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thumb|Moteur à combustion interne V6 d'automobile. thumb|Moteur électrique asynchrone. Un moteur est une machine convertissant une énergie quelconque en énergie mécanique de rotation. Le moteur appartient à la famille des actionneurs, ce qui veut dire qu'il génère un mouvement. On parle de moteur lorsque la course n’est pas limitée (on parle de vérin lorsque la course de l‘actionneur est limitée). Historique Les moteurs les plus anciens utilisent les forces naturelles, sans ajout de technologies ou presque : des moteurs utilisant une pression (voile, moulin à vent) ; des moteurs à élastique (arc, arbalète, catapulte à torsion, horloge à ressort) ; des moteurs utilisant la gravité (roue à aubes sur cours d'eau ou sur réserve d'eau, clepsydre, catapulte à contrepoids, tournebroche à poids, horloge à poids). Le premier moteur vraiment indépendant de la nature, adaptable en situation, est la machine à vapeur. Ce moteur repose sur une chaudière produisant de la vapeur d'eau

New slip synthesis and theoretical approach of CVT slip control

Yves Rothenbühler

Today's vehicle must be efficient in terms of gas (CO2, NOx) emissions and fuel consumption. Due to improvements in material and oil, the continuous variable transmission (CVT) is now making a breakthrough in the automotive market. The CVT decouples the engine from the wheel speed. CVT enables significant fuel gains by shifting the engine operating point for specific power demands. This optimization of the operating point enables a reduction of this fuel consumption. A CVT is constituted of two pulley sheaves, one fixed and the other one movable in its axial direction when subjected to an external axial force, in general hydraulic. The transition from the minimum to the maximum speed ratio is continuous and an infinite numbers of ratio is available between these two limits. An intermediate element (a metallic belt or chain) transmits the power from the input (the primary) to the exit (the secondary) of the CVT or variator. Further improvements of the fuel consumption and gas emission are still required for example by improving the variator efficiency. Increasing hydraulic performance or decreasing mechanical losses by reducing the axial forces are some solutions. The latter method is not without risks. The diminution of the clamping forces increases the slip between pulley sheaves and the intermediate element. If the axial forces decrease too much, high slip values can be reached and cause damage to the pulleys and the intermediate element. Control of the slip is an attractive solution to decrease the clamping forces in order to safely improve the variator efficiency. The objective of this thesis is to understand and model the slip of each pulley and establish analytic tools dedicate to the variator control. The slip study and the theoretical approach of the CVT variator is applied to the slip control of the variator with a chain. The contribution of this work is threefold. Firstly, the slip and the traction coefficient are analyzed for each pulley. The slip analysis of each pulley is then used to define a new slip synthesis as the summation of the slip of each pulley. It is demonstrated that the slip and the traction coefficient are different for each pulley and depend on the speed ratio of the variator. In low ratios, both the secondary pulley and the primary pulley slip, but only the primary reaches macro slip. For middle or higher ratios, only the secondary pulley slips and reaches high values of slip. Experiments show that the pulley with the smallest clamping force limits the system. Secondly, based on kinematics, force equilibrium, elastic deformations of the pulleys and the intermediate element, a detail model of the variator is proposed. The principal results are the estimation of the clamping forces, of the traction curve for each pulley and of the chain efficiency. These results are implemented in a simpler model that describes the variator dynamics. This last model considers the two pulleys and the intermediate element as free bodies. The hydraulic circuit and the actuators, which are important to take into account for control, are also modeled. Thirdly, the new slip synthesis and the results of the dynamic models are applied to the slip control of the variator in order to improve the efficiency. A pole placement law is applied to the actuators to control the flow that enters or exits the pulleys. With this law, the actuators are decoupled and the bandwidth is increased sufficiently for actuators dynamics to be neglected. The primary and the secondary pressures are decoupled and linearized by an input-output feedback linearization. The resulting system is linear and linear control theory can be applied to control the two pressures. The speed ratio is controlled by the primary clamping force. The secondary pressure is chosen as a function of the control mode of the variator: standard mode or slip mode. In standard mode, the intermediate element is overclamped by 30%, whereas in slip mode, the secondary clamping force is set as a function of the desired slip. By controlling the slip at 2%, the mechanical efficiency was increased by more than 2% and the clamping forces reduced by more than 30%. For the slip control, a proportional-integrator law and a model reference adaptive control (MRAC) are presented and the performances compared. The MRAC gives slightly better results.

