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1

A method of engines’ diagnosis in operationA method of engines’ diagnosis in operationA method of engines’ diagnosis in operation

Sitnik L.J., Sroka Z. J., Wróbel R.

Journal of KONES

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2018

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Vol. 25, No. 3

403--410

EN

It was found that there are discrepancies between the values of diagnostic parameters obtained in the test and natural exploitation. In addition, no appropriate tests are carried out which would be based on the degree of engine degradation in long-term natural use. One of the reasons is the lack of adequate, non-invasive diagnostic methods. The aim of the work was to show the possibility of creating a new diagnostic parameter of combustion engines in their natural operation. The parameter can be determined by a new method (presented in the article). The method is based on the assumption that the technical condition of the engine can be judged on the basis of the run-up curve, and in particular, on the basis of the linear direction coefficient, which is approximated by the points of the run-up curve at particular moments of the run-up. An additional requirement is that the points of the run-up curve are the average value of the speed from many runs. In addition, the statistical distributions of the speed values in the individual moments of the run-up should be of the same type. The direction coefficient of the straight line determined is a diagnostic parameter. The value of the new coefficient is the value of the straight-line factor. Further works are underway to determine the relationship between the directional coefficient and the technical condition of the engine.

2

The Fourier transform as a new approach of evaluating the internal combustion engine indicator diagram

Łoza Ł., Sitnik L. J.

Journal of KONES

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2017

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Vol. 24, No. 4

173--180

EN

In this paper, the authors present an introduction to the new method of evaluating the indicator diagram of internal combustion engine. For several years, it was observed that analyses of combustion processes have been hardly changed since they were conducted for the first time. At the moment, the diagrams are plotted more and more precisely owing to the new sensors and digital processors. Despite all of these high technical advantages, which were obviously unavailable in the past, theoretical approach for describing indicator diagram has not changed in significant way. Nowadays, the indicator diagrams are still evaluated very generally and are presented in much too idealistic way as a smooth curve of pressure changes, without any disturbances, which are being detected very easily now. Furthermore, it appears that performance improvements of the IC engines are in need of developing new methods for analysis and evaluation. The Fourier transform is a new way to look at the combustion process in the engines. It is basically a mathematical instrument for analysing different types of signals, which are transformed, from time domain into frequency domain. It enables identifying specific sinusoidal components of arbitrary signals and separates relevant ones from the noise. This allows one to see significant differences in two or more apparently similar signals and detect the crucial parts. If we treat pressure changes in time like a common signal, we can compute Fourier transform and see basic components of the diagram.

3

Statistic of fuel consumption in test and in natural operation of vehicles

Sitnik L. J.

Combustion Engines

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2017

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R. 56, nr 4

239--244

EN

The lowering of carbon dioxide emission is world pursuit which is written in international agreement. It concerns all economy sections, especially motorization. In this last case the lowering is essential, since almost all fuel used for powering vehicles comes from nonrenewable resources. Using these fuels means a one-way carbon motion from underground lode to earth atmosphere. This process has to be immediately stopped. For several years there have been taken actions in this direction. There are both legislative and technical actions. However, the reports which were published in 2016 shows that despite the efforts and engagement of considerable means, the effects are mediocre. There has been noticed, that, though the lowering of carbon dioxide emission determined in bench tests has been attained, it is impossible to notice this progress in natural operation of vehicles. The causes of such a state are sought mainly in incompatibility of test conditions to the real operation of vehicles conditions. Assuming that the carbon dioxide emission is (quasi) directly proportional to fuel consumption, in the article there has been proposed the method of solving the problem of removing divergence between test and operational data. There has been suggested the different attitude to bench data analysis and implementation of new calculative procedures in a way to reach the correlation between the test and operating fuel consumption.

4

Theory of cumulative fuel consumption by LPG powered cars

Sitnik L. J.

Journal of KONES

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2015

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Vol. 22, No. 4

275--280

EN

Theory of cumulative fuel consumption is shown for the first time in [1] and [2]. The theory of cumulative fuel consumption has been presented also in this work. The example of LPG car research results have shown the way of getting to mathematical model of cumulative fuel consumption and the intensity of cumulative fuel consumption. In this case, the studies were carried out 16 cars whose engines were powered by LPG. The vehicles are operated in a small fleet of vehicles, which run in city traffic. Data on outcomes of exploitation and operation fuel consumption is acquired from the accounting documents of the company. Very good results prediction mathematical model of operational data are obtained. The high value of prescience quotients (in this case R-sq > 9.999) are similar to the values that were obtained in various other cases. Conversance of mathematical model of cumulative fuel consumption allows carrying out comprehensive analysis of this significant exploitative parameter. The presented theory must not only be regarded as a theory of cumulative fuel consumption but also can be seen more broadly as a theory of cumulative energy consumption. Research is being conducted on the application of the theory to evaluate energy consumption by hybrid vehicles. The results can be very interesting.

