Modellazione e simulazione di sistemi meccanici ad elevato numero di gradi di libertà mediante metodi non convenzionali e sistemi CAD

Recent developments in piston engine technology have increased performance in a very significant way. Diesel turbocharged/turbo compound engines, fuelled by jet fuels, have great performances. The focal point of this thesis is the transformation of the FIAT 1900 jtd diesel common rail engine for the installation on general aviation aircrafts like the CESSNA 172. All considerations about the diesel engine are supported by the studies that have taken place in the laboratories of the II Faculty of Engineering in Forlì. This work, mostly experimental, concerns the transformation of the automotive FIAT 1900 jtd – 4 cylinders – turbocharged – diesel common rail into an aircraft engine. The design philosophy of the aluminium alloy basement of the spark ignition engine have been transferred to the diesel version while the pistons and the head of the FIAT 1900 jtd are kept in the aircraft engine. Different solutions have been examined in this work. A first V 90° cylinders version that can develop up to 300 CV and whose weight is 30 kg, without auxiliaries and turbocharging group. The second version is a development of e original version of the diesel 1900 cc engine with an optimized crankshaft, that employ a special steel, 300M, and that is verified for the aircraft requirements. Another version with an augmented stroke and with a total displacement of 2500 cc has been examined; the result is a 30% engine heavier. The last version proposed is a 1600 cc diesel engine that work at 5000 rpm, with a reduced stroke and capable of more than 200 CV; it was inspired to the Yamaha R1 motorcycle engine. The diesel aircraft engine design keeps the bore of 82 mm, while the stroke is reduced to 64.6 mm, so the engine size is reduced along with weight. The basement weight, in GD AlSi 9 MgMn alloy, is 8,5 kg. Crankshaft, rods and accessories have been redesigned to comply to aircraft standards. The result is that the overall size is increased of only the 8% when referred to the Yamaha engine spark ignition version, while the basement weight increases of 53 %, even if the bore of the diesel version is 11% lager. The original FIAT 1900 jtd piston has been slightly modified with the combustion chamber reworked to the compression ratio of 15:1. The material adopted for the piston is the aluminium alloy A390.0-T5 commonly used in the automotive field. The piston weight is 0,5 kg for the diesel engine. The crankshaft is verified to torsional vibrations according to the Lloyd register of shipping requirements. The 300M special steel crankshaft total weight is of 14,5 kg. The result reached is a very small and light engine that may be certified for general aviation: the engine weight, without the supercharger, air inlet assembly, auxiliary generators and high pressure body, is 44,7 kg and the total engine weight, with enlightened HP pump body and the titanium alloy turbocharger is less than 100 kg, the total displacement is 1365 cm3 and the estimated output power is 220 CV. The direct conversion of automotive piston engine to aircrafts pays too huge weight penalties. In fact the main aircraft requirement is to optimize the power to weight ratio in order to obtain compact and fast engines for aeronautical use: this 1600 common rail diesel engine version demonstrates that these results can be reached.

Role of caveolin-1 in the proliferation of solid tumours in vitro

Caveolin-1 (Cav-1), the essential structural constituent of caveolae, which are flask-shaped invaginations of the plasma membrane, has been found to play a key role in the modulation of cell proliferation and cancer development. It seems to act as an oncosuppressor or a promoter of growth, depending on the histotype, stage and grade of each tumour. The aim of this study was to analyze the effects of Caveolin-1 gene silencing on the proliferation of human lung cancer and osteosarcoma in vitro. Our data show that Cav-1 silencing blocks the growth in both metastatic lung cancer cell lines analyzed, suggesting a proliferation promoting action of the protein in these cells. A marked decrease of phospho-Akt, phospho-ERK, STAT3, cyclin D1, CDK4 and consequently of phospho-Rb expression was evident in the cells treated with Cav-1 siRNA. With regards to osteosarcoma, we demonstrated that the suppression of Cav-1 results in the blocking of MG-63 and in the slowing down of HOS proliferation, suggesting a role for Cav-1 as a promoter of tumour growth in these cell lines. A marked decrease of phospho-Akt, cyclin E, CDK2 and phospho-Rb and an increase of p21 expression levels were evident in the cells treated with Cav-1 siRNA. Our results suggest two new cell cycle inhibiting pathways, mediated by Cav-1 knock-down, and provide new insights into the molecular mechanisms underlying the tumour-promoting role of Cav-1 in lung cancer and osteosarcoma. In this work we also investigated the role of estrogens in lung cancer and the functional cross-talk between Cav-1 and estrogens/estrogen receptors in it. Our results show that 17β-estradiol induces proliferation either in RAL or in SCLC-R1 cells and that both cell lines are sensitive to 4-OHT antiproliferative effect. The sensitivity to estrogen stimulation seems to be gender- and/or histological type-independent in metastatic lung cancer in vitro.