EPFL2009

NUMERICAL FLOW SIMULATION OF A NATURAL GAS ENGINE EQUIPPED WITH AN UNSCAVANGED AUTO-IGNITION PRECHAMBER

Daniel Favrat, Stefan Heyne, Jan-Bernhard Vos, Dirk Wunsch

This work is part of ongoing research on stationary natural gas engines equipped with unscavanged prechambers. Spark ignition inside the prechamber has been successfully proven with natural gas as well as biogas, reducing emissions while keeping good efficiencies. The conversion of the prechamber system from spark ignition to auto-ignition will lead to longer maintenance intervals in the case of stationary natural gas engines and to a probable more efficient and cleaner combustion. The latter expectation is based on the combustion mode: HCCI like combustion inside the prechamber and faster combustion in the main chamber due to an earlier arrival of the flame front, compared to prechamber spark ignition. To the authors knowledge no work following this approach has been conducted. From this new approach one of the major difficulties arises. While for standard prechamber systems either the spark plugs or injecting gas directly into the prechamber creating rich conditions guarantee to well know the point of ignition, auto-ignition of a premixed gas does not do so. The basic idea of this prechamber is to create as homogeneous conditions as possible. Then, the reacting mixture streams through the orifices into the main chamber. The difficulty here is to create a state that triggers auto-ignition only inside the prechamber. As temperature is the main influencing factor on the reaction chemistry the prechamber walls are heated, aiming at higher gas temperatures inside the prechamber. However, auto-ignition will take place wherever the energy level is sufficiently elevated. In particular, this causes difficulties in the region of the exhaust valve. In this work the three- dimensional flow conditions in a mono-cylinder test engine were numerically simulated in order to better understand the conditions inside the engine, with the new prechamber configuration. Therefore, a geometric model was created, disregarding intake and exhaust valves to simplify matters. A suitable multi-block mesh for parallel computing was generated and models for the initial and boundary conditions derived. The chemical reactions were incorporated to the flow field, using a 54 species mechanism developed for natural gas combustion by two approaches. In a first step the flow field was superposed with zero-dimensional Chemkin calculations whereas in a second step the species conservation equations were solved together with the Navier Stokes equations, which is much more expensive in calculation time. Finally, the numerical results were compared to experimentally gained data. Results show the sensitivity of the computations to varied initial and boundary conditions and provide a guideline for modifications in order to enhance the prechamber configuration. Numerical results show the risk of auto-ignition in the main chamber. Experimental results could be reproduced numerically in regard to the time dependency of first ignition.

2007

Microstructure of single crystal Ni-based superalloys during blade manufacturing process and creep deformation