5

The analysis of the energy balance of the engine powered by diesel oil mixture with butanol

Sitnik L. J., Andrych-Zalewska M.

Journal of KONES

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2015

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Vol. 22, No. 4

269--273

EN

The development of motorisation involves using bigger amounts of fuels. These fuels are, until now, mainly petroleum. However, the fuels of bio origin must be used as well. It follows from the necessity of ensuring CO2 balance and from the fact that oil sources sooner or later will become exploited. Not less important is the fact that, principally, it is difficult to change the proportions of petrol and diesel oil extracted from crude oil, and the use of diesel oil increases proportionally faster than petrol. Therefore, it is necessary to use bio additives in diesel oil. One of such additives is dense alcohols. The aim of the present work is to determine the energy balance of diesel engine powered by diesel oil and butanol mixture. The work field includes making of energy balance of the engine in its characteristic points responsive 13 phase ESC test as well as determining on this basis the consolidated values concerning the differences in the engine energy balance. It has been proved, that powering the engine by mineral diesel oil with doped butanol (20% v/v) does not lead to essential differences in the energy balance of the engine- which does not mean, that the essential differences are absent in the particular characteristic points of the engine. It requires more detailed explanation (in the further research works) because losses in the combustion process do not show differences, but in the other balance components the differences are shown.

6

Numeric modelling of fumes flow in exhaust manifold of the combustion engine

Andrych M., Sitnik L.J., Tkaczyk M., Walkowiak W.

Journal of KONES

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2014

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Vol. 21, No. 4

9--14

EN

In the paper there is presented the methodology of researches as well as the numeric researches results, which aim is the analysis of fumes flow parameters in the exhaust manifold in the diesel engine, particularly the velocity, the temperatures and the turbulence of gas. It has been presented that the research methodology depending on three dimensional model of air flow in the outlet systems with the application of standard numeric methods based on the principles of conservation of: mass, energy and momentum can be the way of researches. The model may be to be the basis for performing changes in geometry of outlet system concerning minimizing the flow losses and shaping the field of velocity. The model enables of calculations of outlet system of internal combustion engines on the stage of its construction. Results show that the numerical simulations methods are one of the possible to use for achievements of investigations low costs, especially that the hardware engine parts must be not prepared. Inter alia, complete model of exhaust manifold, model of fluid volume fitting in the manifold with the numbers of ducting, the grid with applied edge conditions, linear outline of static pressure on the walls of exhaust manifold, total pressure, tension, distribution of total temperature, distribution of fluid velocity on the walls, turbulence intensity are presented in the paper.

7

Comparison of mileage fuel consumption with the natural operation of the three different cycles

Sitnik L. J., Magdziarz-Tokłowicz M., Walkowiak Wł., Wróbel R., Włostowski R.

Journal of KONES

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2014

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Vol. 21, No. 4

439--444

EN

In the automotive industry in the world continuously being sought universal driving cycle. The test should closely match the fuel consumption and emissions of toxins in the fumes of the test vehicle in its real operating conditions [4]. However, in the previously developed solid driving tests established velocity profiles differ significantly from actual driving conditions. The difference in fuel consumption, comparing the natural operation of the NEDC test reaches an average of 18%. The new version of the driving cycle should be more realistic to the everyday use of additional equipment and gadgets that are installed in modern vehicles [1]. The impact on fuel consumption by vehicles may be conditioned not only by its size and weight, but also by the geometry of the track motion, forces causing the motion and the forces acting on the car when driving on curved tracks. The vehicle encounters and overcomes all the forces that act on it while driving-resistance movement. In the energy intake through the vehicle runs in the motor changes at the expense of the energy of fuel consumed. The driving force performs work on a given stretch of road balancing (predominant) friction. On the basis of the calculated resistance movement and the energy consumption of the movement in the selected object was a comparison of the actual consumption of fuel in the vehicle with the ignition spark. Analysis was performed and found differences in three cycles: urban, extra-urban and combined.

8

Vehicle vibration in human health

Sitnik L.J., Magdziak-Tokłowicz M., Wróbel R., Kardasz P.