Advanced Waste-To-Energy Cycles

The increase in environmental and healthy concerns, combined with the possibility to exploit waste as a valuable energy resource, has led to explore alternative methods for waste final disposal. In this context, the energy conversion of Municipal Solid Waste (MSW) in Waste-To-Energy (WTE) power plant is increasing throughout Europe, both in terms of plants number and capacity, furthered by legislative directives. Due to the heterogeneous nature of waste, some differences with respect to a conventional fossil fuel power plant have to be considered in the energy conversion process. In fact, as a consequence of the well-known corrosion problems, the thermodynamic efficiency of WTE power plants typically ranging in the interval 25% ÷ 30%. The new Waste Framework Directive 2008/98/EC promotes production of energy from waste introducing an energy efficiency criteria (the so-called “R1 formula”) to evaluate plant recovery status. The aim of the Directive is to drive WTE facilities to maximize energy recovery and utilization of waste heat, in order to substitute energy produced with conventional fossil fuels fired power plants. This calls for novel approaches and possibilities to maximize the conversion of MSW into energy. In particular, the idea of an integrated configuration made up of a WTE and a Gas Turbine (GT) originates, driven by the desire to eliminate or, at least, mitigate limitations affecting the WTE conversion process bounding the thermodynamic efficiency of the cycle. The aim of this Ph.D thesis is to investigate, from a thermodynamic point of view, the integrated WTE-GT system sharing the steam cycle, sharing the flue gas paths or combining both ways. The carried out analysis investigates and defines the logic governing plants match in terms of steam production and steam turbine power output as function of the thermal powers introduced.

Development Of New Toolkits For Orbit Determination Codes For Precise Radio Tracking Experiments

This thesis describes the developments of new models and toolkits for the orbit determination codes to support and improve the precise radio tracking experiments of the Cassini-Huygens mission, an interplanetary mission to study the Saturn system. The core of the orbit determination process is the comparison between observed observables and computed observables. Disturbances in either the observed or computed observables degrades the orbit determination process. Chapter 2 describes a detailed study of the numerical errors in the Doppler observables computed by NASA's ODP and MONTE, and ESA's AMFIN. A mathematical model of the numerical noise was developed and successfully validated analyzing against the Doppler observables computed by the ODP and MONTE, with typical relative errors smaller than 10%. The numerical noise proved to be, in general, an important source of noise in the orbit determination process and, in some conditions, it may becomes the dominant noise source. Three different approaches to reduce the numerical noise were proposed. Chapter 3 describes the development of the multiarc library, which allows to perform a multi-arc orbit determination with MONTE. The library was developed during the analysis of the Cassini radio science gravity experiments of the Saturn's satellite Rhea. Chapter 4 presents the estimation of the Rhea's gravity field obtained from a joint multi-arc analysis of Cassini R1 and R4 fly-bys, describing in details the spacecraft dynamical model used, the data selection and calibration procedure, and the analysis method followed. In particular, the approach of estimating the full unconstrained quadrupole gravity field was followed, obtaining a solution statistically not compatible with the condition of hydrostatic equilibrium. The solution proved to be stable and reliable. The normalized moment of inertia is in the range 0.37-0.4 indicating that Rhea's may be almost homogeneous, or at least characterized by a small degree of differentiation.