No description available.

This master thesis project consisted of three parts that all were performed through CFD simulations with the purpose to develop Scania's methods in the subject of CFD. All parts included simulations on Scania's SC92T70 centrifugal compressor. Part one consisted of performing a mesh study for the purpose of reliability, to investigate the convergence of different parameters by refining the boundary layer. The method used is an inflation option called First layer thickness. Five different meshes were generated where the Richardson extrapolation method was used to examine the parameters between the mesh renements. From the result from the examined parameters, an approximate relative error could be calculated to be less than 0.52 %, and a numerical uncertainty of less than 0.35 %, between Mesh3 and Mesh4. In addition to that, Mesh3 had a simulation time of one hour less than for Mesh4. These results motivated the use of mesh3 to be refined enough for further work in this thesis project. This mesh ended at 37, 915, 257 number of elements. The second part consisted of performing steady state CFD simulations, to examine different parameters in order to find indications of the phenomena surge. Here, experimental data was used as reliance to perform CFD simulations on the compressor. Design points from experimental data was used, that ranged from low mass flow rates where surge arises, to high mass flow rates where another phenomena called choke occur. Except for the design points taken from experimental data, a few extra design points where included at low mass flow rates (in the region of surge). The goal was that the analysis of the different parameters would generate fluctuations on the result for the design points in surge region. Four different rotational speeds on the compressor were examined, 56k, 69k, 87k and 110k revolutions per minute. A total of 140 different parameters were examined, where 10 of these indicated on surge. All of these parameters that indicated on surge where found in regions of vicinity to the compressor wheel, which are the regions subjected to the phenomena.The parameters indicating on surge where mass flow, pressure coefficient, static pressure and temperature. Indications where found at the wheel inlet, ported shroud, and wheel outlet interfaces. The indications were only found for the two lower rotational speeds of the compressor wheel. To capture the behaviour on higher rotational speeds, more design points in the region of surge are needed, or transient simulations. Part three of the thesis project consisted of investigating the methodology of performing a Conjugate Heat Transfer model (CHT) with the CFD code CFX. This part has not been performed by Scania before, so a big part of the problem was to investigate if it actually was achievable. The goal was to use this model to calculate the heat transfer between fluid and solid parts, as well as between the solid parts and the ambient. One question Scania wanted to answer was if the CHT model could generate aerodynamic performance that corresponds to Scania's traditional adiabatic model, as well as to experimental data of the compressor. In this part, both solid and fluid domains were included in the geometryto calculate heat transport, in contrast to the traditional adiabatic model that only uses the fluid domains. Because of that, a big part of the work consisted of defining all interfaces connecting together surfaces between all domains. This is needed to model heat transport between the domains. In the set up part in CFX, the CHT model differed a lot from the traditional adiabatic model in that way that the outer walls was not set up as adiabatic anymore. In the CHT model, instead heat transfer is allowed between the outer walls of the fluids and the solids. From the result simulations, one could see that the CHT model was able to compute the heat transfer between fluids and solids. It also managed to export thermal data such as heat flux and wall heat transfer coefficient to be used for mechanical analysis, which is an important part in Scania's work. From the analysis of aerodynamic performance, a conclusion was drawn that the CHT model was able to compute efficiency and pressure ratio that followed the behaviour ofthe traditional adiabatic model as well as experimental data. However, for lowermass flows, the CHT model started to underpredict which could be explained by the geometrical differences between the CHT and adiabatic model. By analysis of temperature, one could see quantitative differences compared to the traditional adiabatic model. For other parameters (static and total pressure), there were no experimental data to be used for comparison. Because of that, an important part in future work of this CHT method development is to perform more experimental test for CFD data to be compared against. Another important part to compare the models is to have an identical geometry. Without an identical geometry, deviations in result will occur that depends on geometry.

