• فهرست مطالب:

 چکیده
۱ مقدمه
۲ اصل اساسی سیستم VVT الکتروهیدرو لیک
۲ ۱ ساختارVVT
۲ ۲ تشخیص زمان بندی سوپاپ
۲ ۳ کنترل زمان بندی سوپاپ
۲ ۴روش تجربی
۳ برای کنترلر
۱ ۳ مدل سازی سیستم
۳ ۲ کنترل حذف اختشاش فعال
۳ ۳ کنترل مصرف سوخت
۳ ۴ مرحله تنظیم چرخه
۴ اعتبارسنجی
۴ ۱ آزمون پایداری
۴ ۲ ‌آزمون توانایی حذف اغتشاش
۵ نتیجه گیری

• بخشی از ترجمه:

در این مقاله،  استراتژی HDRC  برای سیستم زمان بندی متغیر سوپاپ با مکانیزم هیدرولیک مغناطیسی ارائه شده است.تأثیر فشار سوخت و درجه حرارت بر رفتار پاسخ VVT از یک مدل ایستا و ساده بوده که براساس آن یک کنترل سوخت به جلو را برای اطمینان از پاسخ سریع طراحی کرده است. همه تردیدهای باقی مانده و پویایی , بیش از حد,  دشواری را در مدل نشان می دهد. آنها تخمین زده شده اند و در زمان واقعی توسط یک کنترل LADC مرتبه اول , لغو شده اند واین نشان می دهد که توانایی حذف اغتشاش وجود دارد . HDRC , متغیر بوده با یک کنترل دستی مورد مقایسه قرار گرفت که نتایج نشان داد که یک مزیت قابل توجه در سرعت پاسخ و نیرومندی فشار روغن و تغییرات سرعت موتور وجود دارد . به همین ترتیب , توانایی حذف اغتشاش نیز نشان داده شده است و با استفاده از جبران اختلال درADRC بوده و آن برای حل مشکلات کنترل VVT امیدوار کننده است. 

• بخشی از مقاله انگلیسی:

Introduction Timing for the opening and closing of valves in gasoline engines, determined by the relative angle of the crankshaft and camshaft, is essential for the gas exchange process. For optimal fuel efficiency and engine performance, valve timing must vary as engine rotational speed varies. The traditional fixed valve timing system is unable to provide appropriate matching between the valve train and the engine at different operation conditions. This phenomenon leads to unwanted pumping loss, resulting in deteriorated fuel economy. To alleviate this problem, electro-hydraulic variable valve timing (VVT) optimizes the gas-exchange process providing about 3–5% fuel-saving potential for traditional sparkignited (SI) gasoline engines [1]. Further improvements to fuel economy can be achieved if homogenous charge compression ignition (HCCI), a new concept in combustion, can be realized by VVT, reducing the amount of pumping loss caused by low intake manifold pressure [2]. To improve SI combustion and make HCCI realizable, the valve timing fluctuation should be 711 in crankshaft angle (1CA) [3] even in the face of disturbances such as speed and oil pressure variations. Electro-hydraulic VVT is challenging to control because of the low sampling rate which is limited by the engine speed. A pair of position sensors, one for the crankshaft and one for the camshaft, measures the valve timing when the engine runs. Constrained by the practical sensors in production engines, the valve timing can only be fed back between one and eight times per engine cycle. Thus, the resulting sample rate can fall below 5 Hz at low engine speed, and varies with engine speed. Also challenging to control are the strong disturbances that exist in the VVT system in production engines, which are difficult to measure or model. The pressure difference between two oil chambers, supplied by the crankshaft driven oil pump, results in an engine speed-related driven force. Although the pressure difference can be controlled by a proportional solenoid, the response varies with the battery voltage leading to a time-variant actuator dynamic. Likewise, the frequent inverse force from the valve spring significantly disturbs valve timing [4]. The time delay and nonlinear characteristics of the hydraulic system also present control challenges to VVT control. Various solutions to the aforementioned problems have been reported for VVT control. To deal with the disturbance from oil pressure variation caused by engine speed fluctuation, gainscheduling PID according to engine speed is investigated. However, it was found that there are times, such as when the oil temperature is low, when the engine is cold, slow response or oscillation could take place [5] using this solution. This is because the oil flow resistance varies with oil temperature, changing the oil pressure difference inside the cam phaser, i.e., the driving force of valve timing. Consequently, the controller gain becomes inappropriate under varied system dynamics. To compensate for this influence from oil temperature, an estimation algorithm for pressure difference inside the cam phaser is designed, based on which PID gain-scheduling is adopted. However, utilizing this algorithm, the controller stability could be poor in steady state condition if the controller gain is set very large to improve the response in the transient state [6]. Accordingly, a PID gainswitching solution based on steady and transient state detection is proposed [6]. Although these kinds of controllers can compensate for the disturbances, such as the engine speed, oil pressure, as well as oil temperature, they usually require time-consuming parameter optimization. Another possible choice is to use feedforward control based on various kinds of models such as the neural network model [7], the discrete nonlinear model [8], and the power-oriented graphs (POG) model [9]. However, these models are usually too complex for an engine control unit (ECU) application due to the computational burden upon the processor. To summarize, the dilemma is between the strong disturbances, the low sampling rate, and the limited disturbance rejection ability of existing PI controllers. Gain-scheduling PI control and dynamic model based feed-forward control can alleviate the dilemma, but suffer from time-consuming parameter optimization limiting their appeal for practical application.

