Modelamento matemático e controle PI de uma válvula borboleta eletrônica.

Este trabalho apresenta uma investigação das propriedades dinâmicas da válvula borboleta eletrônica do sistema de admissão de ar de um motor a combustão interna. O objetivo é utilizar um modelo matemático da válvula borboleta com todos os seus parâmetros identificados para efetuar o controle da válvula e aplica-lo em ambiente real. Tendo o modelo e os parâmetros identificados, compara-se o comportamento real de uma válvula borboleta com o comportamento simulado, utilizando os mesmos sinais de entrada, de tal forma a validar o modelo desenvolvido. Utilizando o controle Proporcional Integral, foi possível mostrar a aplicabilidade da metodologia que pode ser estendida para projetos de controle mais complexos. Com o controle PI, o modelo matemático é validado e pode ser utilizado como base para projetos de controle mais complexos. O modelo aqui desenvolvido representa satisfatoriamente a dinâmica da válvula borboleta, sendo possível utilizá-lo em outros tipos de válvula borboleta.

Arranjos de sensores orientados à missão para a geração automática de mapas temáticos em VANTs

O uso de veículos aéreos não tripulados (VANTs) tem se tornado cada vez mais comum, principalmente em aplicações de uso civil. No cenário militar, o uso de VANTs tem focado o cumprimento de missões específicas que podem ser divididas em duas grandes categorias: sensoriamento remoto e transporte de material de emprego militar. Este trabalho se concentra na categoria do sensoriamento remoto. O trabalho foca a definição de um modelo e uma arquitetura de referência para o desenvolvimento de sensores inteligentes orientados a missões específicas. O principal objetivo destas missões é a geração de mapas temáticos. Neste trabalho são investigados processos e mecanismos que possibilitem a geração desta categoria de mapas. Neste sentido, o conceito de MOSA (Mission Oriented Sensor Array) é proposto e modelado. Como estudos de caso dos conceitos apresentados são propostos dois sistemas de mapeamento automático de fontes sonoras, um para o caso civil e outro para o caso militar. Essas fontes podem ter origem no ruído gerado por grandes animais (inclusive humanos), por motores de combustão interna de veículos ou por atividade de artilharia (incluindo caçadores). Os MOSAs modelados para esta aplicação são baseados na integração de dados provenientes de um sensor de imageamento termal e uma rede de sensores acústicos em solo. A integração das informações de posicionamento providas pelos sensores utilizados, em uma base cartográfica única, é um dos aspectos importantes tratados neste trabalho. As principais contribuições do trabalho são a proposta de sistemas MOSA, incluindo conceitos, modelos, arquitetura e a implementação de referência representada pelo sistema de mapeamento automático de fontes sonoras.

1987 census of manufactures.

Mode of access: Internet.

The Automobile engineer.

Mode of access: Internet.

Automobile engineer.

Vol. 4 (1914)-42:6 (June 1952) also called no. 62-554.

Biomass fuelled combined heat and power:situation in the UK and the Netherlands

Combined Heat and Power (CHP) is the simultaneous generation of usable heat and power in a single process. Despite its obvious advantages in terms of increased efficiency when compared to a single heat or power generation unit, there are a number of technical and economic reasons that have limited their selection. Biomass resources can be, and actually are used as fuel in CHP installations; however several hurdles have to be sorted beforehand, among the most important is the fact that biomass energy sources are not as energy intense as conventional CHP fuels. The ultimate outcome is a limited number of CHP units making use of biomass as fuel. Even fewer CHP units use bioliquids (e.g.: fast pyrolysis biomass liquids, biodiesel and vegetable oil). The Bioliquid-CHP project is carried out by a consortium of seven European and Russian complementary partners, funded by the EU and by the Federal Agency for Science and Innovation of the Russian Federation. The project aim is to develop microturbine and internal combustion engine adaptations in order to adjust these prime movers to bioliquids for CHP applications. This paper will show a summary of the current biomass CHP installations in the UK and the Netherlands, making reference to number of units, capacity, fuel used, the conversion technology involved and the preferred prime movers. The information will give an insight of the current market, with probable future trends and areas where growth could be expected. A similar paper describing the biomass CHP situation in Italy and Russia will be prepared in the near future.

