Search

[[abstract]]本文以以B20 生質柴油（20％生質柴油＋80％超級柴油）與BD9505 烷化生質柴油（5％生質柴油＋95％烷化油）進行試驗，引擎操作條件則改變噴油正時、噴油嘴壓力、燃油溫度、噴油量，實驗則評估引擎燃燒特性，如馬力、油耗、排氣溫度、HC、CO、NOx、黑煙污染排放，並量測引擎汽缸內燃燒壓力，計算最高燃燒壓力與曲軸角度、著火延遲角度、熱釋放量等，並以田口氏品質方法，推估使用此兩種生質柴油時，引擎最佳的操作條件，並進一步印證此最佳操作條件之引擎性能表現。 由實驗結果得知，超級柴油的最佳操作條件為：噴油正時提前3度、噴油嘴壓力增加到170 bar、燃油溫度增加55℃、噴油量增加5%的情況下有最佳操作條件，把操作條件跟原始參數作比較，發現操作條件在汽缸壓力比沒改變參數高很多，制動燃油能量消耗比方面也比較少，生質柴油的最佳操作條件為：噴油正時不改變、噴油嘴壓力增加到170 bar、燃油溫度為常溫、噴油量不增加的情況下有最佳操作條件方面只在改變噴油嘴壓力的情況下有最佳操作條件，再把操作條件跟原始參數作比較，發現操作條件在汽缸壓力以及制動燃油能量消耗比的中、高轉速下比原始參數來的好，烷化生質柴油的最佳操作條件為：噴油正時不改變、噴油嘴壓力增加到170 bar、燃油溫度增加55℃、噴油量增加10%的情況下有最佳操作條件，一樣把操作條件跟原始參數作比較，發現操作條件在汽缸壓力以及制動燃油能量消耗比的中轉速低負載下比原始參數來的好。, [[abstract]]The defects of power loss and acceleration drawback of bio-diesel used in engine were found. To solve these problems, the effects of bio-diesel B20 (20% pure biodiesel mixing with 80% low sulfur diesel) and paraffinic bio-diesel BD9505 (5%pure biodiesel mixing with 95% paraffinic synthetic fuel) on diesel engine performances and engine Combustion Characteristic will be investigated in this study. The engine operation conditions of injection timing, injection pressure, fuel temperature, and amount of injection will be varied to evaluate the engine performances. The engine power output, fuel consumption, exhaust temperature, exhaust emissions, and combustion pressure will be measured. The peak combustion pressure, ignition delay, and heat release are also computed. Taguchi methods are applied in the optimization of the engine operation conditions of bio-diesel. From the results of the experiments, the optimal operating conditions of diesel fuel were: injection timing 3 degrees advanced, the injection pressure was increased up to 170 bars, fuel temperature was increased to 55℃ and the amount of injected fuel was increased with 5%. The combustion pressures were raised and the brake specific energy consumption was decreased. The optimal operating conditions of B20 biodiesel were: injection timing was not changed, the injection pressure was increased up to 170 bars, fuel temperature was normal temperature and the amount of injected fuel was not changed. The combustion pressure and the brake specific energy consumption were better at middle and high speed. The optimal operating conditions of paraffinic-biodiesel BD9505were: injection timing was not changed, the injection pressure was increased up to 170 bars, fuel temperature was increased to 55℃ and the amount of injected fuel was increased with 10%. The combustion pressure and the brake specific energy consumption were better at middle speed.