Journal of KONES

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2013

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Vol. 20, No. 4

411--418

EN

Fast development of technology over the last decades has contributed to the adverse effects that may affect human health (both physical and mental). Such negative effects may include noise and vibration. These phenomena are accompanied by most of the technological processes. Need for more efficient and productive processes is causing rising trend in intensifying of these phenomena. It is unavoidable to increase efficiency without increasing the operating speed of machinery and equipment. The main goal of this paper is to carry out NVH (noise, vibration and harshness) analysis of engines; compression-ignition engine (diesel) and spark-ignition engine (gasoline) equipped in the same type of vehicle. But purpose is laying on presented methodology, not results of researches (but of course it will be presented too) which often (mainly) is made for failure detections. This paper will also cover influence of the engine mounting on generated acoustic vibrations followed by comparative NVH analysis of states occurring in diesel and gasoline engine. Scope of the work: a) theoretical introduction, b) presentation of vibration measurement (using LDV: Laser Doppler Vibrometry), c) NVH analysis in two types of engines, d) comparison of results, e) conclusions.

9

Sztuczna inteligencja w sterowaniu silnikiem spalinowym

Sitnik L. J.

Combustion Engines

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2013

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R. 52, nr 3

1062--1068

PL

Artykuł przedstawia dane potwierdzające, że sterowanie silnikiem spalinowym z wykorzystaniem sztucznej inteligencji jest możliwe. Pokazano to na przykładzie doboru wielkości dawki paliwa oraz kąta wyprzedzenia wtrysku indywidualnie w każdym cylindrze. Sztuczna inteligencję oparto na sieciach neuronowych o radialnych funkcjach bazowych (RBF). Optymalizacja tychże jest stosunkowo prosta gdyż ogranicza się w istocie do wyboru liczby neuronów w jedynej warstwie pośredniej sieci. Pokazano, że tego typu sieci nadają się zarówno do sterowania kątem wyprzedzenia wtrysku jak i czasem trwania wtrysku. Uzyskana predykcja danych pomiarowych modelem matematycznym jest zadziwiająco dobra.

EN

Paper shows, that using of artificial intelligence in diesel engine control is possible on the example of fuel injection time (fuel dose) control as well as the injection advance angle in each of cylinders separately. It was proved that for the engine run control it is possible to use Radial Basis Function (RBF) neuronal network. Applying of these networks is easy. The optimization of their structure is also simple. It does not have also the necessity of selection of the function of transformations. It is a big advantage. It was shown that the RBF network is suitable both to modeling of the advance angle of fuel injection and the fuel injection time. In both applications the predictions of values of object responses are with high efficiencies.

10

Water-carbohydron emulsions obtained by cavitation used for the fuelling of diesel engines

Sitnik L. J., Haller P., Dworaczyński M. K.

Archiwum Motoryzacji

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2013

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Nr 2

53--64, 169--180

EN

The recent development of internal combustion engines goes towards the meeting of increasingly stringent requirements imposed to reduce toxic exhaust emissions and fuel consumption and thus to strive for carbon dioxide abatement and against depletion of global natural resources. The research on engines fuelled by water-carbohydron emulsions has already a long tradition. So far, tests were based on emulsions obtained in chemical reactions. In this paper, similar analysis results have been presented, but the water-fuel emulsions used for the tests were obtained with making use of the cavitation effect. At the Wrocław University of technology, Department of Motor Vehicles and Internal Combustion Engines, a unique cavitator was developed, which was then used to produce water-carbohydron emulsions of mineral and synthetic diesel fuel. Both of these fuels as well as their water emulsions with 20% water content by volume were used for tests. Maximum engine power and torque vs. crankshaft speed curves were determined for a selected engine. Based on them, the ESC (European Stationary Cycle) test conditions were determined and the engine was tested on an engine dynamometer in accordance with the predetermined ESC test conditions. During the tests, engine emission and fuel consumption levels were measured under close scrutiny. The use of emulsions was found to result in a reduction in the consumption of diesel fuel.

PL

Rozwój silników spalinowych idzie w kierunku spełnienia coraz ostrzejszych wymagań dotyczących emisji toksycznych składników spalin, zmniejszenie zużycia paliwa a więc zmniejszenia emisji dwutlenku węgla i ochrony zasobów naturalnych Ziemi. Badania zasilania silników spalinowych emulsjami węglowodorowo wodnymi ma już swoja tradycję. Dotychczasowe próby prowadzone były z zastosowaniem emulsji uzyskiwanych w drodze chemicznej. W niniejszej pracy przedstawiono podobne wyniki z tym, że emulsje paliwowo – wodne uzyskiwano z wykorzystaniem zjawiska kawitacji. W Politechnice Wrocławskiej (Zakład Pojazdów Samochodowych i Silników Spalinowych) opracowano specyficzny kawitator, który posłużył do wytworzenia emulsji weglowodorowowodnych mineralnego oraz syntetycznego oleju napędowego. Oba paliwa oraz ich emulsje, o zawartości wody równej dwadzieścia procent (objętościowo), posłużyły do testów. Wykonano charakterystyki zewnętrzne wybranego silnika, na ich podstawie opracowano warunki testu ESC (European Stationary Cycle) oraz przeprowadzono badania silnika na hamowni silnikowej w warunkach tego testu. Przeprowadzono pomiary emisji składników spalin i zużycia paliwa. Stwierdzono, że stosowanie emulsji prowadzi do obniżenia zużycia oleju napędowego.