Fixed bed downdraft gasification of paper industry wastes

The two main wastes generated from secondary fibre paper mills are rejects (composed mainly of plastics and fibres) and de-inking sludge, both of which are evolved from the pulping process during paper manufacture. The current practice for the disposal of these wastes is either by land-spreading or land-filling. This work explores the gasification of blends of pre-conditioned rejects and de-inking sludge pellets with mixed wood chips in an Imbert type fixed bed downdraft gasifier with a maximum feeding capacity of 10kg/h. The producer gases evolved would generate combined heat and power (CHP) in an internal combustion engine. The results show that as much as 80wt.% of a brown paper mill's rejects (consisting of 20wt.% mixed plastics and 80wt.% paper fibres) could be successfully gasified in a blend with 20wt.% mixed wood chips. The producer gas composition was 16.24% H, 23.34% CO, 12.71% CO 5.21% CH and 42.49% N (v/v%) with a higher heating value of 7.3MJ/Nm. After the removal of tar and water condensate the producer gas was of sufficient calorific value and flow rate to power a 10kWe gas engine. Some blends using rejects from other mill types were not successful, and the limiting factor was usually the agglomeration of plastics present within the fuel.

New SR drive with integrated charging capacity for plug-in hybrid electric vehicles (PHEVs)

Plug-in hybrid electric vehicles (PHEVs) provide much promise in reducing greenhouse gas emissions and, thus, are a focal point of research and development. Existing on-board charging capacity is effective but requires the use of several power conversion devices and power converters, which reduce reliability and cost efficiency. This paper presents a novel three-phase switched reluctance (SR) motor drive with integrated charging functions (including internal combustion engine and grid charging). The electrical energy flow within the drivetrain is controlled by a power electronic converter with less power switching devices and magnetic devices. It allows the desired energy conversion between the engine generator, the battery, and the SR motor under different operation modes. Battery-charging techniques are developed to operate under both motor-driving mode and standstill-charging mode. During the magnetization mode, the machine's phase windings are energized by the dc-link voltage. The power converter and the machine phase windings are controlled with a three-phase relay to enable the use of the ac-dc rectifier. The power converter can work as a buck-boost-type or a buck-type dc-dc converter for charging the battery. Simulation results in MATLAB/Simulink and experiments on a 3-kW SR motor validate the effectiveness of the proposed technologies, which may have significant economic implications and improve the PHEVs' market acceptance.

From science gateways to commercial solutions

The European CloudSME project that incorporated 24 European SMEs, besides five academic partners, has finished its funded phase in March 2016. This presentation will provide a summary of the results of the project, and will analyze the challenges and differences when developing “SME Gateways”, when compared to “Science Gateways”. CloudSME started in 2013 with the aim to develop a cloud-based simulation platform for manufacturing and engineering SMEs. The project was based around industry use-cases, five of which were incorporated in the project from the start, and seven additional ones that were added as an outcome of an open call in January 2015. CloudSME utilized science gateway related technologies, such as the commercial CloudBroker Platform and the WS-PGRADE/gUSE Gateway Framework that were developed in the preceding SCI-BUS project. As most important outcome, the project successfully implemented 12 industry quality demonstrators that showcase how SMEs in the manufacturing and engineering sector can utilize cloud-based simulation services. Some of these solutions are already market-ready and currently being rolled out by the software vendor companies. Some others require further fine-tuning and the implementation of commercial interfaces before being put into the market. The CloudSME use-cases came from a very wide application spectrum. The project implemented, for example, an open marketplace for micro-breweries to optimize their production and distribution processes, an insole design validation service to be used by podiatrists and shoe manufacturers, a generic stock management solution for manufacturing SMEs, and also several “classical” high-performance computing case-studies, such as fluid dynamics simulations for model helicopter design, and dual-fuel internal combustion engine simulation. As the project generated significant impact and interest in the manufacturing sector, 10 CloudSME stakeholders established a follow-up company called CloudSME UG for the future commercialization of the results. Besides the success stories, this talk would also like to highlight the difficulties when transferring the outcomes of an academic research project to real commercial applications. The different mindset and approach of academic and industry partners presented a real challenge for the CloudSME project, with some interesting and valuable lessons learnt. The academic way of supporting SMEs did not always work well with the rather different working practices and culture of many participants. Also, the quality of support regarding operational solutions required by the SMEs is well beyond the typical support services academic institutions are prepared for. Finally, a clear lack of trust in academic solutions when compared to commercial solutions was also imminent. The talk will highlight some of these challenges underpinned by the implementation of the CloudSME use-cases.