Stéphane Pierret

The aim of the thesis is to obtain more understanding about the influence of plastic deformation on the microstructural changes observed in single crystal (SX) Ni-based superalloys using diffraction techniques. This work was organised around two main problematics: (1) rafting in turbine blades after the manufacturing process and (2) rafting and mosaicity evolution in two SX alloys with different composition during creep deformation. SX Ni-based superalloys are first choice materials for turbine blade application in land-based gas turbines and aero-engines. Superior mechanical properties of these materials at high temperatures are achieved due to the optimisation of the alloying composition and the microstructure. SX Ni-based superalloy turbine blades solidify by dendritic solidification with dendrites aligned along the directions of lowest Young modulus (interdendritic spacing around 300μm). At the end of the manufacturing process, the microstructure consists of high volume fraction of cubic γ’ precipitates (around 500nm) coherently embedded in the γ matrix. However specific parts of engine-ready turbine blades exhibit directionally coarsened γ’ precipitates in a preferred direction (rafting) without the influence of an applied load. It is of prime importance to understand the origin of rafting prior to the introduction of the blades in the engine since rafting can alter the mechanical properties of the alloy. Chemical segregations and the introduction of plastic deformation prior to thermal treatments were identified as potential driving force for rafting during load-free high temperature annealing. Most of the SX Ni-based superalloys used in the current blade production in Alstom contain significant amount of refractory elements which are expensive and increase the density of the alloy. To answer the demand of cheaper and lighter components, Alstom launched a development program to design novel SX superalloys. One of these projects led to the production of a Re-free superalloy, so-called MD2. Extensive mechanical investigations on MD2 are on-going and compared to the behaviour of the MK4HC alloy (3wt% Re) currently used in turbine blade production. One of the major differences in terms of mechanical properties between Re-containing and Re-free SX alloys is the faster kinetics of coarsening and rafting during creep deformation at high temperature in the latter alloys. It prevented so far their application in the hottest areas in gas turbines. It is therefore of utmost importance to acquire more knowledge about the mechanisms associated with the microstructure evolution during creep of the new MD2 SX alloy in comparison with the MK4HC alloy. The evolution of the lattice parameter misfit in different directions with respect to the applied load during creep deformation was associated with the evolution of the microstructure from cubic to elongated γ’ precipitates It could be shown that rafting occurs after the cooling stage following the solution heat treatment (SHT) during the manufacturing of the blade with investigations of the microstructure. The influence of chemical segregations on rafting was excluded with the investigation of the blade alloy composition in different parts of the blade cooled from the SHT and diffraction measurements in stress-relieved combs prepared from the same blade. The formation of a rafted microstructure during the manufacturing process was associated with the formation of plastic strains during cooling after the SHT. This was confirmed after gathering results from investigations of the microstructure, simulation of the cooling stage and neutron diffraction measurements on the blade. The investigations of the microstructure performed on the engine-ready blade revealed an inversion of the γ’ raft orientation below (parallel to [001]) and above the platform of the blade (perpendicular to [001]). This was attributed to an inversion of the sign of residual strain between the previously mentioned positions as revealed by neutron diffraction measurements performed along the airfoil of the blade cooled after the SHT. Microscopy also showed that the rafted microstructure was more pronounced below the platform (long γ’ rafts) than above the platform (shorter γ’ rafts with retained cubic precipitates). The concept of the threshold plastic strain necessary to induce rafting during annealing subsequent to plastic deformation was used to describe the difference in rafted microstructure. It is suggested that plastic strains largely exceed the threshold below the platform leading to fully formed rafted microstructure. On the other side, plastic strains of the order to the threshold strain are suggested above the platform in order to explain the partially formed rafted microstructure Neutron diffraction measurements revealed that the lattice parameter misfit was larger in the MK4HC than in the MD2 alloy at 20°C in the unloaded state. The larger misfit in the MK4HC alloy was attributed to the larger concentration of elements dissolving in the γ phase and to the presence of Re. During creep deformation, coherency stresses are relieved at the γ/γ’ interface in the γ channels perpendicular to the applied load by dislocations. On the other hand, dislocations increase the internal stress at the γ/γ’ interface in the γ channels parallel to the applied load. This leads to the rafting of the γ’ precipitates perpendicular to the applied load. This was observed in the MK4HC. The absence of clear misfit evolution in the MD2 alloy was attributed to the anomalous microstructure at the beginning of the creep deformation. The mosaicity of the MK4HC and MD2 alloys revealed crystallographic misorientation between neighbouring dendrites up to 0.5°. The misorientation was associated with the presence of dislocations in the regions between the dendrites formed during the dendritic solidification of the alloys from existing work. It was shown that the composition of the SX alloys and short periods at high temperature in the unloaded state had only little influence on the misorientation between neighbouring dendrites. Upon creep loading to 180MPa, the mosaicity markedly changed in the two SX alloys independent of the creep temperature. In particular, the number of single misoriented domains measured by X-ray diffraction decreased. This was attributed to the fast propagation of the dislocations present in the interdendritic structure inducing a rotation of the individual dendrites. During creep deformation, the mosaicity increased as visible from the broadening of the maximum spread in misorientation. The formation of inhomogeneous plastic strain fields in the γ/γ’ microstructure is believed to create new mosaic blocks in the dendritic structure of the alloys leading to the observed broadening of the mosaicity. The influence of plastic deformation on the evolution of the mosaicity was demonstrated. The mosaicity significantly changed during creep of the MD2 at 1050°C/180MPa and 1000°C/180MPa whereas no significant evolution could be measured during creep at 950°C/180MPa. This was attributed to a temperature dependence of the yield strength of the MD2 alloy. It therefore induces difference in dislocation propagation at 950°C compared to 1050°C and 1000°C which retards the broadening of the mosaicity during creep at 950°C. Furthermore, the mosaicity formed during creep deformation was retained upon unloading and cooling of the SX samples to room temperature.

EPFL2012