106 resultados para Fuzz Pedal


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This article presents a novel application which has been developed in Visual LISP for an AutoCAD environment, and which shows intuitively and quickly the generation of the Cardioid curve in five different ways (conchoid of a circumference, pedal curve of a circumference, inverse of a parabola, orthoptic curve of a circumference and epicycloid of a circumference). This cyclic curve has a large number of artistic and technical applications, among them the profile of some cams.

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In recent decades, full electric and hybrid electric vehicles have emerged as an alternative to conventional cars due to a range of factors, including environmental and economic aspects. These vehicles are the result of considerable efforts to seek ways of reducing the use of fossil fuel for vehicle propulsion. Sophisticated technologies such as hybrid and electric powertrains require careful study and optimization. Mathematical models play a key role at this point. Currently, many advanced mathematical analysis tools, as well as computer applications have been built for vehicle simulation purposes. Given the great interest of hybrid and electric powertrains, along with the increasing importance of reliable computer-based models, the author decided to integrate both aspects in the research purpose of this work. Furthermore, this is one of the first final degree projects held at the ETSII (Higher Technical School of Industrial Engineers) that covers the study of hybrid and electric propulsion systems. The present project is based on MBS3D 2.0, a specialized software for the dynamic simulation of multibody systems developed at the UPM Institute of Automobile Research (INSIA). Automobiles are a clear example of complex multibody systems, which are present in nearly every field of engineering. The work presented here benefits from the availability of MBS3D software. This program has proven to be a very efficient tool, with a highly developed underlying mathematical formulation. On this basis, the focus of this project is the extension of MBS3D features in order to be able to perform dynamic simulations of hybrid and electric vehicle models. This requires the joint simulation of the mechanical model of the vehicle, together with the model of the hybrid or electric powertrain. These sub-models belong to completely different physical domains. In fact the powertrain consists of energy storage systems, electrical machines and power electronics, connected to purely mechanical components (wheels, suspension, transmission, clutch…). The challenge today is to create a global vehicle model that is valid for computer simulation. Therefore, the main goal of this project is to apply co-simulation methodologies to a comprehensive model of an electric vehicle, where sub-models from different areas of engineering are coupled. The created electric vehicle (EV) model consists of a separately excited DC electric motor, a Li-ion battery pack, a DC/DC chopper converter and a multibody vehicle model. Co-simulation techniques allow car designers to simulate complex vehicle architectures and behaviors, which are usually difficult to implement in a real environment due to safety and/or economic reasons. In addition, multi-domain computational models help to detect the effects of different driving patterns and parameters and improve the models in a fast and effective way. Automotive designers can greatly benefit from a multidisciplinary approach of new hybrid and electric vehicles. In this case, the global electric vehicle model includes an electrical subsystem and a mechanical subsystem. The electrical subsystem consists of three basic components: electric motor, battery pack and power converter. A modular representation is used for building the dynamic model of the vehicle drivetrain. This means that every component of the drivetrain (submodule) is modeled separately and has its own general dynamic model, with clearly defined inputs and outputs. Then, all the particular submodules are assembled according to the drivetrain configuration and, in this way, the power flow across the components is completely determined. Dynamic models of electrical components are often based on equivalent circuits, where Kirchhoff’s voltage and current laws are applied to draw the algebraic and differential equations. Here, Randles circuit is used for dynamic modeling of the battery and the electric motor is modeled through the analysis of the equivalent circuit of a separately excited DC motor, where the power converter is included. The mechanical subsystem is defined by MBS3D equations. These equations consider the position, velocity and acceleration of all the bodies comprising the vehicle multibody system. MBS3D 2.0 is entirely written in MATLAB and the structure of the program has been thoroughly studied and understood by the author. MBS3D software is adapted according to the requirements of the applied co-simulation method. Some of the core functions are modified, such as integrator and graphics, and several auxiliary functions are added in order to compute the mathematical model of the electrical components. By coupling and co-simulating both subsystems, it is possible to evaluate the dynamic interaction among all the components of the drivetrain. ‘Tight-coupling’ method is used to cosimulate the sub-models. This approach integrates all subsystems simultaneously and the results of the integration are exchanged by function-call. This means that the integration is done jointly for the mechanical and the electrical subsystem, under a single integrator and then, the speed