نوشته دانلود ترجمه مقاله کنترل حذف شرایط اختشاش ترکیبی برای سیستم زمان بندی متغیر سوپاپ – مجله الزویر اولین بار در ترجمه فا پدیدار شد.

• فهرست مطالب:

 چکیده
۱ مقدمه
۲ روش کار
۲ ۱ مواد تحقیقاتی
۲ ۲ نحوه کار
۲ ۳ آماده سازی تست
۲ ۳ ۱ ماشین تست
۲ ۳ ۲ آنالیزور گاز
۳ ۳ ۲ تاکومتر
۲ ۴ جمع آوری داده ها
۳ نتایج تحقیقات و بحث
۴ نتیجه گیری

• بخشی از ترجمه:

1-طراحي مبدل هاي كاتاليزوري و اصلاح مواد كاتاليزوري مي تواند يك جايگزين براي غلبه مشكل آلودگي هوا در بخش حمل و نقل بوده و به خصوص توليد گازهاي مونواكسيدكربن و گلخانه اي از موتورهاي بنزيني است.
2-استفاده از پوشش مس-منگنز به عنوان يك كاتاليزور در مبدل كاتاليزوري به طظور قابل توجهي قادر به كاهش گازهاي خروجي شامل مونواكسيد كربن از اگزوز مي باشد.
3-افزايش مقدار سلول كاتاليزور كاهش غلظت خروجي از اگزوز خودرو را دارد.
4-طراحي بهينه مدل 2 قادر به كاهش گازهاي خروجي از اگزوز خودرو مي باشد.

• بخشی از مقاله انگلیسی:

Introduction The use of catalytic converter to reduce emission from vehicle exhaust has been recently. Mostly the cataytic converter used for motor vehicles (on the market) is in a type of pellet and monolithic catalysts and the materials made from nobel metals, such as palladium (Pd), Platinum (Pt) and Rhodium (Rh) [1]. Those metals have a high specific activity, a large degree of volatility, easily oxidized and easily broken at temperature of 500-900 o C, which result in reducing activity of the catalyst. Besides these metals have a low availability and quite expensive [2] The installation of the catalytic converter on exhaust channel with catalysts of Pd, Pt and Rh with alumina, silica and ceramic buffer, are quite expensive in facrication, difficult to find and less suitable used in Indonesia, because most of fuel still contains high Pb. However, this type of catalytic converter can convert exhaust emissions (CO, HC and NOx) with quite high conversion (80-90 %) [3]. These information lead us to search new alternative for new materials and lower price. For this alternative, the transition metal oxides are the promising options to oxidize CO emission such as CuO, NiO and Cr2O3. The materials known as oxidation catalyst are Platinum, Plutonium, Nickel, Manganese, Chromium and other metals oxides forms, while some metals are known as a reduction catalyst, i.e. iron, copper, nickel alloys and these materials oxides [4]. Besides, some metals known to be effective as an oxidized and reduction catalyst materials, ranging from large to small are Pt, Pd, Ru > Mn, Cu >> Ni > Fe > Cr > Zn and oxides of these metals [5]. Thoese types of catalytic converter can reduce exhaust emissions (CO, HC, NOx) between 16 % to 80 % [6]. The other alternatives are modification of the exhaust duct in motor vehicle[7]. Therefore, how is the ability of an catalytic converter to reduce exhaust emissions need to be conducted. This study aims to design or to create a tool to reduce exhaust emissions of motor vehicles often called as catalytic converter in variation of Manganese-Coated Copper Catalyst. This tool is particularly to reduce exhaust emissions of carbon monoxide and to find optimum design. 2. Methodology This research is based on the ideas and stages that are systematically arranged. The initial phase of the research is conducted by library research to deepen the fobject to be researched, both the problems of air pollution and emission control technologies, especially in the design of Catalytic Converter. This library research on the previous research is used as the basis in comparing the results of the research with the previous research, so the originality of the research is maintained and there is no duplication of the research. 2.1. Research Material The research material consists of two main parts: the inside and outside construction of Catalytic Converter. The inside construction consists of a substrate and washcoat material made of copper metal as the catalyst, whereas the outer form of the catalyst (Chasing) is made of Stainless Steel and support / sustainer. [8] The inside substrate material is made of Manganese-Coated Copper with the size of 160 mm x 100 mm in oval shaped adjusted with the shape of chasing and half of the area is given 2 mm holes with 3 mm space between holes. 2.2. Chasing Chasing is the outside part of a Catalytic Converter that is chose based on the general shape, mostly use which is made of Stainless Steel plate [9]. It has a cover that can be opened and closed with bolts like a drawer, during the turn of cells number variations in the inisede frame. It is installed asbestos to protect the inside with the outer construction, vibration damper, thermal insulator and to avoid leaks of the exhaust gases. The edge of Chasing is installed with flange (cantilever) and exhaust packing, so that the conditions of Catalytic Converter is really tight and toned at the time of installation and no leak of gas emissions when tested.

نوشته دانلود ترجمه مقاله طراحی بهینه کاتالیست روکش دار مس- منگنه در موتورهای بنزینی – مجله الزویر اولین بار در ترجمه فا پدیدار شد.