The study of Heating, Ventilation and Air Conditioning (HVAC) system performance is important to understand its energy consumption, especially for electric vehicles. The purpose of this thesis is to develop a methodology to simulate the flow within the Scania S20H cab while also capturing the thermal properties of the fluid and solids within the cab. This is done by setting up a heat-up simulation of a stationary cab in STAR-CCM+ (Siemens Industry Software Inc, Plano TX,USA). The thesis speaks about the limitations with the current methodologies and delves into the theoretical aspects of such a scenario. The new method is a complete Computational Fluid Dynamics (CFD) method that involves conjugate heat transfer, shell modeling and temperature dependent Heat Transfer Coefficient (HTC). A benchmark case is run to understand the uncertainties introduced by virtue of the shell model. When its effects are understood and deemed minimal in the context of thesis, a steady state case for the full truck model is simulated. After it was found that the physics is well captured, a fully transient case is run to validate the model against the experimental data. The simulations best capture the behaviour of low insulation and low thickness areas such as the windshield. The gap between the simulation and experiment increases with increasing thickness and insulation. The model is found to perform mostly well with some variations between regions in the cab. The thesis satisfied its objectives in developing a methodology to better ease the conceptual design process. Additionally, guidelines for the workflow of the methodology are presented along with the limitations and scope for improvement.

We study a Szego type inequality between the uniform norm of a fractional derivative of a conjugate trigonometric polynomial and the uniform norm of the polynomial itself. We prove that a set of extremal polynomials in the Szego inequality for the zero-order derivative on the set of trigonometric polynomials, in addition to odd polynomials found earlier by L.V.Taikov, contains even polynomials. We also describe the whole class of extremal polynomials / Изучается неравенство типа Сеге между равномерной нормой производной дробного порядка сопряженного тригонометрического полинома и равномерной нормой самого полинома. Доказано, что в неравенстве Сеге для производной нулевого порядка на множестве тригонометрических полиномов имеются как нечетные, найденные ранее Л.В.Тайковым, так и четные экстремальные полиномы. Также полностью описан класс экстремальных полиномов для данного случая.

This doctoral thesis focuses on applying different organocatalysts in several enantioselective reactions and aerobic photooxidations using visible light. Chapter 1 describes using a chiral primary amine-salicylamide derived from (1R,2R)-cyclohexane-1,2-diamine as chiral organocatalyst in the asymmetric conjugate Michael addition of aldehydes and ketones to maleimides, giving the corresponding enantioenriched succinimides. The same organocatalyst is used in the enantioselective Michael addition of aldehydes to nitroalkenes, yielding enantiopure γ-nitroaldehydes. Furthermore, these Michael additions of aldehydes to maleimides and nitroalkenes are carried out employing sustainable and environmentally friendly deep eutectic solvents (DES), being able to reuse the catalytic system for several cycles. Chapter 2 describes using a chiral primary-amine monocarbamate derived from (1R,2R)-cyclohexane-1,2-diamine as chiral organocatalyst in the enantioselective α-amination of aldehydes with azodicarboxylates, obtaining the corresponding α,α-disubstituted aldehydes with the absence of solvent under mild conditions. This simple orgacatalytic system’s applicability is demonstrated by preparing a chiral oxazolidinone precursor of amino acids. The reaction is also successfully scaled-up. In addition, theoretical calculations were performed to demonstrate how the absolute configuration of the final adducts is produced. Chapter 3 shows how riboflavin tetraacetate, a cheap vitamin B2 derivative, is an appropriate metal-free photocatalyst in the aerobic photooxidation of xanthenes, thioxanthenes and dihydroacridines under visible light irradiation. / This research work has been possible thanks to funding from the Spanish Ministerio de Economía y Competitividad (PGC2018-096616-B-100, CTQ201788171-P), the Generalitat Valenciana (AICO 2021/013) and the University of Alicante (VIGROB-173). The author wishes to express his gratitude to the Institute of Organic Synthesis for a research contract (I-PI/21-20) and to the University of Alicante-Banco Santander consortium for a grant to spend a three-months research period in the Chemistry Interdisciplinary Project research center (ChIP) of the University of Camerino (Italy) under the supervision of Dr. Matteo Tiecco.

