi. Perquè el cicle puga ser viable s'ha de buscar alguna altra màquina existent o un nou tipus de màquina que puga reduir les principals pèrdues i puga oferir un bon rendiment isentròpic i mecànic per a les condicions desitjades.
Kleut, P. (2016). Recuperation of the exhaust gases energy using a Brayton cycle machine [Tesis doctoral no publicada]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/76807
TESIS

Cette étude est motivée par la protection de l'environnement et la réduction des émissions de CO2 émis par les moteurs à combustion interne. L'objectif de la thèse est d'étudier les possibilités de la réduction de la consommation de carburant d'un moteur diesel d’automobile grâce à la récupération de la chaleur des gaz d'échappement basée sur un cycle de Rankine. Afin de déterminer l'énergie perdue, le moteur a été testé sur un banc d’essais et les paramètres des gaz d’échappement ont été mesurés. Un modèle de simulation du moteur a également été développé et validé grâce aux résultats expérimentaux. Le potentiel de récupération de chaleur sur les gaz d’échappement et sur le refroidissement a été estimé. Cette analyse a révélé que le potentiel sur les gaz d’échappement est plus élevé que celui sur le refroidissement. Grâce au modèle numérique et aux essais, la puissance et l'efficacité du cycle de Rankine ont été étudiées. Enfin, l'impact du système de récupération d’énergie sur les performances du moteur a été analysé. Les résultats montrent que la puissance du moteur augmente de 4,3% au point de puissance maximale du moteur
This study is motivated by the environment protection and the reduction of emissions CO2 from internal combustion engines. The aim of the thesis is to study the possibilities of fuel consumption reduction of a diesel engine intended for a passenger car by means of waste heat recovery from exhaust gases based on thermodynamic cycle (Rankine cycle). In order to determine the waste heat, the engine was tested on a test bench as the exhaust parameters were measured. A simulation model of the engine has also been developed and validated by means of experimental results. The recovery potential of the exhaust gases and the cooling system has been estimated. This analysis revealed that the waste heat recovery potential of the exhaust gases is higher that the cooling sys-tem. By means of Rankine cycle numerical model and experimental test, the output power and efficiency of the Rankine cycle were studied. Finally, the impact of the heat recovery system on engine performance was studied. The results revealed that the engine power increases by 4.3% at the operating point which corresponds to the maximum engine power
Това изследване е мотивирано от опазването на околната среда и намаляването на емисиите на CO2 от двигателите с вътрешно горене. Целта на дисертацията е да проучи възможнос-тите за намаляване на разхода на гориво на дизелов двигател, предназначен за лек автомо-бил, чрез рекупериране на енергия с цикъл на Ранкин. За да се определи неоползотворената енергия в отработилите газове бе използван изпитателен стенд. Симулационен модел на двигателя е разработен и валидиран чрез експерименталните резултати. Направена е оценка на потенциала за рекупериране на енергия от отработилите газове и охладителната система. Този анализ показва, че потенциала за рекупериране е по-голям в изпускателната система. С помощта на експериментален стенд и числен модел на цикъла на Ранкин са установени мощността и ефективността на системата. Въздействието на системата за рекупериране на енергия е изследвано. Данните показват, че мощността на двигателя се увеличава с до 4,3%

Microsensor technologies based on nitride semiconductor materials were developed as options for improved exhaust gas sensors in diesel exhaust systems. The main goals were to develop new sensors that can meet the requirements given by Peugeot PSA to meet upcoming EU emissions regulations for NO, NO2, and NH3 detection. Two different sensor technologies were developed based on Schottky junction and high electron mobility transistor (HEMT) devices. Novel materials such as BGaN and BGaN/GaN superlattice structures are explored. For each device, a comprehensive analytical model is developed and simulations are carried out to optimize and design the sensor devices. Materials growth is then conducted for the different semiconductor layers, followed by materials characterizations to ensure high quality materials. Device prototypes are fabricated using various materials and functional layer designs. For device testing, an experimental setup is developed. Our experimental results show excellent sensitivity; we also report selectivity between NO and NO2 for the first time for these types of devices. Finally, we modify our devices for other sensing applications such as the detection of other harmful gases and pollutants in liquid environments.

O etanol (álcool etílico) tem sido cada vez mais estudado e testado como combustível alternativo para substituição do uso de alguns derivados de petróleo em motores de combustão interna. O presente trabalho procura abordar o emprego do etanol na forma vaporizada em motores do ciclo Otto, objetivando a obtenção de melhores níveis de rendimento térmico total. Deste modo, um motor para teste de octanagem (motor CFR) foi equipado com um vaporizador de álcool instalado no coletor de escapamento, e após uma série de ensaios, várias análises puderam ser feitas. Essas considerações procuraram se ater a aspectos como rendimento térmico, relação ar/combustível, ângulo de avanço da centelha, temperatura de escape, assim como potência e eficiência volumétrica, levando em conta, sempre, a sua influência no funcionamento geral do motor. Ficou constatado que o motor movido a etanol vaporizado apresenta rendimento consideravelmente maior, menor consumo de combustível e funcionamento mais suave que aqueles verificados quando o mesmo motor e alimentado com álcool líquido.
The ethanol (ethyl alcohol) has been studied more and more as alternative fuel to replace some petroleum derivatives for internal combustion engines. The attached study examines the application of vaporized ethanol for Otto cycle engines, searching for better levels of total thermal efficiency. Therefore, an engine for test of octane number (CFR motor) was equipped with an alcohol vaporizer installed inside the escape pipe, and after many experiences, several analysis were made. The various analysis included aspects as thermal efficiency, air/fuel ratio, advance ignition, escape temperature, power and volumetric efficiency, always considering their influence on the operation of the engine. It was confirmed that the engine moved by vaporized ethanol presents higher thermal efficiency, smaller fuel consumption and smoother working than in case of alimentation by liquid alcohol.

Dissertation for the degree of candidate of technical sciences in specialty 05.05.03 – engines and power plants. – National Technical University "Kharkiv Polytechnic Institute". – Kharkiv, 2017. The dissertation is devoted to the choice and substantiation of parameters of a diesel power plant with heat recovery system of recycling the secondary heat from diesel engine using the Rankin cycle, which uses the heat of exhaust gases and cooling water systems. As a result of the analysis of the features of a promising power plant with a Hyundai 25/33 engine for the production of electric power at a plant in Iraq, a technological scheme of a comprehensive system for recycling diesel fuel from an electric power station with the additional generation of electricity, heat for heating heavy fuel, condensing technical water from exhaust gases. As a working fluid in the Rankin cycle, it is advisable to use the hot water from the engine cooling system. Using the developed mathematical model of the distillation circuit of the diesel power plant, the design-experimental study of the influence of the ambient temperature on the indicators of the efficiency of heat recovery was performed. When the ambient temperature changes from 0 ° C to 40 ° C, the amount of electric energy generated by the Rankin cycle for the Hyundai H25 / 33 engine increases to 10%. With a single cogeneration unit with a Hyundai H25 / 33 engine and a recycling complex developed, it is possible to get up to 2300 kg of water vapor condensate per day, which is very valuable in Iraq. Based on the results of the study, two variants of the technological scheme (projects A and B) were developed for the modernization of Hyundai diesel power plants. The feasibility study for the NPV method has shown that after the full recovery equipment is put into operation, the maximum achievable profit will be about 1 406 219 $ /year.
Дисертація на здобуття наукового ступеня кандидата технічних наук за спеціальністю 05.05.03 – двигуни та енергетичні установки. – Національний технічний університет "Харківський політехнічний інститут". – Харків, 2017. Дисертація присвячена вибору і обґрунтуванню параметрів дизель-електричної станції з системою утилізації вторинної теплоти дизеля з використанням циклу Ренкіна, що використовує теплоту відпрацьованих газів та системи охолодження. В результаті аналізу особливостей перспективної енергетичної установки з двигуном Hyundai 25/33 для виробництва електричної енергії на заводі в Іраку розроблена технологічна схема комплексної системи утилізації вторинної теплоти дизель-електричної станції з додатковим отриманням електроенергії, теплоти для підігріву важкого палива, конденсації технічної води з відпрацьованих газів двигуна. Для утилізації вторинної теплоти двигуна Hyundai H25/33 запропоновано утилізаційний контур установки, який працює за органічним циклом Ренкіна (ОЦР). В якості робочого тіла в циклі Ренкіна доцільно використовувати воду системи охолодження двигуна. З використанням розробленої математичної моделі утилізаційного контуру дизель-електростанції виконане розрахунково-експериментальне дослідження впливу температури навколишнього середовища на показники ефективності утилізаційного контуру. При зміні температури навколишнього середовища від 0 ° С до 40 ° С кількість електроенергії, виробленої за циклом Ренкіна для двигуна Hyundai H25/33 збільшується до 10%. При роботі однієї когенераційної установки з двигуном Hyundai H25/33 та розробленим утилізаційним комплексом можна отримати на добу до 2300 кг конденсату водяної пари, що є дуже цінною в Іраку. На основі результатів дослідження було розроблено два варіанта технологічної схеми (проекти "А" та "Б") модернізації дизельних електростанцій компанії Hyundai Heavy Industries. Виконана техніко-економічна оцінка проектів за метод NPV показала, що після того, як обладнання утилізаційного контуру в повному обсязі буде введено у експлуатацію, максимально досяжний прибуток складе близько 1 406 219 дол. США/рік.