of integration is determined by the slower subsystem. Simulations are then used to show the performance of the developed EV model. However, this project focuses more on the validation of the computational and mathematical tool for electric and hybrid vehicle simulation. For this purpose, a detailed study and comparison of different integrators within the MATLAB environment is done. Consequently, the main efforts are directed towards the implementation of co-simulation techniques in MBS3D software. In this regard, it is not intended to create an extremely precise EV model in terms of real vehicle performance, although an acceptable level of accuracy is achieved. The gap between the EV model and the real system is filled, in a way, by introducing the gas and brake pedals input, which reflects the actual driver behavior. This input is included directly in the differential equations of the model, and determines the amount of current provided to the electric motor. For a separately excited DC motor, the rotor current is proportional to the traction torque delivered to the car wheels. Therefore, as it occurs in the case of real vehicle models, the propulsion torque in the mathematical model is controlled through acceleration and brake pedal commands. The designed transmission system also includes a reduction gear that adapts the torque coming for the motor drive and transfers it. The main contribution of this project is, therefore, the implementation of a new calculation path for the wheel torques, based on performance characteristics and outputs of the electric powertrain model. Originally, the wheel traction and braking torques were input to MBS3D through a vector directly computed by the user in a MATLAB script. Now, they are calculated as a function of the motor current which, in turn, depends on the current provided by the battery pack across the DC/DC chopper converter. The motor and battery currents and voltages are the solutions of the electrical ODE (Ordinary Differential Equation) system coupled to the multibody system. Simultaneously, the outputs of MBS3D model are the position, velocity and acceleration of the vehicle at all times. The motor shaft speed is computed from the output vehicle speed considering the wheel radius, the gear reduction ratio and the transmission efficiency. This motor shaft speed, somehow available from MBS3D model, is then introduced in the differential equations corresponding to the electrical subsystem. In this way, MBS3D and the electrical powertrain model are interconnected and both subsystems exchange values resulting as expected with tight-coupling approach.When programming mathematical models of complex systems, code optimization is a key step in the process. A way to improve the overall performance of the integration, making use of C/C++ as an alternative programming language, is described and implemented. Although this entails a higher computational burden, it leads to important advantages regarding cosimulation speed and stability. In order to do this, it is necessary to integrate MATLAB with another integrated development environment (IDE), where C/C++ code can be generated and executed. In this project, C/C++ files are programmed in Microsoft Visual Studio and the interface between both IDEs is created by building C/C++ MEX file functions. These programs contain functions or subroutines that can be dynamically linked and executed from MATLAB. This process achieves reductions in simulation time up to two orders of magnitude. The tests performed with different integrators, also reveal the stiff character of the differential equations corresponding to the electrical subsystem, and allow the improvement of the cosimulation process. When varying the parameters of the integration and/or the initial conditions of the problem, the solutions of the system of equations show better dynamic response and stability, depending on the integrator used. Several integrators, with variable and non-variable step-size, and for stiff and non-stiff problems are applied to the coupled ODE system. Then, the results are analyzed, compared and discussed. From all the above, the project can be divided into four main parts: 1. Creation of the equation-based electric vehicle model; 2. Programming, simulation and adjustment of the electric vehicle model; 3. Application of co-simulation methodologies to MBS3D and the electric powertrain subsystem; and 4. Code optimization and study of different integrators. Additionally, in order to deeply understand the context of the project, the first chapters include an introduction to basic vehicle dynamics, current classification of hybrid and electric vehicles and an explanation of the involved technologies such as brake energy regeneration, electric and non-electric propulsion systems for EVs and HEVs (hybrid electric vehicles) and their control strategies. Later, the problem of dynamic modeling of hybrid and electric vehicles is discussed. The integrated development environment and the simulation tool are also briefly described. The core chapters include an explanation of the major co-simulation methodologies and how they have been programmed and applied to the electric powertrain model together with the multibody system dynamic model. Finally, the last chapters summarize the main results and conclusions of the project and propose further research topics. In conclusion, co-simulation methodologies are applicable within the integrated development environments MATLAB and Visual Studio, and the simulation tool MBS3D 2.0, where equation-based models of multidisciplinary subsystems, consisting of mechanical and electrical components, are coupled and integrated in a very efficient way.

