Drehschieberventil fuer ein Kraftfahrzeug

The valve has a sealing unit arranged proximate to a rotary body. The sealing unit is arranged with a flexible sealing lip (6) in such a manner that the lip in a closed position of the valve is brought into a position resting against the body by pressurization of a combustion chamber. The sealing unit is provided with an under cut (8), where section of the under cut regions lying near the chamber forms the lip. An independent claim is also included for a method for intake and/or exhaust of gases in an internal combustion engine.

Abgasnachbehandlungssystem mit optimierter Abgasanstroemung

The system has a cylinder with an entry area (3) for supplying exhaust gases and a housing covering a main channel (5) such that a chamber is formed between the housing and the main channel. An additional channel (8) runs transverse to flow direction and tangential to the main channel, so that the gases supplied by the additional channel flows via the main channel in a spiral form to mix with the gases supplied by the main channel.

Concentrations of major grass group 5 allergens in pollen grains and atmospheric particles : implications for hay fever and allergic asthma sufferers sensitized to grass pollen allergens

Background

Grass pollen allergens are the most important cause of hay fever and allergic asthma during summer in cool temperate climates. Pollen counts provide a guide to hay fever sufferers. However, grass pollen, because of its size, has a low probability of entering the lower airways to trigger asthma. Yet, grass pollen allergens are known to be associated with atmospheric respirable particles.
Objective

We aimed (1) to determine the concentration of group 5 major allergens in (a) pollen grains of clinically important grass species and (b) atmospheric particles (respirable and nonrespirable) and (2) to compare the atmospheric allergen load with clinical data to assess different risk factors for asthma and hay fever.
Methods

We have performed a continuous 24 h sampling of atmospheric particles greater and lower than 7.2 μm in diameter during the grass pollen season of 1996 and 1997 (17 October 1996–16 January 1997) by means of a high volume cascade impactor at a height of about 15 m above ground in Melbourne. Using Western analysis, we assessed the reactivity of major timothy grass allergen Phl p 5 specific monoclonal antibody (MoAb) against selected pollen extracts. A MoAb-based ELISA was then employed to quantify Phl p 5 and cross-reactive allergens in pollen extracts and atmospheric particles larger and smaller than 7.2 μm.
Results

Phl p 5-specific MoAb detected group 5 allergens in tested grass pollen extracts, indicating that the ELISA employed here determines total group 5 allergen concentrations. On average, 0.05 ng of group 5 allergens were detectable per grass pollen grain. Atmospheric group 5 allergen concentrations in particles > 7.2 μm were significantly correlated with grass pollen counts (rs = 0.842, P < 0.001). On dry days, 37% of the total group 5 allergen load, whereas upon rainfall, 57% of the total load was detected in respirable particles. After rainfall, the number of starch granule equivalents increased up to 10-fold; starch granule equivalent is defined as a hypothetical potential number of airborne starch granules based on known pollen count data. This indicates that rainfall tended to wash out large particles and contributed to an increase in respirable particles containing group 5 allergens by bursting of pollen grains. Four day running means of group 5 allergens in respirable particles and of asthma attendances (delayed by 2 days) were shown to be significantly correlated (P < 0.001).
Conclusion

Here we present, for the first time, an estimation of the total group 5 allergen content in respirable and nonrespirable particles in the atmosphere of Melbourne. These results highlight the different environmental risk factors for hay fever and allergic asthma in patients, as on days of rainfall following high grass pollen count, the risk for asthma sufferers is far greater than on days of high pollen count with no associated rainfall. Moreover, rainfall may also contribute to the release of allergens from fungal spores and, along with the release of free allergen molecules from pollen grains, may be able to interact with other particles such as pollutants (i.e. diesel exhaust carbon particles) to trigger allergic asthma.