This master's thesis was conducted in collaboration with ECAPS, where a conjugate heat transfer analysis on their High Performance Green Propulsion (HPGP) 22N thruster was done. ECAPS is a Swedish propulsion company specializing in green propulsion. They develop thrusters for spacecraft orbit and attitude control, utilizing the propellant LMP-103S. LMP-103S is a non-toxic propellant, in contrast to the hazardous monopropellant hydrazine commonly used in thrusters. A previous master's thesis modified the original design of the 22N thruster to make it compatible with additive manufacturing. Some concerns about heat transfer in the feed tube surfaced with the new design as it showed elevated temperatures. The feed tube is a component that works as a pathway where liquid propellant is transported from the flow control assembly to the reactor chamber assembly, where combustion begins. The goal of this master's thesis was to determine the temperatures the liquid propellant reached, and to assess if the liquid propellant was at risk of vaporization in the feed tube before reaching the reactor chamber assembly. Since the feed tube is a limited volume, vaporization of the liquid propellant in the feed tube could have devastating consequences of the structure. Ansys Fluent was used as the Computational Fluid Dynamics (CFD) software, along with the Computer Aided Design (CAD) software NX and Matlab for data handling.  Four extreme case scenarios were determined to be simulated, varying the liquid propellant inlet temperatures from highest to lowest operable temperatures, as well as the thruster's highest and lowest operable inlet pressures. A literature study on conjugate heat transfer in CFD was done, along with determination and calculations of necessary parameters for a correct simulation setup, and a grid independence study. Both steady-state and transient simulations were conducted. The results indicate that when the thruster operates with the highest inlet pressure, there is a risk of vaporization, but critical consequences are less likely to have time to develop. However, for the cases where the thruster operates with its lowest inlet pressure, a significant risk of vaporization in the feed tube is present. The simulated temperature results suggest that the liquid propellant will rapidly vaporize, where increased pressure at the feed tube outlet will be building up as a result of the expanding vapor, leading to a feed tube failure for the vapor to escape through. Therefore, the new design change of the feed tube will most likely not work for the thruster to be able to work under all necessary conditions. New modifications to the feed tube are necessary, or alternatively, the original design of the feed tube could be added afterward to the 3D-printed structure, though this may result in the loss of some benefits of manufacturing the entire structure in one piece.

Affibodymolekyler är små affinitetsproteiner (6.5 kDa) som föreslås kunna ersätta monoklonala antikroppar i terapeutiska tillämpningsområden, exempelvis i antikropp-läkemedelskonjugat (ADCs) som kan navigera sig fram till biomarkörer som är uttryckta på cancerceller. Affibody-läkemedelskonjugat (AffiDC) kan användas för att målsöka just sådana överuttryckta proteiner, samtidigt som de erbjuder goda egenskaper, såsom snabb transportering och spridning i kroppen, och effektiv penetrering genom tumörer. Dessa AffiDC:er skulle kunna användas inom riktad cancerterapi for de cancersjukdomar som fortfarande är i behov av cancerhämmande behandlingar, såsom urotelial cancer.  Den här studien föreslog tillämpning av ABD-kopplade affibodymolekyler för att målsöka ett nytt målprotein som har visats vara överuttryckt i flera olika cancersjukdomar, exempelvis bröst-, pankreas- och urotelial cancer. Affibodykandidater mot målproteinet har valts ur ett rekombinant bibliotek med 1×1011 transformanter som uttrycks med hjälp av en så kallad metod med E. coli celldisplay där affibodymolekylen visas på cellens ytmembran. De slutliga kandidaterna var sedan identifierade och biokemiskt karaktäriserade i in vitro-studie på människoceller, som visade att två av kandidaterna verkade binda till cancercellinjerna BT-474 och MCF-7 med KD omkring 10 till 100 nM. / Affibody molecules are small affinity proteins (6.5 kDa) suggested to substitute monoclonal antibodies in therapeutic applications, e.g., antibody-drug conjugates (ADCs) targeting biomarker proteins expressed on cancer cells. An affibody-drug conjugate (AffiDC) could be used to target these types of overexpressed proteins on cancer cells while offering attractive properties, such as rapid transportation and distribution in the body, as well as efficient tumour penetration. These AffiDCs could be used as a targeted cancer therapy for cancers that are yet to be treatable and curable, like urothelial cancers.  This study suggested the use of ABD-fused affibodies to target a novel cancer protein that has been shown to be overexpressed on cancer cells, including breast, pancreatic and urothelial cancer. Affibody candidates toward this novel target were selected from a recombinant library, of 1×1011 transformants, that is expressed using E. coli cell display system. The final candidates were subsequently biochemically characterized and assessed for affinity for the target. Three affibodies were finally identified and assessed in in vitro studies on mammalian cells, revealing two affibodies that appear to bind to the cell lines BT-474 and MCF-7 with KD ranging 10 to 100 nM.

No description available.

No description available.

No description available.