Speed estimation for induction motor using neural networks method

This work presents an alternative approach based on neural network method in order to estimate speed of induction motors, using the measurement of primary variables such as voltage and current. Induction motors are very common in many sectors of the industry and assume an important role in the national energy policy. The nowadays methodologies, which are used in diagnosis, condition monitoring and dimensioning of these motors, are based on measure of the speed variable. However, the direct measure of this variable compromises the system control and starting circuit of an electric machinery, reducing its robustness and increasing the implementation costs. Simulation results and experimental data are presented to validate the proposed approach. © 2003-2012 IEEE.

Avaliação do desempenho de um aeromotor de eixo vertical

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES)

Comportamento mecânica da mola T de Beta-titânio: influência da marca comercial e do alivio de tensão estrutural

Pós-graduação em Ciências Odontológicas - FOAR

Seasonal changes in the gonadossomatic index, allometric condition factor and sex ratio of an auchenipterid catfish from eastern Amazonia

O objetivo deste estudo foi avaliar alterações sazonais no índice gonadossomático (IGS%), fator de condição (K) e proporção sexual, a fim de determinar o período de atividade reprodutiva do bagre Auchenipterichthys longimanus (Siluriformes: Auchenipteridae), a partir da análise de exemplares coletados em igarapés da Floresta Nacional de Caxiuanã, estado do Pará, Brasil. Através de coletas bimestrais entre julho de 2008 e julho de 2009, foram capturados 589 exemplares de A. longimanus, sendo 251 machos e 338 fêmeas. Dentre os machos, 171 exemplares foram classificados como adultos e 80 foram jovens, e dentre as fêmeas, 249 eram adultas e 89 jovens. Por meio do estabelecimento de uma equação senoidal, a análise do IGS% evidenciou uma assincronia reprodutiva entre os sexos, pois os machos obtiveram maiores valores de IGS% em janeiro e as fêmeas apresentaram seu pico em março. Para os valores de IGS% de machos, a equação senoide mostrou-se significante somente para os valores brutos (P=0,001), sendo não identificada uma tendência com os valores médios do IGS% (P=0,136). Para as fêmeas, os valores de significância da equação senoide para o IGS% foram obtidos tanto para os dados brutos (P=0,012) quanto para os dados médios (P=0,026). Para o Fator de Condição, a equação senoide demonstrou variação nos valores brutos e médios de machos adultos (P=0,02 e P=0,00, respectivamente) e nos valores brutos de fêmeas (P=0,04), refletindo diferenças nos padrões de investimento energético entre os sexos. Em relação à proporção sexual, foi observada uma maior frequência de capturas de fêmeas reprodutivas em relação aos machos nos meses de Janeiro e Março de 2009, sugerindo um padrão de segregação sexual com fins reprodutivos. Esses parâmetros são fundamentais na avaliação, conservação e manejo dos estoques naturais de peixes, assim como para subsidiar estratégias e procedimentos para a preservação e conservação da ictiofauna.

Ethanolysis optimisation of Jupati (Raphia taedigera Mart.) oil to biodiesel using response surface methodology

In this work, the transesterification of jupati (Raphia taedigera Mart.) oil using ethanol and acid catalyst was examined. The production of biodiesel was performed using a central composite design (CCD). A range of values for catalyst concentration (1 to 4.21%), temperature (70-80 °C), and the molar ratio of alcohol to oil (6:1-13.83:1) were tested, and ester content, viscosity, and yield were the response variables. The synthesis process was optimised using response surface methodology (RSM), resulting in the following optimal conditions for the production of jupati ethyl esters: a catalyst concentration of 3.85% at 80 °C and an alcohol-to-oil molar ratio of 10:1.

Nucleon thermal width owing to pion-baryon loops and its contributions to shear viscosity

Fundação de Amparo à Pesquisa do Estado de São Paulo (FAPESP)

Investigação de técnicas para o acompanhamento do desgaste de um par engrenado utilizando tribologia e análise da resposta dinâmica processada via função densidade probabilidade Beta

Pós-graduação em Engenharia Mecânica - FEIS

PHYSICO-CHEMICAL, SPECTROSCOPICAL AND THERMAL CHARACTERIZATION OF BIODIESEL OBTAINED BY ENZYMATIC ROUTE AS A TOOL TO SELECT THE MOST EFFICIENT IMMOBILIZED LIPASE

Two microbial lipases from Burkholderia cepacia and Pseudomonas fluorescens were evaluated as catalysts for the enzymatic transesterification of beef tallow with ethanol and the most efficient lipase source was selected by taking into account the properties of the product to be used as fuel. Both lipases were immobilized on an epoxy silica-polyvinyl alcohol composite by covalent immobilization and used to perform the reactions under the following operational conditions: beef tallow-to-ethanol molar ratio of 1:9, 45 degrees C and 400 units of enzymatic activity per gram of fat. Products, characterized using Fourier Transform Infrared spectroscopy (FTIR), viscosimetry, thermogravimetry and H-1 NMR spectroscopy, suggested that the biodiesel sample obtained in the reaction catalyzed by Burkholderia cepacia lipase has the best set of properties for fuel usage.