The impact of textile wet colouration on the environment in 2011

Wet textile colouration has the highest environmental impact of all textile processing steps. It consumes water, chemicals and energy and produces liquid, heat and gas waste streams. Liquid effluent streams are often quite toxic to the environment. There are a number of different dyeing processes, normally fibre type specific, and each has a different impact on the environment. This research investigated the energy, chemical and water requirements for the exhaust colouration of cotton, wool, polyester and nylon. The research investigated the liquid waste biological and chemical oxygen demand, salinity, pH and colour along with the energy required for drying after colouration. Polyester fibres had the lowest impact on the environment with lowest water and energy consumption in dyeing, good dye bath exhaustion, the lowest salinity levels in their effluent, relatively neutral pH effluent and low energy in drying. The wool and nylon had similar dye bath requirements and outputs however the nylon could be dyed at far lower liquor ratios and hence provided better energy and water use figures. The cotton and wool required high energy consumption in drying after colouration. Cotton performed poorly in all of the measured parameters.

Thermal and ventilation performance of a multifunctional sports hall within an aquatic centre

There has been an increasing demand for sports facilities in urban areas recently. As a result of this, more attention is drawn towards not only the energy performance of these building typologies, but also creating a healthy indoor environment for the users. This Study investigates the thermal and ventilation performance of a sports hall within an aquatic centre using computational fluid dynamics (CFD) simulations. IES Virtual Environment software was used to perform the simulations. A number of scenarios were tested by changing the position of extract fans as well as by incorporating natural ventilation strategies. A high level of discomfort was observed in the space. Better comfort condition was achieved by changing the location of exhaust fans ad openings. The results help to recommend some guidelines to inform the proposed refurbishment plans of the site.

The impact of textile wet colouration on the environment in 2011

Wet textile colouration has the highest environmental impact of all textile processing steps. It consumes water, chemicals and energy and produces liquid, heat and gas waste streams. Liquid effluent streams are often quite toxic to the environment. There are a number of different dyeing processes, normally fibre type specific, and each has a different impact on the environment. This research investigated the energy, chemical and water requirements for the exhaust colouration of cotton, wool, polyester and nylon. The research investigated the liquid waste biological oxygen demand, total organic carbon dissolved solids, suspended solids, pH and colour along with the energy required for drying after colouration. Polyester fibres had the lowest impact on the environment with low water and energy consumption in dyeing, good dye bath exhaustion, the lowest dissolved solids levels in waste water, relatively neutral pH effluent and low energy in drying. The wool and nylon had similar dyebath requirements and outputs however the nylon could be dyed at far lower liquor ratios and hence provided better energy and water use figures. Cotton performed badly in all of the measured parameters.

Harvesting waste thermal energy using a carbon-nanotube-based thermo-electrochemical cell

Low efficiencies and costly electrode materials have limited harvesting of thermal energy as electrical energy using thermo-electrochemical cells (or “thermocells”). We demonstrate thermocells, in practical configurations (from coin cells to cells that can be wrapped around exhaust pipes), that harvest low-grade thermal energy using relatively inexpensive carbon multiwalled nanotube (MWNT) electrodes. These electrodes provide high electrochemically accessible surface areas and fast redox-mediated electron transfer, which significantly enhances thermocell current generation capacity and overall efficiency. Thermocell efficiency is further improved by directly synthesizing MWNTs as vertical forests that reduce electrical and thermal resistance at electrode/substrate junctions. The efficiency of thermocells with MWNT electrodes is shown to be as high as 1.4% of Carnot efficiency, which is 3-fold higher than for previously demonstrated thermocells. With the cost of MWNTs decreasing, MWNT-based thermocells may become commercially viable for harvesting low-grade thermal energy.

Combustion simulations for a self controlling variable compression ratio connecting rod

Variable compression ratio enables an engine to achieve increased efficiency at part loads, where the majority of driving occurs, without sacrificing full load power requirements or increasing the risk of engine knock. Although over 100 patents and patent applications exist none of these systems has been commercialized yet due to issues related to feasibility, cost and frictional loss. A new approach of a self controlling variable compression ratio connecting rod is presented that does not need a friction intensive external activation and that could even be retrofitted. The potential in fuel consumption and exhaust emission reduction as well as increased power and torque output for this concept has been verified in combustion simulations utilizing the latest research results related to the dynamic heat transfer in the combustion chamber from Professor Kleinschmidt from the University of Siegen, Germany. The self controlling variable compression ratio connecting rod allows the con rod to compress at high load conditions thereby increasing cylinder volume to alleviate combustion pressures and temperatures and therefore limit knock onset. The biggest efficiency gains can be achieved at medium load where the reduction of heat loss during the compression of the connecting rod plays a major role additional to the well known efficiency gains of an increased compression ratio. The combustion simulation results shows fuel consumption can be reduced by between 3% and 5% during part load and wide open throttle operation at various engine speeds. Emissions are also reduced significantly; particularly NOx and CO emissions were reduced by up to 35%.The self controlling variable compression ratio connecting rod allows the con rod to compress at high load conditions thereby increasing cylinder volume to alleviate combustion pressures and temperatures and therefore limit knock onset. The biggest efficiency gains can be achieved at medium load where the reduction of heat loss during the compression of the connecting rod plays a major role additional to the well known efficiency gains of an increased compression ratio.The combustion simulation results shows fuel consumption can be reduced by between 3% and 5% during part load and wide open throttle operation at various engine speeds. Emissions are also reduced significantly; particularly NOx and CO emissions were reduced by up to 35%.