Conception optimale d’une chaîne de traction électrique pour une voiture de type Formule SAE

La Formule SAE (Society of Automotive Engineers) est une compétition étudiante consistant en la conception et la fabrication d’une voiture de course monoplace. De nombreux événements sont organisés à chaque année au cours desquels plusieurs universités rivalisent entre elles lors d’épreuves dynamiques et statiques. Celles-ci comprennent l’évaluation de la conception, l’évaluation des coûts de fabrication, l’accélération de la voiture, etc. Avec plus de 500 universités participantes et des événements annuels sur tous les continents, il s’agit de la plus importante compétition d’ingénierie étudiante au monde. L’équipe ULaval Racing a participé pendant plus de 20 ans aux compétitions annuelles réservées aux voitures à combustion. Afin de s’adapter à l’électrification des transports et aux nouvelles compétitions destinées aux voitures électriques, l’équipe a conçu et fabriqué une chaîne de traction électrique haute performance destinée à leur voiture 2015. L’approche traditionnelle employée pour concevoir une motorisation électrique consiste à imposer les performances désirées. Ces critères comprennent l’inclinaison maximale que la voiture doit pouvoir gravir, l’autonomie désirée ainsi qu’un profil de vitesse en fonction du temps, ou tout simplement un cycle routier. Cette approche n’est malheureusement pas appropriée pour la conception d’une traction électrique pour une voiture de type Formule SAE. Ce véhicule n’étant pas destiné à la conduite urbaine ou à la conduite sur autoroute, les cycles routiers existants ne sont pas représentatifs des conditions d’opération du bolide à concevoir. Ainsi, la réalisation de ce projet a nécessité l’identification du cycle d’opération routier sur lequel le véhicule doit opérer. Il sert de point de départ à la conception de la chaîne de traction composée des moteurs, de la batterie ainsi que des onduleurs de tension. L’utilisation d’une méthode de dimensionnement du système basée sur un algorithme d’optimisation génétique, suivie d’une optimisation locale couplée à une analyse par éléments-finis a permis l’obtention d’une solution optimale pour les circuits de type Formule SAE. La chaîne de traction conçue a été fabriquée et intégrée dans un prototype de voiture de l’équipe ULaval Racing lors de la saison 2015 afin de participer à diverses compétitions de voitures électriques.

Influence of the cutting edge micro-geometry of PCBN tools on the flank wear in orthogonal quenched and tempered turning M2 steel

Quenched and tempered high-speed steels obtained by powder metallurgy are commonly used in automotive components, such as valve seats of combustion engines. In order to machine these components, tools with high wear resistance and appropriate cutting edge geometry are required. This work aims to investigate the influence of the edge preparation of polycrystalline cubic boron nitride (PCBN) tools on the wear behavior in the orthogonal longitudinal turning of quenched and tempered M2 high-speed steels obtained by powder metallurgy. For this research, PCBN tools with high and low-CBN content have been used. Two different cutting edge geometries with a honed radius were tested: with a ground land (S shape) and without it (E shape). Also, the cutting speed was varied from 100 to 220 m/min. A rigid CNC lathe was used. The results showed that the high-CBN, E-shaped tool presented the longest life for a cutting speed of 100 m/min. High-CBN tools with a ground land and honed edge radius (S shaped) showed edge damage and lower values of the tool’s life. Low-CBN, S-shaped tools showed similar results, but with an inferior performance when compared with tools with high CBN content in both forms of edge preparation.

Novel Automotive Waste Heat Recovery Techniques

The United States transportation industry is predicted to consume approximately 13 million barrels of liquid fuel per day by 2025. If one percent of the fuel energy were salvaged through waste heat recovery, there would be a reduction of 130 thousand barrels of liquid fuel per day. This dissertation focuses on automotive waste heat recovery techniques with an emphasis on two novel techniques. The first technique investigated was a combination coolant and exhaust-based Rankine cycle system, which utilized a patented piston-in-piston engine technology. The research scope included a simulation of the maximum mass flow rate of steam (700 K and 5.5 MPa) from two heat exchangers, the potential power generation from the secondary piston steam chambers, and the resulting steam quality within the steam chamber. The secondary piston chamber provided supplemental steam power strokes during the engine's compression and exhaust strokes to reduce the pumping work of the engine. A Class-8 diesel engine, operating at 1,500 RPM at full load, had a maximum increase in the brake fuel conversion efficiency of 3.1%. The second technique investigated the implementation of thermoelectric generators on the outer cylinder walls of a liquid-cooled internal combustion engine. The research scope focused on the energy generation, fuel energy distribution, and cylinder wall temperatures. The analysis was conducted over a range of engine speeds and loads in a two cylinder, 19.4 kW, liquid-cooled, spark-ignition engine. The cylinder wall temperatures increased by 17% to 44% which correlated well to the 4.3% to 9.5% decrease in coolant heat transfer. Only 23.3% to 28.2% of the heat transfer to the coolant was transferred through the TEG and TEG surrogate material. The gross indicated work decreased by 0.4% to 1.0%. The exhaust gas energy decreased by 0.8% to 5.9%. Due to coolant contamination, the TEG output was not able to be obtained. TEG output was predicted from cylinder wall temperatures and manufacturer documentation, which was less than 0.1% of the cumulative heat release. Higher TEG conversion efficiencies, combined with greater control of heat transfer paths, would be needed to improve energy output and make this a viable waste heat recovery technique.