Increasing the efficiency of conventional power plants is a crucial aspect in the quest of reducing the energy consumption of the world and to having sustainable energy systems in the future. Thus, within the scope of this thesis the possible efficiency improvements for the Wärtsilä 18V50DF model gas engine based combine power generation options are investigated by recovering waste heat of the engine via Organic Rankine cycle (ORC).  In order to this, four different ORC models are simulated via Aspen Plus software and these models are optimized for different objective functions; power output and price per unit of electricity generation. These ORC models are: regenerative Organic Rankine cycle (RORC), cascaded Organic Rankine cycle with an economizer (CORCE), cascaded Organic Rankine cycle with two heat sources (CORC2) and cascaded Organic Rankine cycle with three heat sources (CORC3). In the cascaded cycle models there are two loops which are coupled with a common heat exchanger that works as a condenser for the high temperature (HT) loop and as a preheater for the low temperature (LT) loop. By using this common heat exchanger, the latent heat of condensation of the HT loop is utilized. The engine’s hot exhaust gases are used as main heat source in all the ORC models. The engine’s jacket water is utilized in the CORC2 models as an additional heat source to preheat the LT working fluid. In the CORC3 models engine’s lubrication oil together with the jacket water are used as additional sources for preheating the LT loop working fluid. Thus, the suitability of utilizing these two waste heat sources is examined. Moreover, thermodynamic and economic analyses are performed for each model and the results are compared to each other. The effect of different working fluids, condenser cooling water temperatures, superheating on cycles performance is also evaluated. The results show that with the same amount of fuel the power output of the engine would be increased 2200 kW in average and this increases the efficiency of the engine by 6.3 %. The highest power outputs are obtained in CORC3 models (around 2750 kW) whereas the lowest are in the RORC models (around 1800 kW). In contrast to the power output results, energetic efficiencies of the RORC models (around 30 %) are the highest and CORC3 models (around 22 %) are the lowest. In terms of exergetic efficiency, the highest efficiencies are obtained in CORC2 (around 64.5 %) models whereas the lowest in the RORC models (around 63 %). All the models are found economically feasible since thermodynamically optimized models pay the investment costs back in average of 2 years whereas the economically optimized ones in 1.7. The selection of the working fluid slightly affects the thermodynamic performance of the system since in all the ORC configurations Octamethyltrisiloxane (MDM) working fluid cycles achieve better thermodynamic performances than Decamethyltetrasiloxane (MD2M) working fluid cycles. However, the choice of working fluid doesn’t affect the costs of the system since both working fluid cycles have similar price per unit of electricity generation. The CORC2 models obtain the shortest payback times whereas the CORC3 models obtain the longest Thus the configuration of the ORC does affect the economic performance. It is observed from the results that increasing the condenser cooling water temperature have negative impact on both thermodynamic and economic performances. Also, thermodynamic performances of the cycles are getting reduced with the increasing degree of superheating thus superheating negatively affects the cycle’s performances. The engine’s jacket water and lubrication oil are found to be sufficient waste heat sources to use in the ORC models.

Дисертація на здобуття наукового ступеня кандидата технічних наук за спеціальністю 05.05.03 – двигуни та енергетичні установки. – Національний технічний університет "Харківський політехнічний інститут". – Харків, 2017. Дисертація присвячена вибору і обґрунтуванню параметрів дизель-електричної станції з системою утилізації вторинної теплоти дизеля з використанням циклу Ренкіна, що використовує теплоту відпрацьованих газів та системи охолодження. В результаті аналізу особливостей перспективної енергетичної установки з двигуном Hyundai 25/33 для виробництва електричної енергії на заводі в Іраку розроблена технологічна схема комплексної системи утилізації вторинної теплоти дизель-електричної станції з додатковим отриманням електроенергії, теплоти для підігріву важкого палива, конденсації технічної води з відпрацьованих газів двигуна. Для утилізації вторинної теплоти двигуна Hyundai H25/33 запропоновано утилізаційний контур установки, який працює за органічним циклом Ренкіна (ОЦР). В якості робочого тіла в циклі Ренкіна доцільно використовувати воду системи охолодження двигуна. З використанням розробленої математичної моделі утилізаційного контуру дизель-електростанції виконане розрахунково-експериментальне дослідження впливу температури навколишнього середовища на показники ефективності утилізаційного контуру. При зміні температури навколишнього середовища від 0 ° С до 40 ° С кількість електроенергії, виробленої за циклом Ренкіна для двигуна Hyundai H25/33 збільшується до 10%. При роботі однієї когенераційної установки з двигуном Hyundai H25/33 та розробленим утилізаційним комплексом можна отримати на добу до 2300 кг конденсату водяної пари, що є дуже цінною в Іраку. На основі результатів дослідження було розроблено два варіанта технологічної схеми (проекти "А" та "Б") модернізації дизельних електростанцій компанії Hyundai Heavy Industries. Виконана техніко-економічна оцінка проектів за метод NPV показала, що після того, як обладнання утилізаційного контуру в повному обсязі буде введено у експлуатацію, максимально досяжний прибуток складе близько 1 406 219 дол. США/рік.
Dissertation for the degree of candidate of technical sciences in specialty 05.05.03 – engines and power plants. – National Technical University "Kharkiv Polytechnic Institute". – Kharkiv, 2017. The dissertation is devoted to the choice and substantiation of parameters of a diesel power plant with heat recovery system of recycling the secondary heat from diesel engine using the Rankin cycle, which uses the heat of exhaust gases and cooling water systems. As a result of the analysis of the features of a promising power plant with a Hyundai 25/33 engine for the production of electric power at a plant in Iraq, a technological scheme of a comprehensive system for recycling diesel fuel from an electric power station with the additional generation of electricity, heat for heating heavy fuel, condensing technical water from exhaust gases. As a working fluid in the Rankin cycle, it is advisable to use the hot water from the engine cooling system. Using the developed mathematical model of the distillation circuit of the diesel power plant, the design-experimental study of the influence of the ambient temperature on the indicators of the efficiency of heat recovery was performed. When the ambient temperature changes from 0 ° C to 40 ° C, the amount of electric energy generated by the Rankin cycle for the Hyundai H25 / 33 engine increases to 10%. With a single cogeneration unit with a Hyundai H25 / 33 engine and a recycling complex developed, it is possible to get up to 2300 kg of water vapor condensate per day, which is very valuable in Iraq. Based on the results of the study, two variants of the technological scheme (projects A and B) were developed for the modernization of Hyundai diesel power plants. The feasibility study for the NPV method has shown that after the full recovery equipment is put into operation, the maximum achievable profit will be about 1 406 219 $ /year.

