Taşıtlarda egzost emisyonu ve yakıt tüketiminin bilgisayar simülasyonu ile belirlenmesi

Abstract

Bu çalışma taşıtın yakıt tüketimi ve egzost emisyonlarının belirlenmesi amacıyla gerçekleştirilmiştir. Yani temel olarak iki ana bölümden oluşmaktadır. Günümüzde, yakıt tüketiminin dünyanın içinde bulunduğu enerji çıkmazındaki payı düşünüldüğünde birinci ana bölüm olan yakıt tüketimi belirlenmesinin önemi anlaşılabilir. Aynı zamanda ulaşım (otomotiv) sektöründen kaynaklanan atık gazların çevre üzerindeki ciddi tehditleri de ikinci ana bölüm olan egzost emisyonlarının tesbitindeki önemi ortaya koymaktadır. Çalışmanın başlangıcında taşıtın yakıt tüketimi ve emisyon değerlerinin bulunmasmdaki temeli oluşturan taşıt hareket dirençleri anlatılmıştır. Dirençlerin biraraya getirilmesi ile de tahriğin ana denklemine ulaşılmıştır. Üçüncü bölümde, daha önce tesbit edilen direnç kuvvetlerinden faydalanarak taşıtın güç - moment gereksinimi hesaplanmıştır. Bu sekide teorik olarak yakıt tüketiminin bulunması gösterilmiştir. Dördüncü bölümde çalışmada uygulanan şehir çevrimi ve diğer ülkelerde geçerli bazı çevrimler kısaca tanıtılmıştır. Çalışmanın temelini oluşturan beş ve altıncı bölümlerde sırasıyla yakıt tüketimi ve egzost emisyonlarının belirlenmesi için yapılan bilgisayar simülasyonları açıklanmış, kullanılan simülasyon yöntemleri irdelenmiştir. Yedinci bölümde, silindir kapatma yöntemi başta olmak üzere bazı tüketim ve emisyon değerlerini iyileştirici tedbirlerden bahsedilmiştir. Gerçekleştirilen bilgisayar programı ve kabuller eklerde belirtilmiştir.The simulation software had been developed using Quick Basic programming language running on a personal computer. Details and list of the program can be seen at Appendix B. The assumptions of simulation are also explained at Appendix A. Japanese Test Cycle : The total test is composed of two test cycles with differing, synthetically generated driving curves. The 1 1 mode cycle is run through four times after cold starting. The 10 mode cycle is run through six times as a hot test, whereby only the last five cycle are measured. US Test Cycle FTP 72 and 75 : The driving curve of the test cycle FTP 72 is composed of speed changes actually measured on the streets of Los Angeles during morning rush-hour traffic. After the car have been conditioned (12 hours at 20°C...30°C) the vehicle is started and run through test cycle without pause. Driving for the FTP 75 test cycle is made up of the curve for the FTP 72 test cycle and additional hot test. None of them would be used in this study but sack of a cycle in Turkey traffic concentrated us ECE/EC because of acceptation by authorized.. After getting the data maps of the engine, there is a big problem modeling this maps. In Section 5, some simulation methods to compute fuel consumption is explained. However we used only Lagrange and Linear interpolation since they provided the most precise and quick solution respectively. Alternative methods are also discussed. In Section 6, similar methods as explained in Section 5, are used to simulate the exhaust emissions of the engine under given engine parameters. Attempts to reduce exhaust emissions and fuel consumption in otto and diesel engines are briefly explained in Section 7. These attempts are, in general, focused on cylinder cut-off methods. The fuel consumption maps of the engines used in programs have been taken from a special MTZ journal. Some of data were read from this map and entered to computer to have been used in simulation. Characteristic data of car can be easily entered by the input- output menu. It caused us to obtain how the car parameters affect the fuel consumption and exhaust emissions of car and what the efficient of engine on the car. IX The simulation software had been developed using Quick Basic programming language running on a personal computer. Details and list of the program can be seen at Appendix B. The assumptions of simulation are also explained at Appendix A. Japanese Test Cycle : The total test is composed of two test cycles with differing, synthetically generated driving curves. The 1 1 mode cycle is run through four times after cold starting. The 10 mode cycle is run through six times as a hot test, whereby only the last five cycle are measured. US Test Cycle FTP 72 and 75 : The driving curve of the test cycle FTP 72 is composed of speed changes actually measured on the streets of Los Angeles during morning rush-hour traffic. After the car have been conditioned (12 hours at 20°C...30°C) the vehicle is started and run through test cycle without pause. Driving for the FTP 75 test cycle is made up of the curve for the FTP 72 test cycle and additional hot test. None of them would be used in this study but sack of a cycle in Turkey traffic concentrated us ECE/EC because of acceptation by authorized.. After getting the data maps of the engine, there is a big problem modeling this maps. In Section 5, some simulation methods to compute fuel consumption is explained. However we used only Lagrange and Linear interpolation since they provided the most precise and quick solution respectively. Alternative methods are also discussed. In Section 6, similar methods as explained in Section 5, are used to simulate the exhaust emissions of the engine under given engine parameters. Attempts to reduce exhaust emissions and fuel consumption in otto and diesel engines are briefly explained in Section 7. These attempts are, in general, focused on cylinder cut-off methods. The fuel consumption maps of the engines used in programs have been taken from a special MTZ journal. Some of data were read from this map and entered to computer to have been used in simulation. Characteristic data of car can be easily entered by the input- output menu. It caused us to obtain how the car parameters affect the fuel consumption and exhaust emissions of car and what the efficient of engine on the car. IX The simulation software had been developed using Quick Basic programming language running on a personal computer. Details and list of the program can be seen at Appendix B. The assumptions of simulation are also explained at Appendix A.