Comparison of advanced waste heat recovery systems with a novel oil heating system

Latest trends in waste heat recovery include systems like Thermo Electric Generation (TEG), Rankine cycle, and active warm up systems. The advantages and disadvantages of different approaches are critically discussed and compared with a novel and effective oil heating system that can deliver between 7% and 12% reductions of CO2 emissions and fuel consumption. The comparison includes the expected CO2 and fuel saving potential related to the legal drive cycle as well as real world driving, effects on regulated exhaust emissions, utilisation of resources, maintenance and service, vehicle performance, comfort, noise, and durability.

"Tomorrow's car" : Deakin Universities new cross vehicle that combines the best of 2 worlds

Motorbike riders are 34-times more likely to die in a crash compared to car drivers per km travelled (1). Such safety risks together with special skill requirements for the driver and much lower comfort compared to normal cars are the main reasons why motorbikes represent only a fraction of all vehicle sales in developed countries. Deakin University is developing a revolutionary cross-over fun vehicle with ultra low fuel consumption and emissions. This new vehicle generation combines the best of two worlds: the fun to drive, low cost, and small size of a scooter together with the safety, comfort and easiness to operate of a car. The result is a vehicle that is more fuel efficient than most cars or even scooters.

Various tilting cross over vehicles have been presented over the last decade that were trying to automate the tilting control of narrow vehicles to make them safer. Examples of these concepts are the Carver, Clever and in some way also the MP3 scooter from Piaggio. The problem with fully enclosed concepts like the Carver or Clever is that they require very complex and therefore also expensive tilting control systems so that the vehicles are not price competitive compared to low cost micro cars or even normal small cars. The MP3 on the other hand comes with a tilting control system which is only semi automatic so that typical car advantages - comprehensive safety features like crush zones, roll over protection, air bags, safety belts or comfort features like full weather protection including heating and cooling – can not be provided.

Deakin’s approach is quite different to the above mentioned concepts. The requirements were derived based on two different investigations: The first step was a critical evaluation of social trends and the second step was an in-depth benchmarking study of existing concepts which identified the typical strengths and weaknesses of these concepts. In a critical next step a new concept was created that addresses most of the weaknesses of existing tilting three-wheelers in a holistic approach by setting clear priority rankings for the vehicle targets, based on current trends. The priorities were set in the following order: Safety, Affordability, Fun and Efficiency (SAFE).

The key feature that enables an enclosed tilting vehicle is a fully automatic tilting control system. With an automatic tilting control system the driver does not need to put the feet on the ground to balance the vehicle when he stops, so the vehicle can be built with a full enclosure. This allows the implementation of typical car like safety features (seat belts, roll over structure, crush zones, air bags). The SafeRide™ tilting control system is a passive system that involves the driver’s balancing sense in its feedback control system. The vehicle has typical scooter like steering characteristics, where the steering is initiated through countersteering. Another safety critical design feature is the crush zone between the two front wheels which is not possible with only one front wheel or with the powertrain positioned between the front wheels, as the powertrain can’t absorb a lot of energy due to its structural stiffness and density. The passive tilting control system is quite simple and therefore makes the vehicle very affordable, an important factor for successful commercialisation.