Дисертація на здобуття наукового ступеня кандидата технічних наук за спеціальністю 05.05.03 – двигуни та енергетичні установки. – Національний технічний університет "Харківський політехнічний інститут". – Харків, 2017. Дисертація присвячена вибору і обґрунтуванню параметрів дизель-електричної станції з системою утилізації вторинної теплоти дизеля з використанням циклу Ренкіна, що використовує теплоту відпрацьованих газів та системи охолодження. В результаті аналізу особливостей перспективної енергетичної установки з двигуном Hyundai 25/33 для виробництва електричної енергії на заводі в Іраку розроблена технологічна схема комплексної системи утилізації вторинної теплоти дизель-електричної станції з додатковим отриманням електроенергії, теплоти для підігріву важкого палива, конденсації технічної води з відпрацьованих газів двигуна. Для утилізації вторинної теплоти двигуна Hyundai H25/33 запропоновано утилізаційний контур установки, який працює за органічним циклом Ренкіна (ОЦР). В якості робочого тіла в циклі Ренкіна доцільно використовувати воду системи охолодження двигуна. З використанням розробленої математичної моделі утилізаційного контуру дизель-електростанції виконане розрахунково-експериментальне дослідження впливу температури навколишнього середовища на показники ефективності утилізаційного контуру. При зміні температури навколишнього середовища від 0 ° С до 40 ° С кількість електроенергії, виробленої за циклом Ренкіна для двигуна Hyundai H25/33 збільшується до 10%. При роботі однієї когенераційної установки з двигуном Hyundai H25/33 та розробленим утилізаційним комплексом можна отримати на добу до 2300 кг конденсату водяної пари, що є дуже цінною в Іраку. На основі результатів дослідження було розроблено два варіанта технологічної схеми (проекти "А" та "Б") модернізації дизельних електростанцій компанії Hyundai Heavy Industries. Виконана техніко-економічна оцінка проектів за метод NPV показала, що після того, як обладнання утилізаційного контуру в повному обсязі буде введено у експлуатацію, максимально досяжний прибуток складе близько 1 406 219 дол. США/рік.
Dissertation for the degree of candidate of technical sciences in specialty 05.05.03 – engines and power plants. – National Technical University "Kharkiv Polytechnic Institute". – Kharkiv, 2017. The dissertation is devoted to the choice and substantiation of parameters of a diesel power plant with heat recovery system of recycling the secondary heat from diesel engine using the Rankin cycle, which uses the heat of exhaust gases and cooling water systems. As a result of the analysis of the features of a promising power plant with a Hyundai 25/33 engine for the production of electric power at a plant in Iraq, a technological scheme of a comprehensive system for recycling diesel fuel from an electric power station with the additional generation of electricity, heat for heating heavy fuel, condensing technical water from exhaust gases. As a working fluid in the Rankin cycle, it is advisable to use the hot water from the engine cooling system. Using the developed mathematical model of the distillation circuit of the diesel power plant, the design-experimental study of the influence of the ambient temperature on the indicators of the efficiency of heat recovery was performed. When the ambient temperature changes from 0 ° C to 40 ° C, the amount of electric energy generated by the Rankin cycle for the Hyundai H25 / 33 engine increases to 10%. With a single cogeneration unit with a Hyundai H25 / 33 engine and a recycling complex developed, it is possible to get up to 2300 kg of water vapor condensate per day, which is very valuable in Iraq. Based on the results of the study, two variants of the technological scheme (projects A and B) were developed for the modernization of Hyundai diesel power plants. The feasibility study for the NPV method has shown that after the full recovery equipment is put into operation, the maximum achievable profit will be about 1 406 219 $ /year.

This thesis is focused on the design of steam boiler like a supplement for cogeneration unit of biogas plant. The main idea is to use a waste heat from the exhaust gasses to produce a technological steam of required parameters. The thesis contains of a calculation an amount of the heat in exhaust gasses and a heat exchange surface. An Aerodynamic loss and a wall thickness of the boilers are verified by strength calculation in the next parts of this thesis. At the end of this thesis are made projection drawings and diagram, which are made of the calculations.

Particulate emissions from road transportation are known to have an adverse impact on human health as well the environment. As the effects become more palpable, stricter legislation have been proposed by regulating bodies. This puts forward a challenge for the automotive industry to develop after treatment technologies to fulfil the progressively stricter legislation. At present, the most common after-treatment technologies used for particulates are the diesel and gasoline particulate filters. The typical size distribution of the particles is such that the smallest particles in terms of size are in numbers the largest, although they are not influencing the total particle mass significantly. The most recent legislation have included restrictions on the particle number as well as particle mass. In this thesis numerical tools for studying the transport and interaction of particles in an exhaust flow are evaluated. The specific application is particle agglomeration as a mean to reduce the number of particles and manipulate the size distribution. As particles agglomerate the particle number distribution is shifted and larger sized agglomerates of particles are created reducing the number of ultra-fine particles. The particle agglomeration is obtained by forcing sudden acceleration and deceleration of the host gas carrying the particles by variations in the cross sectional areas of the geometry it is passing through. Initially, a simplified one dimensional model is utilized to assess the governing parameters of particle grouping. Grouping here means that the particles form and are transported in groups, thus increasing the probability for agglomeration. The lessons learned from the 1D-model are also used to design the three dimensional geometry: an axisymmetric corrugated pipe. Two different geometries are studied, they both have the same main pipe diameter but different diameter on the corrugations. The purpose is to find the potential onset of flow instabilities and the influence of 3D-effects such as recirculation on the agglomeration. The CFD simulations are performed using DES methodology. First the simulations are run without particles in a non pulsatile flow scenario. Later particles are added to the setup in a one way coupled approach (no particle-particle interaction). The main results were: 1) An additional criterion for grouping to the ones given in previous work on the 1D model is proposed. It is found that grouping is more likely if the combination of the pulse frequency and geometric wavelength is large. Furthermore, smooth pulse forms (modelling the modulation in the flow due to the geometry) yielded more grouping than other more abrupt pulse shapes. However, idealised inlet pulses underestimate the extent of grouping compared to actual engine pulses. 2) For the geometry with larger maximum cross sectional area stronger flow separation was observed along with higher turbulent kinetic energy. 3) Particles were added in the flow field and a reduction in the particle count was observed in the initial simulations for particles going from the first corrugated segment to the last. Natural extensions of the present work would be to consider pulsatile flow scenarios, particle-particle interaction and a polydisperse setup for the particles

