ResumenSe ha determinado la relación entre la calidad de la gasolina que se expende en el Ecuador (determinada por su octanaje) y el grado de las emisiones contaminantes producidas por el mismo vehículo de prueba, pero a presión atmosférica distinta en las distintas regiones del país, ubicadas desde nivel del mar hasta sobre los 2500 metros de altura. Para lograr dicho objetivo, se realizó una serie de pruebas y se ha considerado cinco medidas. Se realizó una medición estática de gases, en la que se consideró cuatro parámetros que son: hidrocarburos no combustionados HC (ppm), monóxido de carbono CO (%V), dióxido de carbono CO2 (%V) y oxígeno O2 (%V). Una vez procesados los datos se determinan los efectos de variables tales como revoluciones por minuto del motor (rpm), octanaje del combustible y altura del lugar de las mediciones, sobre las emisiones de CO, CO2, HC y O2. Palabras clave: emisiones contaminantes; gases de escape; motor a gasolina; número octano; Polluting Emissions of a Spark Engine Operating at Two Heights with Two Qualities Fuels AbstractIn this article, the relation between the quality of the gasoline expended in Ecuador (determined by its octane number) and the amount of polluting emissions produced by the same test vehicle, but at different atmospheric pressure of the country's regions, located at altitudes from sea level to as high as 2500 meters has been determined. To achieve this objective, a series of tests were done and five measures with five repetitions were conducted. A static exhaust measurement was performed, in which four parameters are considered: unburned hydrocarbons HC (ppm), carbon monoxide CO (%V), carbon dioxide CO2 (%V) and oxygen O2 (%V). Once data are processed the effects of variables such as revolutions per minute (rpm), fuel octane and height of the location of measurements, on the emissions of CO, CO2, HC and O2 are determined.

ResumenEn este artículo se presenta una alternativa a la contaminación de los vehículos de gasolina tipo go-kart 7.5 kW de la ciudad de Baños en Ecuador, con el fin de reducir las emisiones contaminantes. La propuesta es un prototipo de vehículo eléctrico tubular de dos asientos que responden a requisitos de diseño tales como: capacidad máxima de 420 kg, con una media de velocidad 50 km/h, subir pendientes de 14%, y mantener el confort de los ocupantes. La topografía de la ciudad ha sido considerada en el análisis del modelo dinámico del vehículo para la selección de los componentes eléctricos, tales como motor de corriente continua, controlador electrónico, el sistema de frenado regenerativo y baterías. El rendimiento del vehículo eléctrico se evalúa en cuatro condiciones: (i) prueba de frenado, a una velocidad de 13.8 m/s el vehículo eléctrico se detiene en 5.1 m; (ii) prueba de potencia en línea recta y a una pendiente del 14%, se obtuvo 9 kW y 11 kW, respectivamente; (iii) prueba de frenado regenerativo se recupera en promedio 0.6 kW; y (iv) test de autonomía en la que se consiguió 30.4 km a plena carga. Se concluye que hay dos componentes principales que deben ser consideradas antes de hacer la conversión EV para lograr mayor eficiencia, la batería y los motores eléctricos. Palabras clave: controlador electrónico; dinámica del vehículo; freno regenerativo; vehículo eléctrico Evaluation traction system of electric vehicle a two-seat tubular structure AbstractThis article presents an alternative to reduce pollutant emissions from go-kart 7.5 kW gasoline vehicles in the city of Baños in Ecuador. The proposal is a tubular prototype two-seat electric vehicle that considers design requirements such as: maximum capacity 420 kg, average speed 50 km/h, climbing slopes of 14%, to maintain occupant comfort. The topography of the city has been considered in the analysis of the dynamic vehicle model for the selection of electrical components such as direct current motor, electronic controller, regenerative braking system and batteries. The performance of electric vehicle is evaluated in four conditions: (i) braking test in a speed of 13.8 m/s the electric vehicle stops at 5.1 m; (ii) power test in straight line and one slope of 14%, was obtained 9 kW and 11kW respectively; (iii) regenerative braking test it recovers in average 0.6 kW; and (iv) autonomy test in which 30.4 km was obtained at maximum load. It is concluded that there are two main components to be considered before making the EV conversion, the battery and electric motors, to achieve maximum efficiency.

No abstract

The assessment of the dynamic behaviour of resilient elements can be performed using the indirect method as described in the standard ISO 10846-3. This paper presents a methodology for control the error on the estimation of the frequency response functions (FRF) required for the application of the indirect method when sweep sine excitation is used. Based on a simulation process, this methodology allows for the design of the sweep sine excitation parameters, i.e., the sweep rate and the force amplitude, to control three types of errors associated to the experimentally obtained FRF in the presence of background noise: a general error of the FRF in a selected frequency range, and the errors associated to the amplitude and the frequency of the FRF resonance peak. The signal processing method used can be also tested with this methodology. The methodology has been tested in the characterisation of two different resilient elements: an elastomer and a coil spring. The simulated error estimations has been found to be in good agreement with the errors found in the measured FRF. Furthermore, it is found that for large signal-to-noise ratios, both sweep rate and force amplitude significantly affect the FRF estimation error, while, for small signal-to-noise ratios, only the force amplitude can control the error efficiently. The current methodology is specially interesting for laboratory test rigs highly used for the dynamic characterisation of resilient elements which are required to operate efficiently, since it can be used for minimising test times and providing quality assurance. Moreover, the application of this methodology would be specially relevant when characterisation is done in noisy environments.