Physico-chemical, spectroscopical and thermal characterization of biodiesel obtained by enzymatic route as a tool to select the most efficient immobilized lipase

Two microbial lipases from Burkholderia cepacia and Pseudomonas fluorescens were evaluated as catalysts for the enzymatic transesterification of beef tallow with ethanol and the most efficient lipase source was selected by taking into account the properties of the product to be used as fuel. Both lipases were immobilized on an epoxy silica-polyvinyl alcohol composite by covalent immobilization and used to perform the reactions under the following operational conditions: beef tallow-to-ethanol molar ratio of 1:9, 45ºC and 400 units of enzymatic activity per gram of fat. Products, characterized using Fourier Transform Infrared spectroscopy (FTIR), viscosimetry, thermogravimetry and ¹H NMR spectroscopy, suggested that the biodiesel sample obtained in the reaction catalyzed by Burkholderia cepacia lipase has the best set of properties for fuel usage.

Acclimatization to 4100 m does not change capillary density or mRNA expression of potential angiogenesis regulatory factors in human skeletal muscle

[EN] Increased skeletal muscle capillary density would be a logical adaptive mechanism to chronic hypoxic exposure. However, animal studies have yielded conflicting results, and human studies are sparse. Neoformation of capillaries is dependent on endothelial growth factors such as vascular endothelial growth factor (VEGF), a known target gene for hypoxia inducible factor 1 (HIF-1). We hypothesised that prolonged exposure to high altitude increases muscle capillary density and that this can be explained by an enhanced HIF-1alpha expression inducing an increase in VEGF expression. We measured mRNA levels and capillary density in muscle biopsies from vastus lateralis obtained in sea level residents (SLR; N=8) before and after 2 and 8 weeks of exposure to 4100 m altitude and in Bolivian Aymara high-altitude natives exposed to approximately 4100 m altitude (HAN; N=7). The expression of HIF-1alpha or VEGF mRNA was not changed with prolonged hypoxic exposure in SLR, and both genes were similarly expressed in SLR and HAN. In SLR, whole body mass, mean muscle fibre area and capillary to muscle fibre ratio remained unchanged during acclimatization. The capillary to fibre ratio was lower in HAN than in SLR (2.4+/-0.1 vs 3.6+/-0.2; P<0.05). In conclusion, human muscle VEGF mRNA expression and capillary density are not significantly increased by 8 weeks of exposure to high altitude and are not increased in Aymara high-altitude natives compared with sea level residents.

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.

Soft tissue profile changes after bilateral sagittal split osteotomy for mandibular setback: a systematic review

PURPOSE: To evaluate the ratio of soft tissue to hard tissue in bilateral sagittal split setback osteotomy with rigid internal fixation or wire fixation. MATERIALS AND METHODS: A literature search was performed using PubMed, Medline, CINAHL, Web of Science, the Cochrane Library, and Google Scholar Beta. From the original 766 articles identified, 8 articles were included. Two articles were prospective and 6 retrospective. The follow-up period ranged from 1 year to 12.7 years for rigid internal fixation. Two articles on wire fixation were found to be appropriate for inclusion. RESULTS: The differences between short- and long-term ratios of the lower lip to lower incisors for bilateral sagittal split setback osteotomy with rigid internal fixation or wire fixation were quite small. The ratio was 1:1 in the long term and by trend slightly lower in the short term. No distinction was seen between the short- and long-term ratios for mentolabial fold. The ratio was found to be 1:1 for the mentolabial fold to point B. In the short term, the ratio of the soft tissue pogonion to the pogonion showed a 1:1 ratio, with a trend to be lower in the long term. The upper lip showed mainly protrusion, but the amount was highly variable. CONCLUSIONS: This systematic review shows that evidence-based conclusions on soft tissue changes are difficult to draw. This is mostly because of inherent problems of retrospective studies, inferior study designs, and the lack of standardized outcome measurements. Well-designed prospective studies with sufficient samples and excluding additional surgery, ie, genioplasty or maxillary surgery, are needed.