11

Sieci neuronowe do elastycznego sterowania procesami w silniku spalinowym

Sitnik L. J.

Systems : journal of transdisciplinary systems science

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2012

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Vol. 16, nr 2

337-347

PL

Niniejsza praca jest kontynuacją wcześniejszych prac autora związanych z wdrożeniami sieci neuronowych do sterowania procesami w silnikach spalinowych. Zastosowanie sieci neuronowych wymaga nowego podejścia do filozofii tego sterowania. Wyniki przedstawione w niniejszej pracy potwierdzają wcześniejsze obserwacje, że jest to możliwe Wykazano, że do sterowania przebiegiem pracy silnika możliwe jest wykorzystanie sieci RBF (radialnych funkcji bazowych). Istotne jest, że wówczas możliwe jest sterowanie procesami niezależnie w każdym cylindrze. Jest to jeden z wymogów elastycznego sterowania. Potwierdzone to zostało w badaniach modelowych.

EN

This work is a continuation of earlier work, the author related to implementations of neural networks for process control in combustion engines. Application of new networks require a renewed focus to the philosophy of the control. The results presented in this study confirm previous observations that it is possible to demonstrate that by controlling the engine can use the network RBF (radial basis functions). It is important that the process can be controlled independently in each cylinder. This is one of the requirements of flexible control. This was confirmed in model research.

12

Some aspect of theory of cumulated fuel consumption

Sitnik L. J.

Journal of KONES

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2010

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Vol. 17, No. 4

447-453

EN

A theory of cumulated fuel consumption in process ofvehicle operation is described. The method of creation the mathematical model and procedure of determination of model variables is shown. The mainfeatures of cumulated fuel consumption are painted attention. li is shown that the theory of cumulated fuel consumption can be use to description of the fuel consumption from beginning the exploitation of vehicles and also for the situation when the vehicle are in exploitation from any time and further fuel consumption are unknown. An example of utilisation of elaborated theory for assessment of operation of passenger car is also presented. It has been shown that applying the theory of cumulated fuel consumption, the course of such consumption can be accurately described also in this case. This proposal can be formulated in spite of making some simplifications. This is because the unknown value of the accumulated fuel before start the time of observation operation will be determined using the average (from the average) fuel consumption. This simplification greatly facilitates the flow of the calculations and it seems does not offend errors in the calculations. Method of determining the average is discussed in the article. It appears that such treatment may be justified by the fact that the mistake is, in principle, systematic error. Very high coefficients of mathematical model to fit the measured data are very interesting. Such regularity was observed during researches in buses transport [l], intercity buses, and the fleets of various vehicles (the results of researches are not yet published).The introduction of the theory of cumulated fuel consumption as one of the important parameters to assess the operation of the vehicle or vehicles may also be useful in exploitation researches. At present times the researches in which the vehicles are already in service and the engine control mops are tuned (chip tuning), are made. A good performance of these changes is often observed on chassis dyno but that is not properly sanctioned in natural exploitation. Experimentation with such issue is underway and will be the subject of future analysis (and publications).

13

Cumulated LPG consumption suplied of cars enginees

Sitnik L. J.

Journal of KONES

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2009

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Vol. 16, No. 4

429-434

EN

Fuel consumption is one of the base variables to take into account in car's exploitation. Important are current and future fuel consumption. Fundamental ąuestion is how time of car 's exploitation is economically grounded. In case of exploitation of the cars' fleet not fewer important is fleet's cost forecasting which, infirst step originated from fuel 's cost. When theory of the cumulate fuel 's consumption was appeared in 2004 [1] forecasting for this matter is possible. Suitability of theory was presented [1] in reference to city bus communication fueled with diesel, in presented result [2] they proved suitable of theory to trunk bus communication (fueled with diesel too) whilst this paper presents results for fleet fueled with LPG. In text presents the mathematics models of cumulated fuel consumption in process of vehicle's exploitation. Presented way and procedure are to construction of solid model. Heeded mention to characteristic qualities of cumulate fuel's consumption. Presented examples of taking advantage of a theory for mark an exploitation of vehicles' fleet fueled with LPG. Further presented forecasting of LPG consumption are for estimate mileage for few vehicles 'fleet and whole fleet. Reported a full prove of a theory of the cumulate fuel's consumption also for LPG.