QC 20181008

En la presente tesis doctoral se han desarrollado dispositivos electroquímicos de estado sólido para la detección selectiva de hidrocarburos en los gases de escape de coches. Diversos materiales fueron empleados para ello. También se llevó a cabo la activación catalítica del electrodo de trabajo para mejorar la reacción electroquímica del analito objetivo. El etileno fue seleccionado como el analito objetivo para cuantificar la cantidad total de hidrocarburos ya que es uno de los hidrocarburos más abundantes en un gas de escape. Pero el dispositivo no solo debe proporcionar una respuesta selectiva al etileno, sino que también debe tener una baja sensibilidad cruzada a otros compuestos también abundantes en un gas de escape como monóxido de carbono, agua, dióxido de nitrógeno, etc. El dispositivo consiste en un sensor potenciométrico de estado sólido en el que óxido de zirconio estabilizado con 8% de óxido de itrio (8YSZ) es empleado como electrolito. Dos electrodos son impresos en la superficie de cada cara. Primero, diversos óxidos fueron empleados como electrodo de trabajo utilizando a su vez platino como electrodo de referencia a 550ºC. Muchos de los materiales fueron descartados por su falta de selectividad al etileno, su alta sensibilidad cruzada al monóxido de carbono o por su respuesta no estable. Finalmente, Fe0.7Cr1.3O3 mezclado con 8YSZ fue seleccionado como el material más prometedor dada su buena selectividad al etileno con baja sensibilidad cruzada al monóxido de carbono. Esta configuración fue expuesta a agua como a fenantreno y metilnaftaleno. Esto produjo un aumento de la sensibilidad cruzada del dispositivo al monóxido de carbono, motivo por el que el sensor no sea adecuado para los objetivos de esta tesis. La estrategia adoptada consistió en actuar sobre el electrodo de referencia. El Platino, empleado habitualmente en la bibliografía como electrodo de referencia, fue cambiado por un conductor mixto iónico-electrónico activo al oxigeno: La0.8Sr0.2MnO3 mezclado con 8YSZ (LSM/8YSZ). Desgraciadamente, esto provocó un aumento de la sensibilidad cruzada al monóxido de carbono. Diversas nanopartículas fueron añadidas en el electrodo de trabajo para mejorar la actividad catalítica y aumentar la reacción electroquímica al etileno. Níquel, titanio y aluminio (especialmente la combinación de los dos últimos con níquel) dieron la mejor respuesta: el sensor era selectivo al etileno con baja sensibilidad cruzada al monóxido de carbono, agua y fenantreno. El efecto del espesor del electrolito en la respuesta del sensor también fue evaluado en un rango de 0.1 a 1.2 mm. Aunque no había una gran diferencia en la respuesta, la sensibilidad cruzada al monóxido de carbono era menor en el caso del dispositivo más fino. Otras alternativas al 8YSZ como electrolito también fueron evaluadas para trabajar a menores temperaturas (400 a 550ºC): oxido de cerio dopado con gadolinio (CGO) y óxido de zirconio estabilizado con un 10% de óxido de escandio (ScSZ). El dispositivo basado en ScSZ mostró un buen comportamiento a etileno a bajas temperaturas y en condiciones secas pero la adición de agua provocaba un aumento de la sensibilidad cruzada al monóxido de carbono. Una vez infiltrado el electrodo de trabajo con níquel, ambos dispositivos mostraron un buen comportamiento a bajas temperaturas en condiciones secas para concentraciones de etileno inferiores a 100 ppm, aunque la mejor respuesta fue obtenida a 550ºC. Ambos dispositivos mostraron una respuesta selectiva al etileno con baja sensibilidad cruzada al monóxido de carbono, agua y fenantreno. Se estudió también el efecto de mezclar el electrodo de trabajo con un conductor iónico (8YSZ). Se mezcló La0.87Sr0.13CrO3 (LSC) con 8YSZ sin observarse un cambio en la respuesta comparado con el electrodo solo. Además la mejor configuración Fe0.7Cr1.3O3/8YSZ//8YSZ//LSM/8YSZ (infiltrado con níquel) fue expuesto a dioxide de nitr
The present thesis is focused on the development of solid-state electrochemical devices for the selective detection of hydrocarbons in car exhaust gases. For this purpose, several materials were tested as electrodes and electrolytes. Catalytic activation of the working electrode has also been taken into account to boost the electrochemical reaction of the target analyte. Ethylene is one of the most abundant hydrocarbons in an exhaust gas and was selected as the target analyte to quantify the total amount of hydrocarbons. Not only the device has to be selective to ethylene but it must also have a low cross-sensitivity toward other pollutants abundant in an exhaust gas such as carbon monoxide, water, other hydrocarbons, nitrogen dioxide, etc. Thus, a solid-state potentiometric sensor was selected based on 8% Ytria-stabilized Zirconia (8YSZ) as electrolyte. Two electrodes were screen-printed on top of each face. First, several metal oxides were tested as working electrode with platinum (Pt) as reference electrode at 550ºC. Most of the materials were discarded because of their lack of selectivity to ethylene, high cross-sensitivity toward carbon monoxide or problems regarding stability. Fe0.7Cr1.3O3 mixed with 8YSZ was finally selected as the most promising material because of its selective response to ethylene with relatively low cross-sensitivity toward carbon monoxide. This sensor configuration was then exposed to water and phenanthrene and methylnaphthalene. This led to an increase of the cross-sensitivity of the device toward carbon monoxide making the device not suitable for the purposes of the present thesis. The approach to improve the sensor performance was to modify the reference electrode. Platinum, usually employed in literature as reference electrode, was exchanged for a mixed ionic-electronic conductor active to oxygen: La0.8Sr0.2MnO3 mixed with 8YSZ (LSM/8YSZ). Unfortunately, this increases the device activity toward carbon monoxide increasing its cross-sensitivity. Several nanoparticles were added onto the working electrode to improve the catalytic activity and boost the electrochemical reaction of ethylene. Nickel, titanium and aluminum (the last two elements combined with nickel) provided the best performance: selectivity to ethylene with low cross-sensitivity toward carbon monoxide, water and phenanthrene. The effect of the electrolyte thickness was also checked in the range from 0.1 to 1.2 mm. Although there was not a huge difference between them, the cross-sensitivity toward carbon monoxide was slightly lower for the thinnest sensor. Other alternatives to 8YSZ electrolyte were tested at lower working temperatures (400 to 550ºC) with the same electrodes materials: gadolinium-doped cerium oxide (CGO) and 10% scandia-stabilized Zirconia (ScSZ). ScsZ-based device showed a good performance in dry conditions but the addition of water decreased its suitability. Once improved the catalytic activity of the working electrode, both devices showed a good performance at lower temperature in dry conditions for ethylene concentration above 100 ppm but the best response was achieved at 550ºC. Both devices were selective to ethylene with low cross-sensitivity toward carbon monoxide, water and phenanthrene. The effect of mixing the working electrode with an ionic conductor (8YSZ) was also tested by mixing La0.87Sr0.13CrO3 (LSC) with 8YSZ and no change in response was observed when compared to the bare electrode. Finally, the best sensor configuration Fe0.7Cr1.3O3/8YSZ//8YSZ//LSM/8YSZ (after infiltration with nickel) was exposed to nitrogen dioxide to check the cross-sensitivity. The response was still selective to ethylene even with the addition of nitrogen dioxide plus water.
En la present tesi doctoral s'han desenvolupat dispositius electroquímics d'estat sòlid per a la detecció selectiva d' hidrocarburs als gasos d'escapament dels automòbils. Diversos materials van ser empleats per a tal fi. També es va dur a terme l'activació catalítica de l'elèctrode de treball per a millorar la reacció electroquímica al anàlit objectiu. L' etilè va ser seleccionat com anàlit objectiu per a quantificar la quantitat total d' hidrocarburs, ja que és un dels hidrocarburs més abundants en un gas d'escapament. Però el dispositiu no ha de ser tan sols selectiu a l'etilè, sinó que també deu proporcionar una baixa sensibilitat creuada a altres elements força abundants en un gas d'escapament com són el monòxid de carboni, l'aigua, el diòxid de nitrogen, etc. Així, el dispositiu consisteix en un sensor potenciomètric d'estat sòlid en el que l'òxid de zirconi estabilitzat amb un 8% d'òxid d'itri (8YSZ) és empleat como a electròlit. Els elèctrodes van impresos a cadascuna de les superfícies del dispositiu. Primer, diversos òxids es van emprar com a elèctrode de treball fent servir platí com elèctrode de referència a 550ºC. Molts dels materials van ser descartats per motiu de la seva manca de selectivitat al etilè, la seva alta sensibilitat creuada al monòxid de carboni o perquè la resposta no era estable. Finalment, el Fe0.7Cr1.3O3 mesclat amb 8YSZ va ser seleccionat com el material més prometedor atès a la selectivitat a l'etilè i la baixa sensibilitat creuada al monòxid de carboni. Aquesta configuració és doncs exposada tant a l'aigua com al fenantrè i al metilnaftalè. Això va produir un increment de la sensibilitat creuada al monòxid de carboni, fent que el dispositiu no resulti idoni per als objectius de la present tesi. Es va adoptar com a estratègia modificar l'elèctrode de referència. Platí, empleat sovintment com a elèctrode de referència a la bibliografia, va ser canviat per un conductor mixt iònic-electrònic actiu a l'oxigen: La0.8Sr0.2MnO3 mesclat amb 8YSZ (LSM/8YSZ). Malauradament, això va provocar l'augment de la sensibilitat creuada al monòxid de carboni. Diverses nanopartícules van ser afegides al elèctrode de treball per tal de millorar la seva activitat catalítica i així augmentar la reacció electroquímica de l'etilè. Níquel, titani i alumini (especialment la combinació dels dos darrers amb níquel) van donar la millor resposta: el sensor era selectiu a l¿etilè amb una baixa sensibilitat creuada al monòxid de carboni, l'aigua i al fenantrè. L'efecte del espessor del electròlit a la resposta del sensor també va ser avaluada en un rang de 0.1 a 1.2 mm. Malgrat que no hi ha una gran diferència en la resposta, la sensibilitat creuada al monòxid de carboni és menor en el cas del dispositiu més prim. Altres alternatives al 8YSZ com a electròlit van ser també avaluades per tal de treballar a temperatures menors (400 a 550ºC): òxid de ceri dopat amb gadolini (CGO) i òxid de zirconi estabilitzat amb un 10% d'òxid d'escandi (ScSZ). El dispositiu basat en ScSZ va mostrar un bon comportament a l'etilè a baixes temperatures en condiciones seques, però la adició d'aigua provocava un augment de la sensibilitat creuada al monòxid de carboni. Una vegada que l'elèctrode de treball es infiltrat amb níquel, ambdós dispositius mostraren un bon comportament a baixes temperatures en condicions seques per a concentracions d'etilè menors de 100 ppm, encara que la millor resposta fou obtinguda a 550ºC. La resposta era selectiva a l'etilè amb una baixa sensibilitat creuada al monòxid de carboni, l'aigua i el fenantrè. Es va comprovar també l'efecte de mesclar l'elèctrode de treball amb un conductor iònic (8YSZ). Es va mesclar La0.87Sr0.13CrO3 (LSC) amb 8YSZ sense observa cap canví en la resposta comparada amb l'electrode sense 8YSZ. la millor configuració Fe0.7Cr1.3O3/8YSZ//8YSZ//LSM/8YSZ (infiltrado con níquel) fou exposada
Toldra Reig, F. (2018). Development of electrochemical devices for hydrocarbon sensing purposes in car exhaust gases [Tesis doctoral no publicada]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/110968
TESIS