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Mode of access: Internet.

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National Highway Traffic Safety Administration, Washington, D.C.

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National Highway Traffic Safety Administration, Washington, D.C.

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National Highway Traffic Safety Administration, Washington, D.C.

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Marche solennelle -- Méditation -- Pastorale -- Alla fuga -- Elégie -- Capriccio -- Andante religioso -- Mélodie -- Prière -- Deux préludes -- En forme de canon -- Scherzo.

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A one-dimensional computational model of pilling of a fibre assembly has been created. The model follows a set of individual fibres, as free ends and loops appear as fuzz and arc progressively withdrawn from the body of the assembly, and entangle to form pills, which eventually break off or are pulled out. The time dependence of the computation is given by ticks, which correspond to cycles of a wear and laundering process. The movement of the fibres is treated as a reptation process. A set of standard values is used as inputs to the computation. Predictions arc given of the change with a number Of cycles of mass of fuzz, mass of pills, and mass removed from the assembly. Changes in the standard values allow sensitivity studies to be carried out.

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Mechanistic models of pilling are discussed in general terms, and a framework for pilling simulations is thereby created. A fundamental flaw in earlier models of pilling is revealed. A more comprehensive model of fibre diffusion and withdrawal from the fabric is proposed, and this is solved in general terms to find the rate of fuzz growth. Fuzz wear-off and entanglement into pills are discussed. Fibre fatigue is introduced, and it is demonstrated that this potentially increases the rate of withdrawal of anchor fibres.

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The issues involved in planning for pedal cyclists are examined with reference to the West Midlands County. Working with a local cycling campaign group, the researcher uses action research methods to investigate and influence the campaign. Development of cycle planning is traced through the literature, focusing on bicycle ownership, bicycle use and cycling policy. UK practice is contrasted with the integrated approach of other countries. An extensive bibliography is provided. Local authority cycle planning through the TPP process is systematically assessed over three years. This provides a context for the information regarding cycling in the West Midlands. Existing data is presented from the 1981 Census and local police road accident and bicycle theft records. The developing relationship between the local authority and the cycle campaign group is narrated in detail, explaining the problems that can beset efforts to improve conditions for cyclists. The researcher was closely involved in this interaction, particularly with policy and a major public inquiry. A survey of the Cycle Campaign Network indicates that the local group was not atypical. To provide information relevant to the local campaign and for effective local planning, a survey of 3,500 West Midlands residents was conducted using a novel combination of questionnaires and interviews. It shows that 1) Bicycle ownership and use is considerably higher than indicated by the 1978/9 National Travel Survey 2) Cycling is most import to certain disadvantaged sections of the community, particularly the young, those without access to a car and in the lower SEGs. The broader issues of transport policy are discussed, concluding that cycling is regarded as a marginal activity and that changes in general transport policy, land use planning and fiscal arrangements are necessary conditions for cycle planning to succeed. An integrated package of cycling measures involving engineering, education, enforcement and encouragement is also required. Recommendations are made concerning central government, local authorities and cycle campaign groups. Subjects for further research are identified.

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Background Cell-cell interactions are a basic principle for the organization of tissues and organs allowing them to perform integrated functions and to organize themselves spatially and temporally. Peptidic molecules secreted by neurons and epithelial cells play fundamental roles in cell-cell interactions, acting as local neuromodulators, neurohormones, as well as endocrine and paracrine messengers. Allatotropin (AT) is a neuropeptide originally described as a regulator of Juvenile Hormone synthesis, which plays multiple neural, endocrine and myoactive roles in insects and other organisms. Methods A combination of immunohistochemistry using AT-antibodies and AT-Qdot nanocrystal conjugates was used to identify immunoreactive nerve cells containing the peptide and epithelial-muscular cells targeted by AT in Hydra plagiodesmica. Physiological assays using AT and AT- antibodies revealed that while AT stimulated the extrusion of the hypostome in a dose-response fashion in starved hydroids, the activity of hypostome in hydroids challenged with food was blocked by treatments with different doses of AT-antibodies. Conclusions AT antibodies immunolabeled nerve cells in the stalk, pedal disc, tentacles and hypostome. AT-Qdot conjugates recognized epithelial-muscular cell in the same tissues, suggesting the existence of anatomical and functional relationships between these two cell populations. Physiological assays indicated that the AT-like peptide is facilitating food ingestion. Significance Immunochemical, physiological and bioinformatics evidence advocates that AT is an ancestral neuropeptide involved in myoregulatory activities associated with meal ingestion and digestion.