[[abstract]]馬達減速機是廣泛使用於煉油廠、生產工廠等的動力系統產品，其機型規格、系統設計匹配、應用操作及維護等，嚴重影響能源效率，低效率的機型所增加的耗用電費超過一倍，但是使用者普遍不瞭解，在選購和應用上有許多改善的空間，因此減速機之能源效率測試，實為刻不容緩的課題。 本研究建立一套制動器法的馬達減速機效率檢測機台，可測試馬達減速機之效率，試驗分別測3HP馬達搭配減速比1:20與1HP馬達搭配減速比1:60之齒輪式馬達減速機，以及以1、2、3HP馬達分別搭配減速比1:10、1:20、1:30蝸輪減速機之能源效率檢測，分別量測輸出軸扭力、輸出軸功率、功率因素、輸入軸功率、輸入轉速、輸出轉速等，進而計算其效率。 由試驗結果可知，馬達1HP減速比1:60之齒輪式馬達減速機，在負載100%時效率為80.98%，而效率最好是在120%時；馬達3HP減速比1:20之齒輪式馬達減速機，在負載100%時效率為85.00%，而效率最好是在負載為150%時，馬達2HP減速比1:10之蝸輪減速機在負載100%時效率為79.30%，較相同減速比效率提升4.86%；馬達3HP減速比1:20之蝸輪減速機，在100%負載時效率為78.14%，較相同減速比效率提升18%的效率；馬達3HP減速比1:30之蝸輪減速機，在負載100%時效率為61.66%，較相同減速比之減速機提升15.91%。, [[abstract]]The motor speed reducer was a widespread used motor dynamic system product. The energy efficiency would be influenced by its specification, system design match, application operation and maintenance . Lower efficiency type increases consumes of the electrical power. But the user does not understand clearly. Therefore the energy efficiency test of the motor reducer is an urgent topic. A brake method for motor speed reducer energy efficiency test was established in this study. The purposes of this study were test the efficiency of eleven speed reducer, 3HP with 20 reduce ratio and 1HP with 60 reduce ratio of gear speed reducer, and 1HP, 2HP, 3HP with 10,20,30 reduce ratio of worm speed reducer. The output shaft torque, output power, power ratio, input power, input and output speed were measured. The energy efficiency was calculated by these parameters. The test results showed that the energy efficiency for 3HP with 20 reduce ratio are 80.98% at full load and best efficiency is at 120% load. The energy efficiency for 1HP with 60 reduce ratio are 85.00% at full load and best efficiency is at 150% load. The energy efficiency for 2HP with 10 reduce ratio are 79.30% at full load, it increased efficiency of 4.86% with same reduce ratio. The energy efficiency for 3HP with 20 reduce ratio are 78.14% at full load, it increased efficiency of 18% with same reduce ratio. The energy efficiency for 3HP with 30 reduce ratio are 61.66% at full load, it increased efficiency of 15.91% with same reduce ratio.

[[abstract]]本文主要將氫氣與氮氣混和成為富氫氣體，並導入四行程化油器機車引擎，針對節氣門前端與後端氣體導入點，在控制不同富氫氣體體積百分比(100-30%)、富氫氣體體積流率(14-35L/min)、行車速度(40、60、80km/hr)等參數下，研究引擎性能及污染排放之影響。 以實驗測試結果得知，增加混合氣中氫氣含量可使引擎產生較高的性能，於車速80km/hr，氫氣體積百分比70%與流率28L/min時，有最佳制動馬力26%的提升，若持續增加氫氣含量，則將使混合氣濃度過濃而造成馬力降低，然而純氫氣體則較富氫氣體有更佳的效果。引擎排放CO及HC污染濃度隨富氫氣體供應率降低而減少，氫氣於低百分比與低流率時，有最佳7%的CO污染排放改善。混合氣中氫氣含量增加，使得引擎處於富油燃燒，造成引擎燃燒溫度降低與燃燒不完全的現象產生，因此NOX及CO2污染排放濃度有隨之降低的趨勢，分別在40km/hr與80km/hr時，氫氣於高百分比與高流率下，NOX有最佳92%的污染排放改善。, [[abstract]]In this research, the hydrogen and nitrogen were mixed to hydrogen-rich gas. The 4-stroke carburetor motorcycle engine was used to evaluate the effect of hydrogen-rich gas on the performance and exhaust emissions. The effect of intake-gas positions, different hydrogen-rich gas volume ratio(100-30%), hydrogen-rich gas flow rate(14-35L/min) and speed (40、60、80km/hr) were investigated The results of this research showed that: Hydrogen-rich gas could make engine with higher performance. When speed at 80km/hr, hydrogen-rich gas volume ratio70% and flow rate 28L/min, it increased 26% of brake power. If raised hydrogen content, the mix-gas concentration would be over and power reduced. The hydrogen-rich gas had better performance than pure hydrogen gas. When hydrogen-rich rate gas reduced, the CO and HC engine exhaust emissions were decreased. When hydrogen-rich gas is at low ratio and low flow ratio, it has the 7% CO emissions improved. The increasing of hydrogen content on mix-gas will make engine with rich-gasoline combustion, then the engine combustion temperature will low and with incompletion combustion. So NOX and CO2 exhaust emissions concentration will get lower. When motorcycle with high ratio and high flow rate hydrogen-rich gas at 40km/hr, 80km/hr, NOX have the improvement of 92% exhaust emissions.