Approved for public release; distribution is unlimited
This thesis presents the effect of exhaust tube length-to-diameter (L/d) ratio, jacket-to-tube diameter (D/d) ratio, coolant inlet and outlet placements, exhaust gas swirling conditions, and tube materials (steel, copper, Inconel, and ceramic) on heat recovery performance, exhaust side pressure drop, and temperature profile in the exhaust gas Waste Heat Recovery Unit (WHRU). Non-dimensional parametric studies of a selected counter-flow Water Jacket WHRU was conducted using analytical and Computational Fluid Dynamic (CFD) models. Exhaust gas Reynolds numbers between 20,000 and 400,000, representative of exhaust gas flow in the exhaust stacks of U.S.Marine Corps’ MEP803A diesel generators and the U.S.Navy's 501-K17 gas turbine generators, were used. Results indicate heat recovery increases with higher L/d, D/d, and swirling exhaust gases conditions but with a severe pressure drop penalty. Addition of a solid heat spreader at the exhaust gas inlet and the use of suitable tube materials were also found to influence temperature profiles in the WHRU and mitigate adverse temperature gradients to some extent without any additional pressure drop penalty. Optimal laterally shifted placement of coolant inlet and outlet was found to improve heat recovery by up to 19% and was very effective at mitigating adverse temperature profiles, which improves the reliability of exhaust gas WHRU.

Thesis (S.B.)--Massachusetts Institute of Technology, Dept. of Mechanical Engineering, 2007.
Includes bibliographical references (leaf 29).
In order to provide proper sterilization and cleaning of medical equipment for field hospitals and third-world countries while also decreasing the reliance on electricity of traditional sterilization methods, a new steam sterilizer/autoclave system was designed and modeled. This system uses waste engine heat from the exhaust system of a diesel generator set to boil water and produce the pressurized steam conditions necessary for effective medical sterilization. Currently, the design utilizes a 0.59 meter, concentric tube cross-flow heat exchanger and high-temperature heat transfer fluid to draw thermal energy from the exhaust pipe and deposit it into the autoclave pressure vessel to create steam. The system is designed to run a 35-minute sterilization cycle, requiring 15 minutes to produce saturated steam at 2 atmospheres within a 50- liter autoclave, and 20 minutes to sterilize medical instruments in the steam environment. Furthermore, the system uses basic, off-the-shelf fluid transfer materials to provide a robust, effective system that can be easily maintained in the field without need for specialized parts or technicians.
by Joshua A. Jiricek.
S.B.

The theme of this diploma thesis is to design heating of the flat house. The theoretical part of this diploma thesis is about exhaust gases paths. The calculation part of this diploma thesis contains the design of the heating system by panel heaters, floor convectors and underfloor heating system. The heat source is the system of cascade-connected gas condensing boilers. The rest of this part are the calculations of the preparation of hot water, design of hot water storage tank and another necessary equipment of the system. The part Project is about technical report and simulation of behaviour of underfloor heating system in various marginal conditions.

The need for a catalytic converter within the exhaust system of automotive engines in order to meet emission regulations and the associated costs of its design and testing have meant that a computational model is highly desirable. A number of models have been developed with increasing completeness and versatility. Each model has used approximations and simplifications to reduce the computation time and to enable their use as a design tool to be viable. The present project utilises a commercial Computational Fluid Dynamics (CFD) code STAR-CD to model the initial stages of a catalytic converter in a motor vehicle starting from cold. The ultimate aim is to be able to use the model to improve the efficiency of a catalytic converter by reducing the time taken for light-off. A detailed single channel study is utilised to provide the geometric versatility of the model and to assess the feasibility of using a thin film approach (with heat transfer coefficient as a function of distance down the monolith) which can be utilised in a full equivalent continuum model. The results of this unique study show that the heat transfer from the gas to the monolith can be reliably quantified for a given geometry under common input variables. For typical ceramic substrate monoliths the heat transfer towards the rear of the channels was given by a Nusselt number of approximately 3.5 with elevated heat transfer in the developing region near the channel entrance. Sinusoidal metallic substrate monoliths had a fully developed heat transfer of 2.4.

This thesis investigates the flow field of a twin-engine, medium lift utility helicopter numerically. The effects of the exhaust hot gases emerging from the engines are accounted for in the numerical study. The commercial computational fluid dynamics (CFD) software ANSYS Fluent is employed for the computations. While the effects of engines are included in the computations through simple inlet and outlet boundary conditions, the main and tail rotors are simulated by the Virtual Blade Model in a time-averaged fashion. Forward flight at four different advance ratios and hover in ground effect are studied. The temperature distribution around the tail boom is compared to available flight test data. Good agreement with the flight test data is observed.

The current work is focused on two areas related to thermoelectricity: (i) the study of the capability of controlling the thermal conductivity of TEMs and (ii) the development, testing and improvement of an automotive thermoelectric generator (ATEG).The first part of the thesis proposes a novel approach to the use of thermoelectric couples, treating them as variable insulators in thermal systems.The second part of this investigation is focused on exhaust heat recovery development. In the first place, author describes a method to help ATEG design and to predict its performance in terms of fuel economy
Aquest treball se centra en dues àrees relacionades amb la termoelectricitat: (i) l'estudi de la capacitat de controlar la conductivitat tèrmica dels materials termoelèctrics i (ii) el desenvolupament, assaig i millora d'un generador termoelèctric per automoció (ATEG).La primera part de la tesi proposa un nou enfocament sobre l'ús dels materials termoelèctrics, tractant-los com a aïllaments variables en sistemes tèrmics.La segona part d'aquesta investigació se centra en el desenvolupament de la recuperació de calor en tubs d’escapament

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The Secretary of the Navy has ordered the U.S. Navy and Marine Corps to reduce energy usage. This study explores how to optimize placement and size of a non-intrusive waste heat recovery device for energy recovery in exhaust ducts. Additionally, it explores the effect that a device has on the exhaust infrared signature by analyzing the change in the bulk temperature at the exhaust outlet. Optimal device placement and size is dependent on duct geometry, external heat transfer coefficient, and flow characteristics, namely Reynolds number. Infrared signature intensity reductions of 1–14% are only achievable with unpractically long thermoelectric generator devices and high external heat transfer coefficients. Doubling the external heat transfer coefficient increases heat recovery by 15–30% for low Reynolds number flows (104) and 75–90% for high Reynolds number flows (105~106). In low Reynolds number flows (~104), device position can account for a 75% change in energy recovery whereas high Reynolds number flows (~106) have unexpected areas of higher heat transfer. Position changes can increase heat recovery 10–70%, while increasing device size may only marginally improve results. Identifying local maxima for heat transfer, especially in high Reynolds number flows (~106), is counterintuitive because of unexpected recirculation zone effects.

A number of car engines operate with an efficiency rate of approximately 22% to 25% [1]. The remainder of the energy these engines generate is wasted through heat escape out of the exhaust pipe. There is now an increasing desire to reuse this heat energy, which would improve the overall efficiency of car engines by reducing their consumption of fuel. Another benefit is that such reuse would minimize harmful greenhouse gases that are emitted into the environment. Therefore, the purpose of this project is to examine how the wasted heat energy can be reused and/or recovered by use of a heat recovery system that would store this energy in a hybrid car battery. Green turbines will be analyzed as a possible solution to recycle the lost energy in a way that will also improve the overall automotive energy efficiency.

