International Scientific Journals
of Scientific Technical Union of Mechanical Engineering "Industry 4.0"

Different types of oil are used widely in all over the world. It is used for lowering friction force at the contact zones, e. g., bearings, gears and other areas where at least one element is moving in relation to another one. Several types of oils find place in automotive industry: mineral, semi-synthetic and synthetic. Over the time oil characteristics were improved by enriching with different additives. Special additives can reduce friction forces, present better wash of abrasion products, extend oil life, etc.
This article deals with the research of degradation of oil lubrication quality in vehicle combustion engine over the exploitation period.
Quantity of contaminating particles in oil sample was determined by optical microscopy. Oil film strength test was performed with oil samples used after various exploitation periods.

The urgency of the issue under consideration is stipulated by large-scale international research and is confirmed by the Russian Federation Government Decree No. 1-P of 08.01.2009 “Main Directions of State Policy in the Sphere of Energy Efficiency Improvement on the Basis of Using Renewable Energy Sources for the Period to 2020” and the Decree of the President of the Russian Federation from July 7, 2011 № 899 on priority directions of development of science, technology and technics in the Russian Federation.
According to the analytical agency “AUTOSTAT”, as of 2017 there are 3.7. million of trucks in the Russian Federation, of which the ecological standards “Euro-4” (and above) correspond only 14%, and annually are used more than 20 million tons for freight transport, which in the amount of processing oil to diesel gas oil is more than 70 million tons of diesel gas oil . From the above, it can be concluded that in order to solve the fuel issue and preserve the environment, it is necessary to study the performance of the diesel engine using diesel composite fuel and transfer of transport to alternative fuels.
As a raw material for the production of alternative fuels is attractive biomass, such as oilseeds and waste from processing plants.
As a result of the growing demand for ricinic oil by industry, it is necessary to study its application as a component for the production of diesel composite fuel.
However, the viscosity of ricinic oil is higher than that of diesel gas oil, so it can only be used as an additive to low-viscosity components. As a result of the addition of diesel fuel and bioethanol to ricinic oil, with preliminary preparation, decreases viscosity and are improved low-temperature properties. This mixture can be suitable for use on transport-technological machines, the point of view of qualitative spraying in areas with a moderate climate.
Based on the thermal calculation of the engine by the methods of Prokopenko R.M., Khorosh A.I., Bashirova R.M., are determined the parameters of the working cycle of the engine D-240 and are presented below the dependences on the concentrations of the components.
The article compares the obtained results with the indicators of traditional diesel gas oil.

The relevance of the matter is confirmed by numerous researches of the alternate engine fuel, in particular, from the renewable sources of raw materials (biomass) studied in various regions of the Russian Federation and abroad. For obtaining diesel composite fuel as raw materials are attractive oil crops which are not used in the food industry, for example, carthamus, false flax, colza, winter cress, crambe and castor-oil plant.
At the moment the need for the ricinic oil used in military, chemical, machine-building, radio-electronic, printing, paint and varnish, medical, cosmetic and other industries in the Russian Federation grows. As a result of processing of a castor-oil plant fruits by cold press in residual meal or pod there are about 10% of oil which is possible for allocating by processing of meal on technology of extraction with receiving technical ricinic oil with a possibility of application as raw materials for receiving paint and varnish, lubricants and diesel composite fuel.
However viscosity of ricinic oil is 10 times more, than at diesel gas oil therefore it is necessary to apply in mix with low-viscosity components. As additive to ricinic oil can be used mineral oil fuel and bioethanol due to which mixture viscosity considerably decreases, cloud point and crystallizations temperature decreases. [8]
As diesel composite fuel is investigated mixture of ricinic oil (RicO), and summer diesel gas oil according to National State Standard 305-2013. On the basis of the carried-out calculation are defined indexes of a working cycle, dependences on concentration of components of blenderized fuel are shown.
On the basis of the calculation, are determined the working cycle indexes, are shown the dependences on the concentration of the components of the composite fuel. Based on the results of the calculation, the obtained indicators were compared with diesel gas oil.

Environmental pollution should be understood as a permanent process caused mostly by anthropogenic factors, that is man. The products of combustion from internal combustion engines are toxic and harmful effects on humans and the environment. This is one reason for research of biogas as an alternative fuel and its benefits for smaller amounts of harmful products in its combustion. For this purpose is reconstructed diesel engine that runs with a mixed fuel diesel- biogas where diesel fuel used for combustion and biogas propulsion engine combustion. Thus it is given the overall internal construction of this type of engine. There is calculated speed characteristics of the diesel engine and the reconstructed motor biogas. Thus these diagrammatic comparisons will indicate the nature of the changes in both engines.

The article presents a numerical analysis of energy balance of an automotive diesel engine and exergy analysis of exhaust gas and cooling systems. A model of the engine was built in advanced simulation code AVL Boost. In order to validate the model a comparison between estimated and real engine effective power was conducted at full load. Energy balance revealed a maximum engine efficiency of 42.1% at full load and 2000rpm. The highest quantity of lost energy contains the exhaust gas. The maximum estimated exhaust gas enthalpy is 108kW at 4000rpm. At the same operating point the cooling enthalpy more than twice lower – 40.2kW. At the engine speed lower than 2000rpm the lost energy in exhaust gas and cooling system has the same quantity. The exergy analysis revealed that waste heat recovery potential in exhaust gas is much higher than cooling system. The results obtained in this study will be further used in a Rankine-Hirn waste heat recovery system development due to increase overall engine efficiency.

When the internal combustion engine operates there are arising forces acting on the supporting elements, and by both value and sign they represent variable forces. They vary depending on time, depend significantly on load conditions of engine and are characterized by different vibro-frequency energies. These energies are unevenly distributed due to fact that the engine design comprises the elements having inertial, flexural and dissipative properties, frequency characteristics of which often vary within a wide range. The paper describes the method for determining frequency characteristic of vibro-energy transferred to the frame by introducing the vibro-energy transfer coefficient, which allows for determining frequency characteristics of vibro-energy transferred to the frame, on the basis of which, in turn, it becomes possible to determine efficiency of bearing shoes.

An internal combustion engine is considered as a material body, which characterized by inertial, elastic and dissipation properties, which are impacted from various forces. Oscillatory motion of a material body occurs in accordance with spectral characteristics of force and frequency responses of the system. The outer surface of the engine generates acoustic energy and causes mechanical noises.

The paper dwells on determining acoustic energy in accordance with the acoustical radiation rate if the radiation coefficient of the object observed is known. Also, the sound of the engine is presented as a sum of its separate acoustic powers, and there is determined the acoustic radiation coefficient of the engine for the entire surface, by using the acoustic radiation coefficient of each surface. Simultaneously, there is determined the vibro-energy distribution in the engine design, the assessment of which is made by means of the energy-transfer coefficient, which generates the frequency responses of vibro-acoustic parameters.