臺灣博碩士論文加值系統

從19世紀至今內燃機技術依然是車廠的需求，在電動車完全發展之前，內燃機是車輛不可取代的地位。但由於環境變遷的影響，世界各地也規定環境相關法規。本論文提高壓縮比來探討油耗是否改善，主要針對渦輪增壓引擎進行探討。
先由引擎模擬軟體Ricardo WAVE進行渦輪增壓汽油引擎壓縮比模擬分析與實驗驗證，比較壓縮比對引擎油耗改善之影響，再透過改變從壓縮比(8.5-11)、設定為理論空燃比，再進行引擎實驗，得出模擬與實驗值之指示平均有效壓力、指示燃料消耗率、制動平均有效壓力、制動燃料消耗率 比較是否有改善空間。
由模擬結果顯示，使用引擎模擬軟體Ricardo WAVE所建立之渦輪增壓引擎能表現該目標引擎之性能及油耗，透過分析提高壓縮比之參數。

From the 19th century up to now, internal combustion engine technology still demands for depot. Before the electric vehicle is well developed, internal combustion engine is an irreplaceable position of the vehicle. However, due to the impact of environmental changes, emission regulations are regulated around the world as well. This paper to explore whether the fuel consumption is improved from compression ratios, mainly for the turbocharged engine.
First, simulated and experimental compression ratios of turbocharged gasoline engine were verified by Ricardo WAVE Engine Simulation Software. The effect of compression ratio on engine fuel consumption improved by changing from compression ratio (8.5-11) to stoichiometric air-fuel ratio, (IMEP), Indicated Specific Fuel Consumption (ISFC), Brake Mean Effective Pressure (BMEP), and Brake Specific Fuel Consumption (BSFC) are compared with the experimental results.
According to the simulation results, the turbocharged engine simulated by Ricardo WAVE engine simulation software can be used to calculate the performance and fuel consumption of the target engine. By increasing compression ratio, we can find the performance parameters, IMEP and BMEP (from 2400 to 4000 rpm) are increasing with the higher speed, but the figure of fuel consumption parameters, ISFC and BSFC are declining with the higher speed. When compression ratio is increasing, ISFC and BMEP are increased from 2400 to 4000 rpm.

摘　要 i
ABSTRACT ii
誌 謝 iii
目 錄 iv
表目錄 vi
圖目錄 vii
第一章 前言 1
1.1 研究背景與動機 1
1.2 文獻回顧 3
1.2.1 渦輪增壓器 4
1.2.2目標引擎之燃燒 5
1.2.3 壓縮比 7
1.3 研究目的與方法 7
第二章 引擎模擬分析 9
2.1 Ricardo WAVE引擎模擬軟體介紹 9
2.1.1 模擬環境設定 11
2.1.2 引擎模擬架構設定 11
2.1.3 引擎本體幾何架構 12
2.1.4 進排氣幾何架構 13
2.1.5 其他系統部件 16
2.2 模型運算說明 24
2.2.1 氣體交換模型 25
2.2.2 燃燒模型 26
2.2.3 熱傳模型 27
2.2.4 摩擦損失模型 27
2.3 數據分析方法 27
第三章 實驗設備與方法 29
3.1 實驗設備 29
3.1.1 目標引擎 29
3.1.2 大氣壓力計 29
3.1.3 引擎動力計 30
3.1.4 燃油流量計 32
3.1.5 空氣流量計 34
3.1.6 AVL燃燒分析儀 35
3.1.7 熱電偶溫度感知器 38
3.2 實驗步驟 39
第四章 結果與討論 41
4.1 模擬結果驗證 41
4.2 改變壓縮比對IMEP及ISFC影響 46
4.3 改變壓縮比對BMEP及BSFC影響 47
第五章 結論與未來展望 49
5.1 結論 49
5.2 未來展望 49
參考文獻 50
符號彙編 54

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