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Uma transcrição musical consiste numa composição adaptada de uma obra original para outra instrumentação, que não a inicialmente definida pelo compositor. Nestas, o conteúdo original tende a permanecer o mais fiel possível (De Vente, 2005). A partir do século XIX esta prática tornou-se corrente e prolífica. Atualmente, o uso de transcrições é bastante comum, especialmente quando destinado a instrumentos musicais com uma história recente devido à sua falta de repertório canónico. Um instrumento característico deste último grupo é o saxofone para o qual se tem transcrito uma grande quantidade de obras com especial ênfase nos períodos barroco e romântico. Nesta monografia detalho uma abordagem metodológica à transcrição musical que visa expandir o repertório para saxofone para além dos períodos barroco e romântico, assim como instrumentações e desafios diversos no processo de adaptação tais como: adaptar obras polifónicas para um instrumento monofónico, transcrever gestos técnicos e específicos de um instrumento de corda e criar continuidades sonoras típicas do uso do pedal no piano no saxofone. O processo de transcrição descrito nesta monografia impõe uma metamorfose timbrica às obras originais e oferece ao ouvinte uma perspectiva diferente sobre o conteúdo musical assim como questiona conceitos de autenticidade e autoria. Quatro composições que seguem a atual proposta de transcrição são apresentadas e documentadas. De ressaltar a diversidade de escolhas do repertório transcrito em termos de estilo, e instrumentação que se traduzem num grande desafio na adaptação ao saxofone, entre estas: Dream, John Cage, Chaccone em Sol menor, Tomaso Vitali, Fratres, Arvo Pärt e o Inverno das Quatro Estações, Antonio Vivaldi.

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Boloceroides spp. are looking like an untidy mop, this anemone is sometimes seen in sea grass areas on many of our shores. It is possibly seasonal. Sometimes, large numbers are seen (up to 10-20 animals in a trip) and then none at all.  Tiny swimming anemones may sometimes be confused with Sea grass anemones which have translucent tentacles with tiny spots. The swimming anemone harbors symbiotic single-celled algae (zooxanthellae). The algae undergo photosynthesis to produce food from sunlight. The food produced is shared with the sea anemone, which in return provides the algae with shelter and minerals. The oral disk and tentacle muscles are used to obtain, retain, and ingest prey; in Boloceroides spp. tentacles can autotomize if it is needed to evade a predator. Tentacles can control body form by use of their endodermal muscles. Retractors are longitudinal muscles that will aid in withdrawing tentacles and the oral disk if they are exposed to the open air.  This hypothesis is furthered because in comparison to other sea anemones, Boloceroides is loosely attached to its respective substrate, thus allowing the pedal disk to detach quickly resulting in a rapid swimming response. Boloceroides can reproduce both sexually and asexually. As Anthozoans, Boloceroides produce sexually by bypassing the medusa life cycle stage; this allows Boloceroides (and all Anthozoans) to release their egg and sperm creating planula a bilaterally symmetrical, flattened, ciliated, motile larva.