[[abstract]]本研究主要探討酒精汽油在不同節氣門開度與引擎轉速下，對引擎性能、燃燒特性與污染排放之影響，並與市售95無鉛汽油做比較。酒精汽油為不同比例之乙醇與95標準無鉛汽油混合燃料。試驗油料為E0：未添加任何添加劑之95標準無鉛汽油，E3：97% E0+3%乙醇，E5：95% E0+5%乙醇，E10：90% E0+10%乙醇，E15：85% E0+15%乙醇，E20：80% E0+20%乙醇。 由實驗結果可知：由於乙醇可增加燃料之辛烷值與減少熱值，因此增加乙醇混合汽油的燃料其最大汽缸壓力、引擎馬力會減少。引擎高轉速時，混合乙醇之燃料會增加總熱釋放量。E3雖然有減少引擎馬力，但在乙醇混合燃料中最接近95無鉛汽油。當汽油混合酒精燃料時，制動燃油消耗率在大部分的情況下會上升。增加乙醇燃料混合比例，會減少CO與HC污染排放。, [[abstract]]The effect of ethanol-gasoline blended fuels different ration of ethanol-gasoline blended fuels under different opened throttle and engine speed on engine performances, combustion characteristics and emissions were studied. The test results were compared with the performances of commercial 95 unleaded gasoline. Ethanol-gasoline blended fuels were E0: 95 unleaded standard gasoline, E3:97% E0+3% ethanol, E5:95% E0+5% ethanol, E10:90% E0+10% ethanol, E15:85% E0 +15% ethanol and E20:80% E0+20% ethanol. The experimental results showed as follows: Ethanol could increase fuel octane number and decrease heating value. The maximum cylinder pressure and engine horsepower were decreased with increasing ethanol blends. When blended with gasoline, gross heat release rate is increased during engine high speed. The combustion characteristic of E3 is closed with 95-unleaded gasoline. Brake specific consumption rate is increased when gasoline blended ethanol. The exhaust emission of CO and HC were reduced with increasing blending rate of ethanol.

[[abstract]]生質能是一種利用生質物將其轉換以獲得電與熱等可應用的能源，生質能是一種再生能源，與風能、太陽能一樣具有取之不盡、用之不竭的特性。而使用於柴油引擎的再生能源替代燃料，以生質柴油最值得研究與發展，可單獨或與化石柴油混合供為柴油引擎車輛使用，不必變更任何引擎設計，而烷化油則為另外一種再生能源，其原料可由甲烷或CO及H2經Fischer-Tropsch製程轉換而得，油料幾乎都是烷屬烴，具有高十六烷值及燃燒完全的優點，從環境保護及能源應用上來看，烷化生質柴油的推廣將會越來越受重視。 本研究以五顆相同型式全新之柴油引擎，分別試驗五種不同燃料，分別為傳統低硫柴油(D100)、100%純棕櫚油之生質油料(B100)、80%超級柴油摻入20%生質油料（B20）、5%生質油料與95%烷化油(BA9505)、20%生質油料與80%烷化油(BA8020)，評估上述油料在引擎動力計300小時耐久測試後，對引擎性能、耐久、油耗、污染、噪音之影響。 實驗結果顯示，經引擎耐久測試可知使用生質柴油於引擎性能之最大馬力轉速、最大扭力轉速、油耗皆與石化柴油表現情形類似，使用生質柴油確實可改善柴油車之排廢氣，且生質柴油的使用不會增加引擎噪音，長時間運轉對黑煙排放與石化柴油特性亦極類似；由機油分析知長期使用生質柴油對機油品質並未發現明顯負面作用，從經濟性、油品物化性、耗油量、引擎性能及降低污染排放等最佳化評估，得知5%生質油料與95%烷化油(BA9505)、20%生質油料與80%烷化油(BA8020)比例較適合實車應用。, [[abstract]]Bio-mass energy is one type of energy, which can be used to produce electricity and heat. Bio-mass energy is renewable just like wind power, solar or other such energy. In all alternative energy, bio-diesel is the one worthy of further research and development. Not only can it reduce the air pollution and greenhouse effect, but also directly supply to diesel vehicles without changing the engine design. Alkylated biodiesel is another type of renewable energy. It could be made from the frams formation of methane or CO with H2 through Fischer-Tropsch procedure and almost all of the fuel are alkanes type with the advantage of high cetane number and complete combustion. Biodiesel will be more and more popular in environmental protection and energy application. The research uses 5 brand new same type diesel engines with 5 different types of fuel, that are traditional low sulfur diesel fuel (D100) , 100% POME (Pure Palm Oil Methyl Ester, B100) , 80% D100 blending with 20% PME (B20) , 5% POME with 95% alkylated bio-diesel (BA9505), and 20% POME with 80% alkylated bio-diesel (BA8020) . We performed 300 hours of engine endurance test to measure engine performance, engine endurance, fuel economy exhaust, pollution and noise. The test results that the performance including maximum power, maximum torque and fuel economy of the biodiesels is similar to the traditional diesel fuel. However, using bio-diesel can actually reduce exhaust emissions and doesn’t increase engine noise. Even for over extended period of time, the exhaust emissions are quite similar to the traditiona diesel fuel. From used engine oil analysis, we out there is no negative effect on engine oil performance when using bio-diesel for a long period of time. From the result of the optimized evaluation for economy, fuel properties, fuel consumption, engine performance and emissions reduction , we can tell that 5% POME with 95% alkylated biodiesel (BA9505) and 20% POME with 80% alkylated biodiesel (BA802

[[abstract]]輪胎是車子與地面接觸重要媒介，且輪胎承受相當大的載重，攸關乘客安全，尤其輪胎的溫度升高會引起爆胎。一般而言，輪胎內部的溫度與輪胎的負荷和速度成正比，速度越高，負荷越大，溫度上升越快，同時若輪胎氣壓過低，輪胎徑向變形大，滾動阻力增大，溫度隨之升高，因此本研究採用自行設計製作輪胎試驗機，搭配溫度記錄器，進行探討研究輪胎在100、200、300rpm轉速、充氣胎壓在20、27、35psi與負荷在0、300、400kg等參數條件下之輪胎內部溫升現象。並將輪胎內部溫升結果透過電腦軟體讀取分析，以有效的分析輪胎溫升現象。 由實驗分析結果，可知： 當胎壓為35psi，負荷為400kg時，輪胎運轉速度100rpm、200rpm、300rpm溫升分別為7.7℃、10.7℃、13.1℃，因此轉速對溫升影響變化很大，當轉速增加時，溫升隨之增加，且溫升的差異性逐漸變大。轉速300rpm，負荷為400kg時，胎壓20psi、27psi、35psi溫升分別為12℃、11.7℃、10.7℃，輪胎充氣胎壓對溫升影響變化很大，胎壓下降輪胎變形，造成輪胎摩擦面積改變，胎壓20psi、27psi與35psi三個參數中，發現較低胎壓溫升較高。當轉速300rpm，充氣胎壓35psi當負荷增加0kg、300kg、400kg溫升10.9℃、12.4℃、13.1℃，輪胎的變形量也隨之增加，輪胎摩擦面積隨之改變，尤其高轉速、高負荷輪胎溫升現象更為明顯。若與文獻數值模擬結果比較：當充氣胎壓30psi、轉速30km/hr、負荷4kN文獻之溫升為11℃，本實驗在充氣胎壓35psi、轉速32km/hr、負荷400kg之溫升10.9℃，數值模擬數值與實際量測溫升數值相近。, [[abstract]]The tire is an important medium of car and the ground contact. Tire has relation to the passenger’s security. The temperature of the tire rising up can cause the inner part of the tire burden. While the speed is higher, carrying more heavy, the temperature is rising quickly. The tire air pressure leads low, roll over the resistance aggrandizement, the temperature immediately goes up. A tire testing rig was designed and constructed in the study by ourself. A temperature recorder was put inside the tire to measure air temperature of inner tire at 100, 200, 300rpm speed, tire pressure were at 20, 27, 35 psi and loaded at 0, 300, 400kg. The tire internal temperature rises were recorded and analysed through the computer software. The test results showed that. When the tire pressure was 35 psi, loaded at 400kg, the tire operation speed at 100 rpm, 200 rpm, 300 rpm, temperature rising were 7.7 ℃, 10.7 ℃, 13.1 ℃ respectively, temperature rising was influenced very greatly by tire speed. When the tire pressure were 20 psi, 27 psi, 35 psi, temperature rising were 12 ℃, 11.7 ℃, 10.7 ℃respectively. The lower pressure was down to decline the tire to transform, causing tire rub area change, and then it was found that the higher temperature was obtained under lower tire pressure. The conditions of 300 rpm, 35 psi and loaded at 0kg, 300kg, 400kg, the temperature rises of 10.9 ℃,12.4 ℃,13.1 ℃ respectively. The results were compared with other simulation study at similar operation condition. The temperature rising was very closely.