PL

Zużycie paliwa jest jednym z podstawowych czynników branych pod uwagę w eksploatacji pojazdów. Ważne jest zarówno zużycie aktualnie występujące w eksploatacji jak i prognozowane w dłuższej perspektywie czasowej. Istotne jest bowiem pytanie jak długo eksploatowany powinien być pojazd by miało to uzasadnienie ekonomiczne. W przypadku eksploatacji floty pojazdów nie mniej ważne jest również prognozowanie kosztów eksploatacji floty, a te wynikają w pierwszym rzędzie z kosztów zakupu paliwa. Prognozowanie w omawianej problematyce stało się możliwe po opracowaniu w 2004 roku [1] teorii skumulowanego zużycia paliwa. Przydatność teorii wykazano w odniesieniu do autobusów komunikacji miejskiej zasilanych olejem napędowym, w [2] przedstawiono wyniki potwierdzające przydatność teorii w autobusach komunikacji międzymiastowej, (których silniki były także zasilane olejem napędowym) natomiast w publikacji niniejszej wyniki odnoszące się floty pojazdów zasilanych LPG. W referacie przedstawiono modele matematyczne skumulowanego zużycia paliwa w procesie eksploatacji pojazdu. Podano sposób oraz procedurę wyznaczania stałych modeli. Zwrócono uwagę na charakterystyczne cechy skumulowanego zużycia paliwa. Przedstawiono przykłady wykorzystania opracowanej teorii do oceny eksploatacji floty pojazdów zasilanych LPG. Podano również prognozy zużycia LPG, do zakładanych przebiegów, przez poszczególne pojazdy floty oraz całej floty. Wykazano pełną przydatność opracowanej teorii skumulowanego zużycia paliwa również w wypadku gdy paliwem jest LPG.

14

Analysis of mileage to engine oil removing in the natural exploitation of passenger cars

Sitnik L. J.

Journal of KONES

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2009

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Vol. 16, No. 3

367-373

EN

Leading to reformation of proecologic abilities of transport's vehicles and especially cars vehicles are connected with properly economy of the working liquids. It intakes should be optimal. This postulate is working in an activity of cars' tycoons and producers of working liquids. In this case a good example is lifetime of engines' oils. By one hand it leads to lengthen of engine's oil lifetime by improvement of its abilities, by second hand producers are limiting time of oil's change but admittedly that mileage is constantly rising. Everything it leads to constantly drop of the oil's unit consumption. There are exist extra possibilities of improving an oil consumption if oil's unit consumption treats like proecologic parameter. The base of that are changes in oil lifetime based on exploitations' terms for particular copy of vehicle. By one hand it secures of properly use car vehicle by second hand it resists the human factor in exploitation process, thanks that it excludes situations where oil will be changed to early - as a consequence of extra consumption or to late - as a probability of engines' damages. From the analysis of solid constant mileage to change engine's oil comes how big problem is it. Properly researches and conclusions presented in this publication.

PL

Dążenie do poprawy proekologicznych właściwości środków transportu, w tym samochodów osobowych, związane jest, między innymi, z prawidłową gospodarką płynami roboczymi. Ich zużycie powinno być optymalizowane. Postulat ten jest urzeczywistniany w działalności zarówno wytwórców pojazdów jak też producentów płynów eksploatacyjnych. Dobrym przykładem jest tu kwestia zużycia olejów silnikowych. Z jednej strony dąży się do tego by oleje mogły pracować jak najdłużej - ciągle doskonaląc ich właściwości, z drugiej producenci ograniczają przebiegi do ich wymiany, ale przyznać trzeba, że przebiegi te ulegają ciągłemu wzrostowi. Wszystko to prowadzi do nieustannego „jednostkowego" obniżania zużycia oleju silnikowego. Jeśli traktować jednostkowe zużycie oleju silnikowego jako parametr o znaczeniu proekologicznym to trzeba stwierdzić, że istnieją dalsze możliwości jego poprawy. Podstawową jest wprowadzenie elastycznych przebiegów do wymian oleju, wynikających z warunków eksploatacji konkretnego egzemplarza pojazdu. Z jednej strony zabezpiecza to właściwe użytkowanie pojazdu, z drugiej natomiast, powoduje znaczne ograniczenie ingerencji „ czynnika ludzkiego " w proces eksploatacji, a zatem pozwala wykluczyć sytuacje gdzie olej silnikowy wymieniany jest przedwcześnie - co skutkuje nieuzasadnionym jego zużyciem, lub zbyt późno - co wzmaga prawdopodobieństwo uszkodzeń silnika. O tym jak ważny jest to problem można przekonać się analizują dane dotyczące „sztywnych" przebiegów do wymiany oleju silnikowego. Odpowiednie badania i wynikające stąd wnioski, przedstawiono w niniejszej publikacji.