Le design de machines thermiques menant à une puissance maximale dépend souvent des températures de la source chaude et de la source froide. C’est pourquoi dégager des lignes directrices à partir des designs optimaux de ces machines selon diverses températures d’opération peut faciliter leur conception. Une telle étude est proposée par cette thèse pour deux types de systèmes thermiques. En premier lieu, le cycle de Rankine organique (ORC) est un cycle thermodynamique de puissance utilisé entre autres dans les centrales géothermiques exploitant des réservoirs à basse température. Depuis quelques années, ce type de centrales suscite un vif intérêt à travers le monde, étant un des modes de production de puissance parmi les plus respectueux de l’environnement. Il s’agit de pomper un géofluide du sol pour transférer sa chaleur à un fluide de travail qui opère en cycle fermé, et de le réinjecter ensuite dans le bassin géologique. Les chercheurs tentent actuellement de mieux caractériser le potentiel géothermique de divers environnements géologiques. Le sous-sol du Québec est relativement froid, alors des études essaient de déterminer s’il serait possible d’y exploiter de manière rentable des centrales géothermiques. Une autre question de recherche importante est de savoir, pour un contexte donné, quel est le design optimal d’une centrale géothermique et quelle est la puissance que l’on peut espérer produire. Pour répondre à cette question, les cycles de Rankine organiques de base (de type souscritique ou transcritique) sont dans un premier temps simulés et optimisés pour des températures du géofluide de 80 à 180°C et pour des températures de condensation du fluide de travail de 0.1 à 50°C. Trente-six (36) fluides pures sont investigués pour toutes les combinaisons de températures. Par la suite, des cycles de Rankine organiques plus avancés sont aussi investigués (ajout d’une tour de refroidissement, d’un système de récupération, et d’une contrainte sur la température de réinjection du géofluide). Les ORCs avec deux pressions de chauffage souscritique et transcritique sont aussi simulés et optimisés. Les optimisations sont faites pour 20 fluides de travail selon la même plage de température du géofluide et selon des températures du thermomètre mouillé de l’air ambient de 10 à 32°C. En second lieu, le cycle de Brayton inversé (IBC) est un cycle thermodynamique qui pourrait être utilisé comme système de récupération de la chaleur perdue dans les gaz d’échappement de moteurs. Il s’agit d’un cycle ouvert comprenant dans sa configuration de base une turbine à gaz, un échangeur de chaleur et un compresseur. Il existe une configuration où l’eau qui se condense lors du refroidissement des gaz est évacuée avant le compresseur pour réduire le débit massique et améliorer le rendement global du système. Le Powertrain and Vehicle Research Centre (PVRC) de l’University of Bath s’est intéressé à savoir si certaines variantes de l’IBC découlant de cette configuration seraient des options viables. Ces variantes ont mené à la création de trois nouveaux cycles thermodynamiques couplant l’IBC avec (i) une turbine à vapeur, (ii) un cycle de réfrigération, et (iii) ces deux ajouts. En comptant les deux cycles déjà existants décrits au paragraphe précédent, cinq configurations de l’IBC sont simulées et optimisées pour des températures de gaz d’échappement de 600 à 1200 K et températures de la source froide de 280 à 340 K. La finalité de cette thèse est d’offrir un outil aidant les ingénieurs à concevoir les systèmes introduits précédemment (ORC et IBC) de sorte qu’ils aient un travail spécifique net maximisé. Sous forme d’un ensemble de diagrammes, cet outil peut ainsi être utilisé pour une large plage de température de la source chaude (géofluide ou gaz d’échappement) et de température de la source froide.
Heat engines design leading to maximum power output often depends on the hot source temperature and the cold source temperature. This is why drawing guidelines from optimal designs of these machines according to diverse operating temperatures may facilitate their conception. Such a study is proposed by this thesis for two types of heat engines. In the first instance, the Organic Rankine Cycle (ORC) is a power thermodynamic cycle used among others in geothermal power plants exploiting low-temperature reservoirs. This type of power plants raises keen interest around the world for being one the most environmentally friendly power production modes. In these power plants, a geofluid is pumped from the ground to transfer its heat to a working fluid operating in a closed cycle. The geofluid is then reinjected in the geological basin. Researchers are currently attempting to characterize in a better way the geothermal potential of diverse geological environments. Considering the province of Québec’s relatively cold underground, studies try to determinate whether it is possible to profitably operate geothermal power plants. Another important research question is to determine, for a given context, the optimal geothermal power plant design, and the amount of power that could be generated. To answer this question, Organic Rankine Cycles (subcritical and transcritical) are first simulated and optimized for geofluid temperatures from 80 to 180°C and for condensing temperatures of the working fluid from 0.1 to 50°C. Thirty-six (36) pure fluids are investigated for each temperature combination. Next, cycles models are improved by adding a cooling tower, a recuperative system and a constraint on the minimum reinjection temperature. ORCs with dual-pressure heater are simulated and optimized as well. Optimization runs are performed considering 20 working fluids for the same range of geofluid temperature and for ambient air wet bulb temperature from 10 to 32°C. In the second instance, the Inverted Brayton Cycle (IBC) is a thermodynamic cycle that could be used as a waste heat recovery system for engines exhaust gases. This is an open cycle which includes a gas turbine, a heat exchanger and a compressor as a basic layout. There is a configuration where the water condensed during the cooling of the gases is evacuated upstream of the compressor in order to reduce the mass flow rate and improve the system global efficiency. The Powertrain and Vehicle Research Centre (PVRC) of the University of Bath is interested in finding out whether particular IBC variants arising from this configuration could be viable options. These variants led to the creation of three novel thermodynamic cycles that couple the IBC with (i) a steam turbine, (ii) a refrigeration cycle, and (iii) both additions. Including both already existing cycles described in the preceding paragraph, five IBC layouts are simulated and optimized for exhaust gases temperatures from 600 to 1200 K and for heat sink temperatures from 280 to 340 K. The purpose of this thesis is to offer a tool that help engineers designing the systems previously introduced (ORC and IBC), so that they produced a maximized specific work output. As a set of charts, this tool can be used for a large range of hot source temperature (geofluid or exhaust gases) and of heat sink temperature.

This dissertation describes the known formation mechanisms of pollutant emissions for spark ignition internal combustion engines, the most common pollutants emitted by spark ignition engines, current methods to reduce pollutants emissions and a comparison of industry procedures with one and three-dimensional modeling including detailed surface reaction chemistry model, all used to estimate catalytic converter efficiency. Also, experimental tests were performed to provide exhaust gas composition boundary conditions, and to provide values for current catalytic converter efficiency. The detailed surface reaction chemistry model presented problems into implementation for one and three-dimensional analyzes, presenting zero conversion into one-dimensional analysis and continuous reduction in conversion efficiency for three-dimensional analysis. The industry procedure has been used for a long time, and presented the more realist values and behavior, not justifying the replacement for an analysis that includes chemistry reaction models, either one or three-dimensional.

The protection of plasma facing components from heat and particle overloads is paramount to ensure the operability and desired lifetime of magnetic fusion devices. The possibility of using external 3D magnetic perturbations to improve the steady-state heat exhaust in diverted tokamaks has been studied in this thesis. This approach involves producing a controlled stochastic region in the plasma edge without significantly affecting the core of the plasma. Using field line tracing and 3D advection-diffusion heat transport models, the resulting magnetic and heat flux footprints on the divertor have been analyzed. An optimized configuration has been obtained, which reveals the potential of this approach for considerably reducing the peak heat load on the divertor.
Att skydda plasmakomponenter mot höga värmeflöden och snabba partiklar är av största vikt föratt säkerställa funktionsduglighet och önskad livslängd för en magnetisk fusionsreaktor. Möjlighetenatt använda externa 3D-magnetiska störningar för förbättrad statisk värmeavledningeni tokamaker med magnetiska avledare har studerats i denna avhandling. Tillvägagångssättetinnebär att man producerar en kontrollerad stokastisk region i plasmakanten utan att väsentligtpåverka plasmakärnan. Med hjälp av fältlinjespårning och 3D-modellering av värmetransportsom en advektions-diffusionsprocess har de resulterande magnetiska fotspåren och värmeflödetpå avledaren analyserats. En optimerad konfiguration har erhållits, vilket visar potentialen i dettatillvägagångssätt för att avsevärt minska den maximala värmebelastningen på avledaren.

Using complexing-agent assisted sol-gel routes, mixed Pd/ceria-alumina and Pd/terbia-ceria-alumina catalysts were prepared. The materials have been characterised by means of ICP-MS, TEM, EDX, XPS, XRD, BET, TPR, TPO and TPD. Catalytic testing was carried out in a temperature programmed mode as well as isothermally, using synthetic exhaust gas mixtures with different air-to-fuel ratios. The obtained results were compared with those of traditionally impregnated Pd/ceria-alumina and PtRh/ceria-alumina. Evaluating the catalysts potential as three-way converters, it has been shown that as a result of the sol-gel preparation chosen, highly homogeneous materials were produced. These had (i) much higher oxygen storage potential (especially at low temperatures, T ≈ 400 - 500K), (ii) improved metal support interactions and (iii) lower CO and propane light-off temperatures (T50%(CO) ≈ 423K, T50%(C3H8) ≈ 593K for R ≥ 1). Under fuel-rich conditions an improved low temperature NO activity was shown for the ceria-containing materials. This was attributed to a ceria-mediated redox mechanism and an improved Pd-ceria interaction for these sol-gel-derived samples. The addition of terbia was found to promote the catalysts propane activity, especially under fuel-rich conditions. The application of the different catalysts as three-way converters has been discussed, with special emphasis on their potential during the cold-start period. In a further set of catalytic experiments, using less complex gas mixtures, a more comprehensive view of the detailed Pd chemistry involved in these new three-way catalysts was obtained.