Another advantage of integrating the human balancing senses in the feedback control of the tilting system is that the system kicks in slightly after the human balancing reacts. In some instances that can generate the typical adrenalin thrill known from riding a bike. This fun factor is quite common with many trend sports like mountain biking, surfing, roller-skating, snowboarding, or skateboarding. Some of these sports have seen very rapid growth only a short time after they have been invented. Utilising the human balancing system during driving also makes the vehicle safer as the adrenalin is produced after reaching a semi-stable driving condition that is controlled by the vehicles tilting control system, but before the vehicle reaches an unstable driving condition that can not be controlled by the vehicle but only (eventually) by the driver – if he has got the required driving skill and if he is alert enough.

Efficiency superior to most cars and scooters is achieved by the aerodynamics of a fully enclosed body structure in combination with the small frontal area of a typical scooter and the droplet shape enabled by the relatively wide front with 2 wheels and the very narrow tail with only one rear wheel. The passive tilting system also contributes to the extreme efficiency as the system only draws some small electrical power for the electronic control unit. Another feature is a low cost exhaust energy recovery system which is discussed in another paper.

Keynote : Detection of and defense against distributed denial-of-service (DDoS) attacks

Distributed denial-of-service (DDoS) attacks typically exhaust bandwidth, processing capacity, or memory of a targeted machine, service or network. Despite enormous efforts in combating DDoS attacks in the past decade, DDoS attacks are still a serious threat to the security of cyberspace. In this talk I shall outline the recent efforts of my research group in detection of and defence against DDoS attacks. In particular, this talk will concentrate on the following three critical issues related to DDoS attacks: (1) Traceback of DDoS attacks; (2) Detection of low-rate DDoS attacks; and (3) Discriminating DDoS attacks from flash crowds.

Comparison of advanced waste heat recovery systems with a novel oil heating system

Latest trends in waste heat recovery include systems like Thermo Electric Generation (TEG), Rankine cycle, and active warm up systems. The advantages and disadvantages of different approaches are critically discussed and compared with a novel and effective oil heating system that can deliver between 7% and 12% reductions of CO2 emissions and fuel consumption. The comparison includes the expected CO2 and fuel saving potential related to the legal drive cycle as well as real world driving, effects on regulated exhaust emissions, utilisation of resources, maintenance and service, vehicle performance, comfort, noise, and durability.

Effects of baffles on flow distribution in an electrostatic precipitator (ESP) of a coal based power plant

Electrostatic Precipitators (ESP) are the most reliable and industrially used control devices to capture fine particles for reducing exhaust emission. Its efficiency is 99% or more. However, capturing submicron particles which are hazardous is still a problem as it involves complex flow phenomena and ESP design limitations. In this study, the effect of baffles on flow distribution inside the ESP is investigated computationally. Baffles are expected to increase the residence time of flue gas which helps to collect more particles into the collector plates, and hence increase the collection efficiency of an ESP. Besides, the placement of a baffle is likely to cause swirling of flue gas and hence sub-micron particles move towards the collector plate due to eccentric and electrostatic force. Therefore, the effects of position, shape and thickness of the baffles on collection efficiency which are also important for ESP design are reported in this study. The fluid flow distribution has been modelled using computational fluid dynamics (CFD) software Fluent and the result and outcome are presented and discussed. The result shows that baffles have significant influence on fluid flow pattern and the efficiency of ESP.

Diesel engine performance and emission study using soybean biodiesel blends with fossil diesel

Biodiesel is an ecofriendly and renewable source of energy which can be used as a sustainable alternative fuel fordiesel engine. The study investigated engine performance and emission using soybean biodiesel blends with fossildiesel. The physio-chemical fuel properties of the biodiesel were determined using ASTM and EN standards. Thebiodiesel was blended in different proportions like 5% biodiesel and 95% diesel (by volume) denoted as B5, similarlyB10, B20 and B50. The biodiesel blends were tested in a multicylinder, diesel engine coupled with electromagneticdynamometer, under ISO 8178-4 test procedure. The study found that the biodiesel blends produces less brakepower, brake torque and relatively higher brake specific fuel consumption compared with diesel fuel. However, thesefules significantly reduces exhaust gases namely, CO, CO2 and HC but emits a bit more NOx compared with diesel.The reduction in emissions were different for each biodiesel blends. The study concluded that both B5 and B10blends are the optimum blends that produce more consistant and expected results compared with other blends.