Studio e sviluppo di un motore a 2 tempi diesel veloce di nuova concezione per applicazioni automobilistiche

The Department of Mechanical and Civil Engineering (DIMeC) of the University of Modena and Reggio Emilia is developing a new type of small capacity HSDI 2-Stroke Diesel engine (called HSD2), featuring a specifically designed combustion system, aimed to reduce weight, size and manufacturing costs, and improving pollutant emissions at partial load. The present work is focused on the analysis of the combustion and the scavenging process, investigated by means of a version of the KIVA-3V code customized by the University of Chalmers and modified by DIMeC. The customization of the KIVA-3V code includes a detailed combustion chemistry approach, coupled with a comprehensive oxidation mechanism for diesel oil surrogate and the modeling of turbulence/chemistry interaction through the PaSR (Partially Stirred Reactor) model. A four stroke automobile Diesel engine featuring a very close bore size is taken as a reference, for both the numerical models calibration and for a comparison with the 2-Stroke engine. Analysis is carried out trough a comparison between HSD2 and FIAT 1300 MultiJet in several operating conditions, at full and partial load. Such a comparison clearly demonstrates the effectiveness of the two stroke concept in terms of emissions reduction and high power density. However, HSD2 is still a virtual engine, and experimental results are needed to assume the reliability of numerical results.

OGRE: analisi di un motore grafico 3D

In questa tesi descriveremo e analizzeremo il motore grafico OGRE, acronimo di Object-Oriented Graphics Rendering Engine. La scelta di analizzare proprio questo motore grafico è legata a diverse considerazioni. Innanzitutto, OGRE è rilasciato con licenza open source e quindi rende disponibile il suo codice sorgente. Questo è molto importante, in un contesto di studio e sperimentazione come quello universitario, perché permette di comprendere e analizzare anche il funzionamento interno del motore grafico. Inoltre, OGRE è un progetto maturo e stabile con una vasta comunità di sviluppatori e utilizzatori alle spalle. Esiste molta documentazione a riguardo, tra wiki, libri e manuali, e un forum molto attivo per la richiesta di aiuto e consigli. A conferma, sia della bontà del progetto che delle ottime prestazioni del motore grafico, basta dire che OGRE è utilizzato anche da applicazioni commerciali, come videogame, editor 3D e simulatori. Infine, la caratteristica che contraddistingue OGRE da tutti gli altri motori grafici è il fatto di essere "solamente" un motore di rendering puro. Ciò significa che qualsiasi funzionalità non direttamente legata al rendering, come ad esempio la gestione degli input dell'utente, non è supportata da OGRE. Anche se questo può sembrare un difetto, in realtà ciò permetterà di concentrarci solamente sugli aspetti legati al rendering che, in un motore grafico, costituiscono la parte fondamentale.

Untersuchung der Strukturdynamik arbeitender F1-ATPase und ATP-Synthase aus Micrococcus luteus in Einzelschußexperimenten mit Synchrotronstrahlung

ZusammenfassungDie ATP-Synthase koppelt im Energiestoffwechsel der Zellen den Protonentransport über die biologische Membran mit der Synthese des energiespeichernden Moleküls ATP aus ADP und Phosphat. ATP-Synthasen bestehen aus 2 Subkomplexen, wobei der katalytische F1-Teil von der membranständigen Domäne abgelöst werden kann und nur zur ATP-Hydrolyse fähig ist. Der hochkooperative Reaktionsmechanismus der dreizentrigen ATP-Synthasen ist weitgehend unklar.Im Rahmen dieser Arbeit wurde der ATP-Synthasekomplex und ihr wasserlösliches katalytisches F1-Fragment aus Micrococcus luteus in präparativem Maßstab mittels chromatographischer Trennmethoden isoliert. Die Überprüfung der Funktionalität beider Enzyme erfolgte mit enzymatischen Methoden. Durch zeitaufgelöste Röntgenkleinwinkelstreuung wurde die Strukturdynamik der arbeitenden ATP-Synthase und ihres F1-Fragmentes aus Micrococcus luteus im Laufe des ATP-Hydrolysezyklus untersucht. Diese Methode diente zum Nachweis weiträumiger Konformationsänderungen innerhalb der arbeitenden Enzyme unter nativen physiologischen Bedingungen. Die zeitaufgelösten Streuexperimente fanden an der ESRF (Europäische Synchrotronstrahlungsquelle) in Grenoble (F) statt. Dort wurden für beide Enzyme im Laufe des ATP-Hydrolysezykus molekulare Bewegungen nachgewiesen. Als Referenz zu den zeitaufgelösten Messungen dienten statische Messungen zur Strukturuntersuchung der Proteine am schwächeren DESY. Anhand dieser Strukturdaten wurden Molekülmodelle der F1-ATPase und ATP-Synthase aus Micrococcus luteus konstruiert. Das Molekülmodell der F1-ATPase war die Grundlage zur Modellierung einzelner Teilschritte des ATP-Hydrolysezyklus bei 20°C. Die experimentellen Daten wurden mit einer Kippbewegung der membranseitigen Domäne der katalytischen b-Untereinheiten der F1-ATPase während des ATP-Hydrolysezyklus interpretiert.