The performance of microchannel heat exchangers was assessed in gas-to-liquid applications in the order of several tens of kWth . The technology is suitable for exhaust heat recovery systems based on organic Rankine cycle. In order to design a light and compact microchannel heat exchanger, an optimization process is developed. The model employed in the procedure is validated through computational fluid-dynamics analysis with commercial software. It is shown that conjugate effects have a significant impact on the heat transfer performance of the device.

Thermoelectric generators (TEGs) are currently being explored for their potential in harvesting energy from automobile exhaust. TEGs in form of an appropriate TEG- Heat exchanger module can utilize the temperature difference between the hot exhaust gases and the automobile coolant and convert it into electrical voltage. The amount of power is anticipated to be a few hundred watts depending on the temperature gradient and the material of the TEGs. The focus of this study is increasing the hot side heat transfer for improved performance of the thermoelectric generators using two different internal fins — louvered fins and herringbone wavy fins. The multi-louvered fins basically have 'multi flat plate' behavior and will enhance the heat transfer by deflecting the air from its original path and aligning it with the plane of the louvers. Herringbone fins are used to lengthen the path of airflow allowing for greater residence time and better mixing of the flow. They also provide for greater wetted surface area achieving higher heat transfer. The flow and heat transfer behavior inside the exhaust pipe test section with internal fins is modeled using commercial numerical software. The thermal and flow behavior through both these internal fins depends to a large extent on geometric parameters and fin arrangement. Optimization of the fin design is considered to determine the configuration that provides highest heat transfer while providing least pressure drop across the pipe length. The heat transfer and pressure drop characteristics are compared to the baseline flow without any fin enhancement.
Master of Science

This thesis is treating the modelling of a thermocouple (tc) to compensate forheat transfers due to convection, radiation and conduction when performingtemperature measurements in an SI-engine. An experiment plan was developedwhich covered experiments in an stc-rig and on a 4-cylinder SI-engine. The measurementsin the stc-rig was mainly to develop the model, while the measurementsin the engine lab was mainly to examine the characteristics of the engineand evaluate the modelled tc.Measurements with an exposed thin tip tc in the stc-rig showed a symmetricaltemperature profile in the pipe. By examining how the 1.5 mm tc behaved inthis environment with known gas temperature profile, the obtained knowledgecould be applied to cross-sectional measurements in the SI-engine. It was foundthat the temperature profile in the engine deviated from the temperature profilemeasured in the stc-rig. The temperature was higher near the top of the pipethan in the center and lower part. In the horizontal direction, the temperaturewas found to be constant.Conclusions drawn from measurements in the engine lab points to that the crosssectionaltemperature and mass flow profiles have a strong connection with theengine’s operation point. The cross-sectional profiles, along with respective profileover time, is crucial when estimating the energy content of an exhaust gaspulse.The inverted sensor model with optimized parameters could estimate the meanvalue of the measured gas temperature during stationary runs within 6 degC.

Designers of engines have always looked for ways to improve the power to weight ratio of mobile internal combustion engines. This was especially true in aircraft engine design and engines for various forms of racing. Today designers are looking for ways to make everything from cars to road tractors to farm tractors lighter and thereby more efficient. In addition, in many cases these vehicles only need the maximum power that an engine can produce for a small amount of time. What is needed is a small, lightweight engine with the ability to produce a large amount of power for a short duration. The work here describes one possible method for constructing just such a type of engine. By adding a combustion chamber in the exhaust flow between the engine exhaust valve and the turbine inlet on a turbocharged diesel engine, it should be possible to increase the turbine temperature. This will in turn allow the turbine to deliver more power to the compressor and create a higher inlet pressure and allow the engine to create more power. This paper describes both a computer simulation and an engine with this combustion chamber installed. There were however, problems with both the simulation as well as the test engine. While no quantitative data was obtained from the test engine, some valuable observations were made. The computer simulation yielded results and from these results and observations made while testing the engine with the combustion chamber installed it was determined that this design shows promise of creating an engine with higher specific power.
Master of Science

Recently, decentralized household photovoltaic (PV) systems have become more affordable and there is a tendency to decrease subsidies for the PV excess electricity fed into the grid. Therefore, there is growing interest in methods to increase the self-consumption (SC), which is the part of the electricity produced by PV and directly consumed on buildings. It has been found that battery storage is an effective way to achieve this. When there is a heat pump system installed, thermal energy storage using the thermal mass of the building or hot water tanks, can also be used to increase the household self-sufficiency and minimize the final energy use. The main aim of this thesis is to develop operational control strategies for the heating system of a single-family house with an exhaust air heat pump, a photovoltaic system and energy storage. In order to accomplish this a detailed system model was developed in TRNSYS 17, which includes a six-zone building model and the heat pump control. Moreover, these control strategies include short-term weather and price forecast services.  Another objective is to evaluate the impact on the benefit of these control strategies in terms of energy use and economic performance for a wide range of boundary conditions (country/climate, electricity prices, occupancy and appliance loads).  Results show that the control using a forecast of dynamic electricity price in most locations leads to greater final energy savings than those due to the control using thermal storage for excess PV production. The exception is Sweden, where the result is the opposite. Moreover, the addition of battery storage leads to greater decreases in final energy than the use of the thermal storage (TH mode), which is limited to the thermal mass of the building and small hot water tank of the compact heat pump. As far as the impact of the advanced control (combined use of TH and PRICE) on cost savings is concerned, savings (up to 175 €) are possible in Spain and in Germany. The design of the TH and PRICE mode show low computational complexity that can be easily implemented in existing heat pump controllers. Additionally, the PRICE mode should have no capital and running cost for the end user while the TH mode might require an external electricity meter. Another yet implication with the TH mode is the need to activate the room thermostatic valve.

To increase the efficiency of the engine is one of the biggest challenges for heavy vehicles. One possible method is the Rankine based Waste Heat Recovery. Crucial for Rankine based Waste Heat Recovery is to model the temperature and the state of the working fluid. If the state of the working fluid is not determined, not only the efficiency of the system could be decreased, the components of thesystem might be damaged.A Simulink model based on the physical components in a system developed by Scania is proposed. The model for the complete system is validated against a reference model developed by Scania, and the component models are further validated against measurement data. The purpose of the model is to enable model based control, which is not possible with the reference model. The main focus on the thesis is to model the evaporation and condensation to determine state and temperature of the working fluid. The developed model is compared to a reference model with little differences for while stationary operating for both the components and the complete system. The developed model also follows the behavior from measurement data. The thesis shows that two phase modeling in Simulink is possible with models based on the physical components.

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Tese (Doutoramento)
IPEN/T
Instituto de Pesquisas Energeticas e Nucleares - IPEN/CNEN-SP

It is estimated that transport sources in developing countries contribute about 4% of the global fossil carbon dioxide versus 18% by industrialized countries. The cost of urban air pollution is estimated to be 2% of GDP in developed countries and more than 5% in developing countries. With an annual vehicle registration growth of over 30% in 2008 and a population growth rate of 6%, the number of automobiles in Kampala city of Uganda is expected to continue growing exponentially. Most of the vehicles used are imported into the country when quite old with worn out engines and low energy efficiencies. As a result, such vehicles profusely emit exhaust gases which may be harmful to both human health and the environment. Controlling pollution from the transport sector is vital to improving the quality of air and protecting public health. The objective of this dissertation was to determine the level of pollution from automobile exhaust gases in Kampala City and its impacts on human health and the environment. The study involved the analysis of tail pipe emissions using a gas analyser. It covered mini buses, motorcycles and personal vehicles which constitute 92% of the Kampala vehicle parc. It was established that the main types of exhaust gases from the automobiles were CO2,  NOx, CO, NO and HC. The findings estimated the highest level of NOx tail pipe emissions at 0.15 mg/m3, HC emissions at 2.59 mg/m3, CO at 110 mg/m3 and 286.6 mg/m3 for CO2. The reported ambient air emissions were estimated at 0.18 ppm, 14000 ppm and 1.3 ppm corresponding to NO2, CO2 and CO, respectively. The study further investigated the impact of four mitigation methods on emission levels using the LEAP model. The impact of increasing penetration of city buses, introduction of tail pipe emission standards and hybrid cars and improvement of vehicle fuel economy were investigated. It was found that if left unabated, the emissions will continue to grow with the increasing number of motor vehicles. Implementation of the proposed mitigation methods resulted in a reduction in the GWP reduced by 52%, 51%, 17% and 8.5%, respectively. It is recommended that a comprehensive motor vehicle pollution control program be designed to implement the proposed NEMA vehicle emission standards. Establishment of an integrated transport system promoting the growth in number of city buses should be made a priority to reduce on emission levels and enable the decongestion of Kampala city.