15

Transestrification of biofuel, yes but why?

Sitnik L. J.

Journal of KONES

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2008

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Vol. 15, No. 4

537-544

EN

This paper presents a novel way of utilizing alcohols as fuels for a diesel engine. It is proposed to use heavy alcohols as a mix with vegetable oils and conventional diesel fuel. It is presented the another way to use alcohols. Namely, the use of heavy alcohols as a solvent for vegetable oil (named the biomix or BM) and after the obtainment of the thickness, which would be approximate to diesel fuel, mixing the biomix with diesel fuel to obtained biomix diesel (BMD). This solution will be shown for example with butanol as heavy alcohol, rape oil as vegetable oil and conventional diesel fuel. The investigations are carried out with a simple diesel engine on the engine test bed. Main parameters of engine (power output, torque, specifically fuel consumption) and the main exhaust gas component (in this case CO, NOx, PM) will be investigated. There were better results achieved than one expected. Opposed to existing experiences, the maximum of power output and the torque of engine are higher in the whole range of the rotatory speed of the engine crankshaft when the engine biomix diesel (BMD) is reinforced. The addition of the component biomix to fuel influences the specific fuel consumption. Generally with the larger part of the component biomix the specific fuel consumption grows. Because the power of engine also grows up one should expect that in exploitation the specific fuel consumption should not increase. Transestrification process in the proposed solution does not appear. This has large economic meaning. The investment amount (the transestrification plant) is not necessary. The power consumption to get fuel is lower. Vegetable oils are fully used (glycerine is not produced). BMD has stable parameters. The usage of existing infrastructure to this transportation is enough. Very important is that this fuel could be used to reinforce old, existing now and the future diesel engines. The production of butanol is known. It will be interesting to use for the production an electrolysis process, especially in the proposed new plant where the electrolysis process is connected with the process to get the electrical energy from byproducts of electrolysis (i.e. hydrogen and oxygen) in the fuel cell. It seems to be more efficient. The possibility to get butanol from ethanol gives a very good perspective for the use of ethanol from today's overproduction and moreover without the essential change of infrastructure.

16

New European biofuels for diesel engines

Sitnik L. J.

Journal of KONES

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2008

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Vol. 15, No. 3

487-491

EN

The World is strongly dependent on crude oil for its transport needs. In order to diminish this dependence, we need to introduce clean, CO2-efficient, secure and affordable transportation fuels. The development of innovative biofuel technologies will help to cover significantly (up to 25% in Europe) road transport fuel needs. Biofuels production of 33 billion litres in 2004 is small compared to 1200 billion litres of gasoline produced annually worldwide. The current production of liquid biofuels in the EU 25 is about 2 Mtoe, which is less than 1% of the market. Recent assessments have concluded that the 2010 targets, 18 Mtoe used in the transport sector, are unlikely to be achieved. There can be three basic possibilities of accomplishing this target: i) use of alcohols (first of all ethanol) and their mixing with petrol; ii) use of fatty acids esters (methyl or ethyl) of vegetable oils and their mixing with diesel fuel, iii) use of synthetic hydrocarbons of the synthetic gas coming from biomass resources and eventually their mixing with other ,,classical" hydrocarbons. This paper presents a novel way of utilizing alcohols as fuels for a diesel engine. It is proposed to use heavy alcohols as a mix with conventional diesel fuel. The possibility to use a mix of butanol (as heavy alcohol) with conventional diesel fuel is demonstrated. Butanol has some key advantages over ethanol and light hydrocarbons (petrol), including higher energy content and better transport characteristics. Moreover, butanol is hydrophobic, so a new logistic infrastructure is not necessary. This paper demonstrates that a diesel-butanol fuel mixture is supplied to a diesel engine without any problems. A consumption of proposed biofuel mixture from +35% to -35% of typical diesel fuel depends on many factors not only on fuel energy density. A near-term effort of BP Biofuels and DuPont to develop and commercialize biobutanol is well-known. Here, it is proposed a new technological process combining electricity generation in fuel cells with electrolysis and a production of butanol from ethanol, which gives an opportunity to reduce today,'s over production of ethanol without a necessary change of existing infrastructure.

17

Statistical verification of possibility of creating of the combustion engine sets

Sitnik L. J.