Sviluppo di modelli motore e veicolo per l'analisi di strategie di controllo in applicazioni Software e Hardware In the Loop

This work describes the development of a simulation tool which allows the simulation of the Internal Combustion Engine (ICE), the transmission and the vehicle dynamics. It is a control oriented simulation tool, designed in order to perform both off-line (Software In the Loop) and on-line (Hardware In the Loop) simulation. In the first case the simulation tool can be used in order to optimize Engine Control Unit strategies (as far as regard, for example, the fuel consumption or the performance of the engine), while in the second case it can be used in order to test the control system. In recent years the use of HIL simulations has proved to be very useful in developing and testing of control systems. Hardware In the Loop simulation is a technology where the actual vehicles, engines or other components are replaced by a real time simulation, based on a mathematical model and running in a real time processor. The processor reads ECU (Engine Control Unit) output signals which would normally feed the actuators and, by using mathematical models, provides the signals which would be produced by the actual sensors. The simulation tool, fully designed within Simulink, includes the possibility to simulate the only engine, the transmission and vehicle dynamics and the engine along with the vehicle and transmission dynamics, allowing in this case to evaluate the performance and the operating conditions of the Internal Combustion Engine, once it is installed on a given vehicle. Furthermore the simulation tool includes different level of complexity, since it is possible to use, for example, either a zero-dimensional or a one-dimensional model of the intake system (in this case only for off-line application, because of the higher computational effort). Given these preliminary remarks, an important goal of this work is the development of a simulation environment that can be easily adapted to different engine types (single- or multi-cylinder, four-stroke or two-stroke, diesel or gasoline) and transmission architecture without reprogramming. Also, the same simulation tool can be rapidly configured both for off-line and real-time application. The Matlab-Simulink environment has been adopted to achieve such objectives, since its graphical programming interface allows building flexible and reconfigurable models, and real-time simulation is possible with standard, off-the-shelf software and hardware platforms (such as dSPACE systems).

Sviluppo di algoritmi di RCP per la stima della coppia indicata erogata da un motore a combustione interna.

Combustion control is one of the key factors to obtain better performances and lower pollutant emissions for diesel, spark ignition and HCCI engines. An algorithm that allows estimating, as an example, the mean indicated torque for each cylinder, could be easily used in control strategies, in order to carry out cylinders trade-off, control the cycle to cycle variation, or detect misfires. A tool that allows evaluating the 50% of Mass Fraction Burned (MFB50), or the net Cumulative Heat Release (CHRNET), or the ROHR peak value (Rate of Heat Release), could be used to optimize spark advance or to detect knock in gasoline engines and to optimize injection pattern in diesel engines. Modern management systems are based on the control of the mean indicated torque produced by the engine: they need a real or virtual sensor in order to compare the measured value with the target one. Many studies have been performed in order to obtain an accurate and reliable over time torque estimation. The aim of this PhD activity was to develop two different algorithms: the first one is based on the instantaneous engine speed fluctuations measurement. The speed signal is picked up directly from the sensor facing the toothed wheel mounted on the engine for other control purposes. The engine speed fluctuation amplitudes depend on the combustion and on the amount of torque delivered by each cylinder. The second algorithm processes in-cylinder pressure signals in the angular domain. In this case a crankshaft encoder is not necessary, because the angular reference can be obtained using a standard sensor wheel. The results obtained with these two methodologies are compared in order to evaluate which one is suitable for on board applications, depending on the accuracy required.