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Anêmonas-do-mar são pólipos solitários, bentônicos, de pouca mobilidade, que habitam regiões entre-marés. Devido a estas características, são organismos que podem ser atingidos diretamente pela poluição aquática, no entanto, são pouco utilizados como modelo ecotoxicológico. O cobre é um metal essencial, que em altas concentrações pode ser tóxico, sendo bastante comum em ecossistemas marinhos. Um dos mecanismos de toxicidade do cobre envolve a produção de espécies reativas de oxigênio (ERO), podendo levar as células ao estresse oxidativo, que tem como característica danos celulares, inclusive no DNA. Muitos organismos possuem um mecanismo que bombeia os xenobióticos para fora da célula – multixenobiotic resistance (MXR) – que visa prevenir as células dos danos tóxicos causados pelo contaminante. Com isso, o presente trabalho estudou a capacidade de defesa e dano ao DNA à toxicidade causada pelo cobre em células de anêmonas Bunodosoma cangicum. Para isto, células de anêmonas, mantidas em cultura primária através de explante do disco podal, foram expostas ao cobre a duas concentrações (7,8 µg.L-1 Cu e 15,6 µg.L-1 Cu), além do grupo controle, por 6 e 24 h. Antes e após as exposições as células tiveram sua viabilidade avaliada através do método de exclusão por azul de tripan (0,08%) para analisar a citotoxicidade. Parâmetros como a indução do mecanismo MXR através do método de acúmulo de rodamina-B, espécies reativas de oxigênio e ensaio cometa, também foram avaliados. Os resultados obtidos mostram que o cobre é citotóxico, sendo constatada uma queda na viabilidade e no número de células, principalmente após 24 h de exposição, sendo que na concentração de cobre de 15,6 µg.L-1 , foi possível observar uma diminuição de 40% na viabilidade e uma redução em 36% no número de células (p < 0,05, n = 6). Em relação ao fenótipo MXR, foi observada uma ativação do mecanismo apenas naquelas células expostas ao cobre 7,8 µg.L-1 (53%) no tempo de 24 h (p < 0,05, n = 5). Na análise da geração de ERO foi observado um aumento de 11,5% naquelas células expostas por 6 h na concentração mais alta de cobre 15,6 µg.L-1 . Nas células que foram expostas por 24 h, o aumento de espécies reativas pode ser percebido já na concentração de 7,8 µg.L-1 , elevando-se para cerca de 20% quando exposto a 15,6 µg.L-1 (p < 0,05, n = 4-5). Quanto ao dano de DNA, foram vistas quebras na molécula desde 7,8 µg.L-1 Cu em 6 h, com danos ainda mais salientes naquelas células expostas por 24 h, na concentração de 7,8 µg.L -1 Cu (p < 0,05, n = 3-4), e para 15,6 µg.L-1 Cu a viabilidade celular (número de células) não permitiu a análise. Com base nestes dados, pode-se dizer que o cobre, mesmo em baixas concentrações causa estresse em células de B. cangicum, sendo citotóxico. Este metal causa estresse oxidativo com dano à molécula de DNA mesmo com a ativação do mecanismo de defesa.

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Apesar de ser um micronutriente essencial aos organismos, o cobre (Cu) é tóxico quando presente em elevadas concentrações na água. O mecanismo pelo qual este metal exerce sua toxicidade em invertebrados marinhos ainda não está bem estabelecido. Dentre os diversos efeitos relatados, observa-se uma redução do consumo de oxigênio corporal e tecidual no marisco Mesodesma mactroides exposto (96 h) ao Cu (150 µg L-1 ) em água do mar (salinidade 30). Portanto, o objetivo do presente estudo foi avaliar os efeitos desta exposição ao Cu no metabolismo energético em teciduais do marisco M. mactroides. Os conteúdos de ATP e coenzimas (NAD+ e NADH) nas brânquias, glândula digestiva e músculo pedal não foram alterados pela exposição ao Cu, indicando que estes tecidos mantiveram suas capacidades de produção aeróbica de energia. Porém, foi observada uma redução no conteúdo hemolinfático de ATP. Quanto ao conteúdo de proteínas, houve um aumento na glândula digestiva, que pode estar associado à maior oxidação de proteínas já relatada para esse tecido após exposição ao Cu. Os conteúdos de lipídios, glicogênio e glicose permaneceram inalterados em todos os tecidos analisados, exceto no músculo pedal, onde foi observada uma redução no conteúdo de glicose. Por isso, os conteúdos de piruvato e lactato também foram analisados no músculo pedal e na hemolinfa. Em ambos tecidos, foi observado um aumento do conteúdo de lactato, sem alteração no conteúdo de piruvato. Portanto, os resultados do presente estudo sugerem que os tecidos de M. mactroides utilizam a anaerobiose para obtenção de energia durante a exposição ao Cu, conforme demonstrado no músculo pedal e hemolinfa. Apesar disso, a hemolinfa não é capaz de manter o nível de ATP nas condições experimentais testadas.