Journal of KONES

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2007

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Vol. 14, No. 2

423-431

EN

Investigations were conducted two parties after 30 combustion engines about sparkle ignition the same type and kind every. The row of parameters in investigations was marked characterizing the engines. Got results were analyzed statistically. With verification this results, that some parameters of engines, the same party (how np. maximum rotational moment) they characterize from value of average with comparatively small dispersions. Deviations these contain in borders several percentage what it was it been possible to treat as value in borders of measuring mistakes. Different however, (how for example the temperature of fumes) the larger fluctuations show. It the unexpectedly large dispersions were noticed was near steering parameters of engine such how the relation of air to fuel or else the angle of outdistancing the ignition. Dispersions these come, near small speeds of crank rampart, to tens percentage and get smaller to a dozen or so percentage in measure of growth of rotational speed. It is then the unexpected result especially that set the dispersions of value practically such do not influence on parameters of engines how maximum rotational moment or else the isolated waste of fuel. Every party was has brought back it is possible observations these to engines. It was noticed was however the differences in parameters of engines from both parties. The studied parties of engines were produced in comparatively distant temporary compartment two quarters. Proof was the aim of work or noticed differences between parties are essential.

PL

Przeprowadzono badania hamowniane dwu partii po 30 silników spalinowych o zapłonie iskrowym tego samego typu i rodzaju każda. W badaniach wyznaczono szereg parametrów charakteryzujących silniki. Przeanalizowano statystycznie uzyskane rezultaty. Z weryfikacji tej wynika, że niektóre parametry silników, tej samej partii (jak np. maksymalny moment obrotowy) charakteryzują się stosunkowo małymi rozrzutami od wartości średniej. Odchylenia te zawierają się w granicach kilku procent co można potraktować jako wartości w granicach błędów pomiarowych. Inne natomiast, (jak np. temperatura spalin) wykazują fluktuacje większe. Nieoczekiwanie duże rozrzuty zauważono przy nastawach silnika takich jak stosunek powietrza do paliwa czy też kąt wyprzedzenia zapłonu. Rozrzuty te dochodzą, przy małych prędkościach wału korbowego, do kilkudziesięciu procent i zmniejszają się do kilkunastu procent w miarę wzrostu prędkości obrotowej. Jest to wynik nieoczekiwany zwłaszcza, że rozrzuty wartości nastaw praktycznie nie wpływają na osiągi silników takie jak maksymalny moment obrotowy czy też jednostkowe zużycie paliwa. Spostrzeżenia te odnieść można do silników każdej partii. Zauważono jednak różnice w osiągach silników z obu partii. Badane partie silników wyprodukowano w stosunkowo odległym przedziale czasowym dwu kwartałów. Celem pracy było wykazanie czy zauważone różnice między partiami są istotne.

18

Statistical verification of combustion engines parameters

Sitnik L. J.

Journal of KONES

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2006

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Vol. 13, No. 4

175-182

PL

Przeprowadzono badania hamowniane partii 30 silników spalinowych małych mocy o zapłonie iskrowym. W wyznaczono szereg parametrów charakteryzujących silniki. Przeanalizowano statystycznie uzyskane ty. Z weryfikacji tej wynika, że niektóre parametry silników takie jak np. maksymalny moment obrotowy lują się stosunkowo małymi rozrzutami od wartości średniej dla próbki statystycznej. Odchylenia te ! się w granicach 2% co można potraktować jako wartości w granicach błędów pomiarowych. Inne niast, jak np. temperatura spalin, wykazują fluktuacje większe - wykraczające, zwłaszcza przy niektórych i prędkości obrotowej, poza obszar odchylenia standardowego. Nieoczekiwanie duże rozrzuty zauważono t nastawach silnika takich jak stosunek powietrza do paliwa czy też kąt wyprzedzenia zapłonu. Rozrzuty te i przy małych prędkościach wału korbowego do kilkudziesięciu procent i zmniejszają się do kilkunastu t w miarę wzrostu prędkości obrotowej. Jest to wynik nieoczekiwany zwłaszcza, że rozrzuty wartości nastaw nie nie wpływają na osiągi silnika. Oczywiście można założyć, że nastawy o których mowa nie są decydujące v silnika jednak założenie takie powinno być, jak się wydaje, poparte szerszymi badaniami.

EN

There were conducted of the brake stand investigations of party 30 small output sparkle ignition combustion en-gines. The row of parameters in investigations was marked characterizing the engines. . Got results were analyzed statistically. With verification this results, that some parameters of engines such how for example maximum rotatory moment characterize the comparatively small dispersions from value of average for statistical sample. Deviations these contain in borders 2% what it was it been possible to treat as value in borders of measuring mistakes. Other however, as for example the temperature of exhaust gases, show the larger fluctuations - going beyond, especially by some values of rotatory speed, beyond area of standard deviation. It the unexpectedly large dispersions were noticed was by control parameters of engine such how the relation of air to fuel or else the crank angle of the ignition. Dis-persions these come, by small speeds of crank rampart, to tens percentage, and they get smaller to a dozen or so per-centage in measure of growth of rotatory speed. It is then unexpected result especially that set the dispersions of value practically they do not influence on parameters of engine. It was it been possible was obviously to put that control parameters about which speech do not are decisive for parameters of engine however foundation such should be as it seems, supported with wider investigations.

