The article deals with the description of calibration and its use in measuring fuel consumption via the CAN-Bus network. The CAN-Bus communication network holds great potential for the area of vehicle testing, since it allows the utilization of internal sensors of the vehicle to monitor its output parameters. In order to ensure proper accuracy of the measurements, however, it is best to perform calibration of the relevant sensors using certifi ed measuring instruments. The main focus of the article is the calibration of the fuel consumption as measured by the CAN-Bus network based on fuel consumption measured by precision mass fl ow meters. Using the least squares method and a regression triplet, a calibration curve was created from the measured data to describe the relation between the two variables. The calibration curve was also used to calculate the reverse estimates along with confi dence intervals for randomly chosen fuel consumptions obtained from the CAN-Bus network. To express the accuracy of the calibration methods, we also defi ned the limit values which express when the signal is still statistically signifi cant enough to be distinguished from noise.
Butanol seems to be an eligible fuel for compensating for the increasing fuel consumption. Biobutanol could be produced from local sources in the place of use. Its properties show similar results to gasoline, so biobutanol could be added as a biocomponent into fuels. Important properties, in the case of blending biobutanol into gasoline, are its fluid properties and their dependence on the temperature. Therefore, in this paper, the volumetric mass density and viscosity of the selected ratios between biobutanol and gasoline (0, 5, 10, 85, 100 vol.%) were tested over the temperature range from −10 °C up to 40 °C. Gasolines with a 95 Research Octane Number (RON 95) and with a 98 Research Octane Number (RON 98) were used. It was observed that as the temperature increased, the viscosity and volumetric mass density of the samples decreased nonlinearly. Four mathematical models were used for modelling the viscosity. The accuracy of models was evaluated and compared according to the coefficient of determination R2 and sum of squared estimate of errors (SSE). The results show that blends with 5 vol.% and 10 vol.% of biobutanol promise very similar fluid properties to pure gasoline. In contrast, a blend with 85 vol.% of biobutanol shows different fluid properties from gasoline, especially in negative temperatures, a lot. For practical applications, mathematical polynomial multivariate models were created. Using these models, three-dimensional graphs were constructed.
The objective of this article deals with the flow behavior of bio-ethanol, conventional petrol and their blends (E15, E85). The temperature dependence density and kinematic viscosity of the liquids have been measured. The densitometer Densito 30PX with the scale for measuring fuels has been used to the measuring temperature dependence of the density of fuels and their blends. The rotary viscometer Anton Paar DV-3P has been used to the measuring temperature dependence of kinematic viscosity of fuels and their blends. For all samples has determined that the temperature has increased the density and kinematic viscosity of fuels and their blends has decreased. The range of temperature measurement has been from −10°C to 40°C. The mathematic models have been compiled (polynomial and exponential) according to the general shapes. The coefficients of determination R2 have achieved high values from 0.98 to 0.99 for temperature dependence of density of fuels and their blends and from 0.86 to 0.96 for temperature dependence of kinematic viscosity of fuels and their blends. The mathematical models could be used to the prediction flow behavior of petrol, bio-ethanol and their blends.
This article aims to experimentally determine how the tractor's weight distribution changes during loading by drawbar pull, and how the tractor's weight affects its drawbar pull properties. Drive wheel ballasting has a significant effect on the drawbar pull and wheel slip of the tractor -travelling gear losses. To achieve these objectives, we conducted experimental measurements on the tractor Case IH Magnum 370 CVX. The results show that higher drawbar pull is achieved in tractors with a higher weight. The measured increase of drawbar pull was 15,8 kN between maximal and minimal weight (∆ 2320 kg). All variants show an equal percentage increase in the weight on the rear axle of the tractor (+ 6 %). Increasing the tractor's weight affected the drawbar pull as well as the wheel slip. As the tractor's weight increases, there is a smaller increase in wheel slip as the drawbar pull increases. The results confirmed that tractor ballasting is important in order to achieve optimum drawbar pull properties, but it is necessary to keep in mind that the higher the weight of the machine or equipment, the larger the effect on the soil.
This article deals with monitoring the corrosive degradation rate of zinc and duplex coatings, usable in technical practice as anti-corrosion protection in tanks for the transportation and application of industrial fertilizers and manure. Based on long-term results, samples of anticorrosive coatings for laboratory testing are prepared. The selected anticorrosive coatings are designed specifically to increase the corrosion resistance of tanks with considerable corrosion load. To compare the anti-corrosion effect, classic hot-dip galvanizing and a duplex system were chosen, and a synthetic urethane alkyd coating was used as an organic substrate. The prepared samples were subjected to metallographic tests (measuring the thickness of the anticorrosive system in the longitudinal section of the sample) and evaluation of the microstructure in the hot zinc coating. However, the essential analysis is focused on corrosion degradation in the salt mist environment according to ČSN ISO 9227 (the NSS method). Based on the results of the comparison of anti-corrosion systems using salt spray, the duplex systems clearly demonstrated a significantly higher corrosion resistance than a single inorganic metallic coating.K e y w o r d s : hot-dip galvanizing, duplex coating, corrosion rate, protective coating thickness
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