An investigation of phenolic glycoside and condensed tannin homeostasis in Populus by salicyl alcohol feeding to cell cultures and by transgenic manipulation of the sucrose transporter, PTSUT4, in planta

Secondary metabolites play an important role in plant protection against biotic and abiotic stress. In Populus, phenolic glycosides (PGs) and condensed tannins (CTs) are two such groups of compounds derived from the common phenylpropanoid pathway. The basal levels and the inducibility of PGs and CTs depend on genetic as well as environmental factors, such as soil nitrogen (N) level. Carbohydrate allocation, transport and sink strength also affect PG and CT levels. A negative correlation between the levels of PGs and CTs was observed in several studies. However, the molecular mechanism underlying such relation is not known. We used a cell culture system to understand negative correlation of PGs and CTs. Under normal culture conditions, neither salicin nor higher-order PGs accumulated in cell cultures. Several factors, such as hormones, light, organelles and precursors were discussed in the context of aspen suspension cells’ inability to synthesize PGs. Salicin and its isomer, isosalicin, were detected in cell cultures fed with salicyl alcohol, salicylaldehyde and helicin. At higher levels (5 mM) of salicyl alcohol feeding, accumulation of salicins led to reduced CT production in the cells. Based on metabolic and gene expression data, the CT reduction in salicin-accumulating cells is partly a result of regulatory changes at the transcriptional level affecting carbon partitioning between growth processes, and phenylpropanoid CT biosynthesis. Based on molecular studies, the glycosyltransferases, GT1-2 and GT1-246, may function in glycosylation of simple phenolics, such as salicyl alcohol in cell cultures. The uptake of such glycosides into vacuole may be mediated to some extent by tonoplast localized multidrug-resistance associated protein transporters, PtMRP1 and PtMRP6. In Populus, sucrose is the common transported carbohydrate and its transport is possibly regulated by sucrose transporters (SUTs). SUTs are also capable of transporting simple PGs, such as salicin. Therefore, we characterized the SUT gene family in Populus and investigated, by transgenic analysis, the possible role of the most abundantly expressed member, PtSUT4, in PG-CT homeostasis using plants grown under varying nitrogen regimes. PtSUT4 transgenic plants were phenotypically similar to the wildtype plants except that the leaf area-to-stem volume ratio was higher for transgenic plants. In SUT4 transgenics, levels of non-structural carbohydrates, such as sucrose and starch, were altered in mature leaves. The levels of PGs and CTs were lower in green tissues of transgenic plants under N-replete, but were higher under N-depleted conditions, compared to the levels in wildtype plants. Based on our results, SUT4 partly regulates N-level dependent PG-CT homeostasis by differential carbohydrate allocation.

Evaluation of factors affecting speed perception in a driving simulator

The present study was conducted to determine the effects of different variables on the perception of vehicle speeds in a driving simulator. The motivations of the study include validation of the Michigan Technological University Human Factors and Systems Lab driving simulator, obtaining a better understanding of what influences speed perception in a virtual environment, and how to improve speed perception in future simulations involving driver performance measures. Using a fixed base driving simulator, two experiments were conducted, the first to evaluate the effects of subject gender, roadway orientation, field of view, barriers along the roadway, opposing traffic speed, and subject speed judgment strategies on speed estimation, and the second to evaluate all of these variables as well as feedback training through use of the speedometer during a practice run. A mixed procedure model (mixed model ANOVA) in SAS® 9.2 was used to determine the significance of these variables in relation to subject speed estimates, as there were both between and within subject variables analyzed. It was found that subject gender, roadway orientation, feedback training, and the type of judgment strategy all significantly affect speed perception. By using curved roadways, feedback training, and speed judgment strategies including road lines, speed limit experience, and feedback training, speed perception in a driving simulator was found to be significantly improved.

Spatial heterogeneity and lake morphology affect diffusive greenhouse gas emission estimates of lakes

Most estimates of diffusive flux (F) of methane (CH4) and carbon dioxide (CO2) from lakes are based on single-point flux chamber measurements or on piston velocity (k) modeled from wind speed and single-point measurements of surface water gas concentrations (C-aq). We analyzed spatial variability of F of CH4 and CO2, as well as C-aq and k in 22 European lakes during late summer. F and k were higher in the lake centers, leading to considerable bias when extrapolating single-point chamber measurements to whole-lake estimates. The ratio of our empirical k estimates to wind speed-modeled k was related to lake size and shape, suggesting a lake morphology effect on the relationship between wind speed and k. This indicates that the error inherent to established wind speed models can be reduced by determining k and C-aq at multiple sites on lakes to calibrate wind speed-modeled k to the local system.