19

Strategy of ecofuels accustoming

Sitnik L. J.

Journal of KONES

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2005

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Vol. 12, No. 3-4

257-264

PL

Dotychczasowy rozwój napędów spalinowych polegał na przemiennym ulepszaniu silników spalinowych oraz paliw pochodnych ropy naftowej. Przełom dzisiejszego czasu polega na tym, że jednocześnie wprowadzane są zarówno nowe paliwa jak i nowe źródła napędu, przy jednoczesnym rozwoju źródeł klasycznych. To „przejście" wymagać będzie czasu niezbędnego zarówno na zmianę infrastruktury jak i (a może przede wszystkim) na zmianę sposobu myślenia i postrzegania całej problematyki uzyskiwania i wykorzystywania energii. Czas do wycofania silników spalinowych to jednocześnie czas istnienia współczesnych paliw ale pozyskiwanych z innych zasobów. Takimi paliwami są węglowodorowe ekopaliwa silnikowe uzyskiwane z biomasy. W artykule scharakteryzowano ogólnie nowe technologie uzyskiwania ekopaliw. Zwrócono uwagę, że technologie powinny umożliwić włączenie pierwiastków biorących udział w uzyskiwaniu energii w naturalny obieg pierwiastków w przyrodzie. Podano przykład technologii pozwalający spełnić to założenie.

EN

Hitherto existing development of (evolution of) combustion engine drive is relied on alternate improving of internal combustion engine and fuels dating from petroleum. Turning-point of today's time relies on it that new fuels are introduced simultaneously equal as well as new sources of drives at simultaneous evolution of classic power sources. This „passage” will be require essential time for change of infrastructure and perhaps (but first of all), it can need on change of attitude of mind of perception of whole problems of getting and taking advantage of energy. Time for exemption of i.c. engine is the sometimes of existence of modern fuel but won from other stocks. They hydrocarbons only ecofuels are gotten from biomass. In article is generally characterize a new technologies of getting of ecofuels. It call attention, that getting of fuel technologies should enable inclusion of radical in getting energy to circulation of radical in nature. It is given a example of technology serve allowing grant it foundation.

20

Employment of OBD system for appointment of engines dynamic characteristics

Sitnik L. J.

Journal of KONES

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2005

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Vol. 12, No. 3-4

251-256

PL

Współczesne silniki spalinowe poddawane są licznym modyfikacjom zarówno w trakcie badań rozwojowych jak i w procesie eksploatacji np. poprzez wprowadzanie najróżniejszych modyfikacji tuningowych. Ocena dokonywanych zmian jest stosunkowo prosta w warunkach hamownianych. Jednak dostęp do hamowni zarówno silnikowych jak i podwoziowych jest znacznie utrudniony. W odpowiednie urządzenia, poza ośrodkami badawczymi wyposażonych jest np. niewiele stacji diagnostycznych. Konieczne jest zatem opracowanie stosunkowo prostej metody, która zezwalałaby na wykonywanie prostych testów bez angażowania zaawansowanych technik badawczych. Metoda ta prosta w stosowaniu powinna dawać w miarę powtarzalne wyniki. Szansą na opracowanie takiej metody daje wykorzystanie systemu OBD do wyznaczania dynamicznych charakterystyk silnika. Problematyce tej poświęcony jest niniejszy artykuł. Przedstawiono w nim wyniki prac nad wykorzystaniem OBD do diagnozowani dynamicznych parametrów silnika przy ocenie skuteczności elektronicznego tuningu silnika o zapłonie samoczynnym.

EN

Internal combustion engines, and particularly, to them introduce changes, require a complex estimate, equal in investigations and development process like n later exploitation. Estimate of performed change is standard performed in conditions of brake development systems. Specialised institutes execute range of operational research also. However, changes are introduced by not specialized units only, the are properly equipment, but by units about smallest investigative potential also. Therefore is indispensable of elaboration a relatively simple diagnostic method, however, who will allow to evaluate results of introduced changes and modification. In this article are present a concept of utilization in this purpose of OBD system. As match exert be take advantage for this kind of diagnostics is very simple. Method of measurement is simple in application It gives repeatable results in due measure. As seen, that presented method. as diagnostic method, has a big development potential, especially in diagnostic gotten data analysis.