Innovative Al Alloys for High Performance Automotive Pistons: Enhancement of Specific Strength at High Temperature and Resistance to Knock Damage

The increasingly strict regulations on greenhouse gas emissions make the fuel economy a pressing factor for automotive manufacturers. Lightweighting and engine downsizing are two strategies pursued to achieve the target. In this context, materials play a key role since these limit the engine efficiency and components weight, due to their acceptable thermo-mechanical loads. Piston is one of the most stressed engine components and it is traditionally made of Al alloys, whose weakness is to maintain adequate mechanical properties at high temperature due to overaging and softening. The enhancement in strength-to-weight ratio at high temperature of Al alloys had been investigated through two approaches: increase of strength at high temperature or reduction of the alloy density. Several conventional and high performance Al-Si and Al-Cu alloys have been characterized from a microstructural and mechanical point of view, investigating the effects of chemical composition, addition of transition elements and heat treatment optimization, in the specific temperature range for pistons operations. Among the Al-Cu alloys, the research outlines the potentialities of two innovative Al-Cu-Li(-Ag) alloys, typically adopted for structural aerospace components. Moreover, due to the increased probability of abnormal combustions in high performance spark-ignition engines, the second part of the dissertation deals with the study of knocking damages on Al pistons. Thanks to the cooperation with Ferrari S.p.A. and Fluid Machinery Research Group - Unibo, several bench tests have been carried out under controlled knocking conditions. Knocking damage mechanisms were investigated through failure analyses techniques, starting from visual analysis up to detailed SEM investigations. These activities allowed to relate piston knocking damage to engine parameters, with the final aim to develop an on-board knocking controller able to increase engine efficiency, without compromising engine functionality. Finally, attempts have been made to quantify the knock-induced damages, to provide a numerical relation with engine working conditions.

Performance assessment of vehicular connectivity in hybrid electric vehicles for fuel and emissions reduction

Nowadays, the spreading of the air pollution crisis enhanced by greenhouse gases emission is leading to the worsening of global warming. Recently, several metropolitan cities introduced Zero-Emissions Zones where the use of the Internal Combustion Engine is forbidden to reduce localized pollutants emissions. This is particularly problematic for Plug-in Hybrid Electric Vehicles, which usually work in depleting mode. In order to address these issues, the present thesis presents a viable solution by exploiting vehicular connectivity to retrieve navigation data of the urban event along a selected route. The battery energy needed, in the form of a minimum State of Charge (SoC), is calculated by a Speed Profile Prediction algorithm and a Backward Vehicle Model. That value is then fed to both a Rule-Based Strategy, developed specifically for this application, and an Adaptive Equivalent Consumption Minimization Strategy (A-ECMS). The effectiveness of this approach has been tested with a Connected Hardware-in-the-Loop (C-HiL) on a driving cycle measured on-road, stimulating the predictions with multiple re-routings. However, even if hybrid electric vehicles have been recognized as a valid solution in response to increasingly tight regulations, the reduced engine load and the repeated engine starts and stops may reduce substantially the temperature of the exhaust after-treatment system (EATS), leading to relevant issues related to pollutant emission control. In this context, electrically heated catalysts (EHCs) represent a promising solution to ensure high pollutant conversion efficiency without affecting engine efficiency and performance. This work aims at studying the advantages provided by the introduction of a predictive EHC control function for a light-duty Diesel plug-in hybrid electric vehicle (PHEV) equipped with a Euro 7-oriented EATS. Based on the knowledge of future driving scenarios provided by vehicular connectivity, engine first start can be predicted and therefore an EATS pre-heating phase can be planned.

Study and development of BaCe0.65Zr0.20Y0.1503-Δ (BCZY) – Gd0.2Ce0.8O2-Δ (GDC) dense ceramic membranes sysyem for high temperature H2 purification

The first main conclusion drawn from this dissertation concerns the amount of Pt deposited on the asymmetric layer of membrane produced by tape casting porosity shaping method. Three different amounts were investigated (0.15, 1.5 and 4.5 mg cm-2 ). The most optimal performance, based on H2 permeation performances, was attained when 1.5 mg cm-2 of Pt was deposited on the porous layer, resulting in a 0.642 mL min-1 cm-2 permeated H2 when 80% H2 in He was employed as the feed. Pt deposition method is influenced by the concentration of the Pt precursor, which results in different morphology of the catalyst. The second development focused on further optimization on tape casting membranes concerning the solvent employed for the Pt catalyst deposition. The same concentration of Pt was employed, depositing 1.5 mg cm-2 on the porous side of the membrane, but a mixture of acetone and water was employed as solvent. This mixture allowed the suppression of effects leading to poorly dispersed particles. As a result, it was possible to achieve 0.74 mL min-1 cm-2 at 750°C with 50% H2 in He. Lastly, first-ever permeation performance measurements into an innovative ceramic membrane type for hydrogen separation was investigated. In-depth research was done on a group of hierarchically-structured BaCe0.65Zr0.20Y0.15O3-δ(BCZY) - Gd0.2Ce0.8O2-δ(GDC) membranes produced by freeze casting porosity shaping method. Membranes were investigated observing the effect of deposition solvent and the effect of porous layer thickness. Employing a mixture of Acetone and water resulted in better hydrogen permeation at temperatures (T > 650°C), reaching 0.26 mL min-1 cm-2 at 750°C with 50% H2 in He. The reduction of porous layer thickness led to a hydrogen flow of 0.33 mL min-1 cm-2 , at 750°C with 50% H2 in He.