It is of great importance to acquire methods that has a sustainable solution for treatment and disposal of municipal solid waste (MSW). The volumes are constantly increasing and improper waste management, like open dumping and landfilling, causes environmental impacts such as groundwater contamination and greenhouse gas emissions. The rationalization of developing a sustainable solution implies in an improved way of utilizing waste resources as an energy source with highest possible efficiency. MSW incineration is by far the best available way to dispose the waste. One drawback of conventional MSW incineration plants is that when the energy recovery occurs in the steam power cycle configuration, the reachable efficiency is limited due to steam parameters. The corrosive problem limits the temperature of the superheated steam from the boiler which lowers the efficiency of the system. A suitable and relatively cheap option for improving the efficiency of the steam power cycle is the implementation of a hybrid dual-fuel cycle. This paper aims to assess the integration of an MSW incineration with a high quality fuel conversion device, in this case natural gas (NG) combustion cycle, in a hybrid cycle. The aforementioned hybrid dual-fuel configuration combines a gas turbine topping cycle (TC) and a steam turbine bottoming cycle (BC). The TC utilizes the high quality fuel NG, while the BC uses the lower quality fuel, MSW, and reaches a total power output of 50 MW.  Using a high-quality fuel in cogeneration can prove to be beneficial for improving and enhancing the overall plant profitability and efficiency while eliminating the corrosion problems with conventional MSW firing. The need for few interconnections between the different subunits in a parallel-fueled system allows for a wider range of operation modes and leaves room for service modes of the subunit. The hybrid dual-fuel cycle will be assessed for optimal cycle configuration and evaluated to how it compares to the sum of two separate single-fuel plants with optimal cycle configurations. Investigation of such aspects is a very important issue in order to be able to fully promote an implementation of hybrid combined cycle. The work presented herein also concentrates on investigating scenarios that include a full-load and part-load analysis in both condensing and combined heat and power (CHP) mode of operation. Through simulations and evaluation of obtained data, the results strengthens the fact that the electrical efficiency of hybrid configurations increases at least with 2% in condensing mode and 1,5% in CHP mode, comparing it to the sum of two separate single-fuel units of similar scale. The simulations show increased electrical efficiencies when running the BC in part-load and the TC in full load, with a higher NG to MSW ratio. The results also indicated that it is possible to extract more power output from the cycle by operating in CHP mode, due to more energy being utilized from the input fuel.

Orientadores: Cristiane Aparecida Martins, Pedro Teixeira Lacava
Dissertação (mestrado profissional) - Universidade Estadual de Campinas, Faculdade de Engenharia Mecânica
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Resumo: Veículos automotores são responsáveis pela maior parte da locomoção no mundo moderno. A principal forma de energia propulsora utilizada baseia-se na queima de combustíveis fósseis. Em sistemas reais de combustão o processo químico envolvido apresenta alto grau de complexidade que se traduz, na emissão de cinco principais espécies de poluentes atmosféricos, a saber, monóxido de carbono, compostos orgânicos (hidrocarbonetos não queimados ou apenas parcialmente queimados), particulados, óxidos sulfurosos e óxidos nitrogenados. Graças a crescente e necessária preocupação ambiental as normas relativas a emissões têm sido periodicamente revistas, sendo uma das principais o Padrão Europeu definido como Euro que disciplina veículos que circulam na Europa e demais países que como o Brasil que a adotam como modelo. Motores a diesel têm como emissão crítica os óxidos nitrogenados, NOx (NO + NO2) e as emissões de material particulado. As diferentes técnicas utilizadas para reduzir a formação destes poluentes podem ser divididas entre aquelas aplicadas durante o processo de combustão e as outras aplicadas somente após a combustão, ou seja, nos gases de exaustão. O presente trabalho utilizou-se de uma técnica que atua no processo de combustão conhecida como EGR, Recirculação Parcial dos Gases de Exaustão. O objeto de estudo é um motor diesel de quatro cilindros em linha, equipado com EGR que atende a Euro III, com limite de NOx igual a 5,0 g/kWh. A premissa do trabalho é a avaliação do potencial deste motor em atingir os níveis de emissões da norma Euro VI, com limite de NOx igual a 0,4 g/kWh. Para tal, serão mantidas as configurações originais do motor, alterando-se somente os componentes que fazem parte do sistema de EGR. O estudo foi realizado em diferentes etapas, I, II e III, durante as quais foram identificados os componentes de EGR que mais influenciam para a redução do NOx. Os resultados obtidos são satisfatórios, alcançando valores próximos ao objetivo, mostrando desta forma que o estudo é de grande aplicabilidade para os motores atuais e futuros
Abstract: Automotive vehicles are responsible for the most of locomotion in the modern world. The mainly propulsive energy used is based on burning of fossil fuels. In real combustion systems the chemical process involved a high complexity which results mainly in five types of air pollutants, that are, carbon monoxide, organic compounds as hydrocarbons unburned or partially burned, ashes, oxides sulfur and nitrogen oxides. Due to growing of necessity to care the environment concern, emissions standards have been reviewed periodically and one of the main is European Standard defined as Euro that discipline European vehicles and other countries like Brazil that concern it as a model. The most critical diesel engine emission are nitrogen oxides, NOx (NO + NO2) and particulate matter. The different techniques used to reduce the formation of these pollutants can be divided into those applied during the combustion process and other applied only after combustion, in the exhaust gases. This study used a technique that operates in the combustion process known as EGR, Exhaust Gas Recirculation. The object of study is a fourcylinder diesel engine, in line, equipped with EGR that meets the ,Euro III emission standards with NOx limit as 5,0 g / kWh. The premise work was evaluated the potential of this engine to achieve the Euro VI emission levels, with NOx limit as 0,4 g / kWh. To do this the original basic engine parts will be kept, to changing only the components that are part of the EGR system. The study was conducted at different stages I, II and III, to identify which EGR components have more influence to reduce NOx. The results are consider satisfactory, reaching values close to the goal, thus demonstrating that the study is of great applicability to current and future engines
Mestrado
Motores
Mestre em Engenharia Automobilistica

Nel quadro del progetto SaLüΗ! verrà sviluppato un sistema di ventilazione meccanica con recupero di calore combinato ad una micro pompa di calore. La perdita di carico all’interno del sistema, l’omogeneità del flusso d’aria attraverso gli scambiatori di calore e le emissioni sonore devono essere ottimizzati. In questo lavoro di tesi viene sviluppato un modello CFD preliminare, con particolare riferimento alla condotta di mandata, nella quale sono alloggiati il compressore ed il condensatore della pompa di calore. A questo scopo, verrà utilizzato il software commerciale COMSOL® Multiphysics®. Si assume un fluido incomprimibile e moto isotermico. Il fine è quello di analizzare e comparare la distribuzione del campo di velocità in ingresso al condensatore, per due configurazioni convenzionali e due configurazioni a V. Tre diversi modelli dello scambiatore di calore sono calibrati con dati sperimentali, ricavati dalle librerie di EES – Engineering Equation Solver. I modelli di turbolenza a due equazioni disponibili in COMSOL® sono confrontati con le misure effettuate da Lourenco e Shih per un cilindro circolare a Re = 3900. Un coefficiente di omogeneità basato sulla deviazione standard è introdotto e calcolato per la componente di velocità normale alla superficie di ingresso del condensatore. I risultati mostrano che un sistema molto compatto comporta una maldistribuzione del flusso d’aria in ingresso allo scambiatore di calore, che può essere ridotta leggermente adottando una configurazione a V.