Development of an innovative non rule-based energy management strategy for a Hybrid Electric Vehicle, structured for predictive driving controls based on external information knowledge

Recently, the interest of the automotive market for hybrid vehicles has increased due to the more restrictive pollutants emissions legislation and to the necessity of decreasing the fossil fuel consumption, since such solution allows a consistent improvement of the vehicle global efficiency. The term hybridization regards the energy flow in the powertrain of a vehicle: a standard vehicle has, usually, only one energy source and one energy tank; instead, a hybrid vehicle has at least two energy sources. In most cases, the prime mover is an internal combustion engine (ICE) while the auxiliary energy source can be mechanical, electrical, pneumatic or hydraulic. It is expected from the control unit of a hybrid vehicle the use of the ICE in high efficiency working zones and to shut it down when it is more convenient, while using the EMG at partial loads and as a fast torque response during transients. However, the battery state of charge may represent a limitation for such a strategy. That’s the reason why, in most cases, energy management strategies are based on the State Of Charge, or SOC, control. Several studies have been conducted on this topic and many different approaches have been illustrated. The purpose of this dissertation is to develop an online (usable on-board) control strategy in which the operating modes are defined using an instantaneous optimization method that minimizes the equivalent fuel consumption of a hybrid electric vehicle. The equivalent fuel consumption is calculated by taking into account the total energy used by the hybrid powertrain during the propulsion phases. The first section presents the hybrid vehicles characteristics. The second chapter describes the global model, with a particular focus on the energy management strategies usable for the supervisory control of such a powertrain. The third chapter shows the performance of the implemented controller on a NEDC cycle compared with the one obtained with the original control strategy.

An investigation of gaseous and particulate emissions from compression ignition engines operated with alternative fuels, injection technologies, and combustion strategies

Whilst the compression ignition (CI) engine exhibits many design advantages relative to its spark ignition engine counterpart; such as: high thermal efficiency, fuel economy and low carbon monoxide and hydrocarbon emissions, the issue of Diesel Particulate Matter (DPM) emissions continues to be an unresolved problem for the CI engine. Primarily, this thesis investigates a range of DPM mitigation strategies such as alternative fuels, injection technologies and combustion strategies conducted with a view to determine their impact on the physico-chemical properties of DPM emissions, and consequently to shed light on their likely human health impacts. Regulated gaseous emissions, Nitric oxide (NO), Carbon monoxide (CO), and Hydrocarbons (HCs), were measured in all experimental campaigns, although the major focus in this research program was on particulate emissions...

Full Chemical Kinetic Simulation of Biogas Early Phase Combustion in SI Engines

This paper presents computational work on the biogas early phase combustion in spark ignition (SI) engines using detailed chemical kinetics. Specifically, the early phase combustion is studied to assess the effect of various ignition parameters such as spark plug location, spark energy, and number of spark plugs. An integrated version of the KIVA-3V and CHEMKIN codes was developed and used for the simulations utilizing detailed kinetics involving 325 reactions and 53 species The results show that location of the spark plug and local flow field play an important role. A central plug configuration, which is associated with higher local flow velocities in the vicinity of the spark plug, showed faster initial combustion. Although a dual plug configuration shows the highest rate of fuel consumption, it is comparable to the rate exhibited by the central plug case. The radical species important in the initiation of combustion are identified, and their concentrations are monitored during the early phase of combustion. The concentration of these radicals is also observed to correlate very well with the above-mentioned trend.Thus, the role of these radicals in promoting faster combustion has been clearly established. It is also observed that the minimum ignition energy required to initiate a self-sustained flame depends on the flow field condition in the vicinity of the spark plug.Increasing the methane content in the biogas has shown improved combustion.