[ES] A la luz de la crisis medioambiental y del creciente interés en el uso del H2 para avanzar hacia la Economía del Hidrógeno, esta tesis tiene como objetivo analizar y optimizar nuevas arquitecturas de sistemas propulsivos de FCV para aplicaciones en turismos y vehículos pesados en términos de rendimiento, durabilidad e impacto medioambiental. Para ello, se ha desarrollado una plataforma de modelado de FCV multifísica y flexible que integra un modelo de pila de combustible validado junto con los componentes del BoP, los componentes mecánicos y eléctricos del vehículo y el sistema propulsivo, un modelo de degradación de FC semi-empírico informado por tendencias físicas diseñado para ser utilizado en condiciones de conducción y un optimizador de EMS en tiempo real que ofrece el mejor rendimiento dado un diseño de sistema propulsivo y un ciclo de conducción, de tal forma que todas las arquitecturas propuestas para una aplicación determinada sean comparables en términos justos. La discusión de los resultados puede dividirse en tres partes diferentes. La primera está orientada a la optimización del rendimiento del FCS. Los resultados de esta parte ayudaron a identificar la estrategia de gestión del aire que, dado un conjunto de restricciones impuestas en los componentes del BoP, maximizaba la potencia neta del FCS (eficiencia) para cada valor de densidad de corriente. El balance energético resultante, que comprende la potencia producida por la pila de combustible, las perdidas electroquímicas y el consumo de los componentes del BoP, fue analizado y utilizado para determinar y diseñar la estrategia de control de los actuadores del BoP para condiciones de conducción. La segunda parte se centra en la evaluación y optimización, cuando es posible, de la arquitectura FCREx para aplicaciones de turismos y la configuración multi-FCS para aplicaciones de vehículos de transporte pesado. Desde el punto de vista del rendimiento, la arquitectura FCREx ofrecía un consumo mínimo de H2 con una elevada potencia de la pila de combustible y una gran capacidad de la batería, pero este diseño podría ser prohibitivo en términos de costes. Podía ofrecer hasta un 16.8-25% menos de consumo de H2 y un 6.8% menos de consumo de energía. La limitación en la dinámica de esta arquitectura aumento la durabilidad de la FC en un 110% con una penalización en el consumo de H2 del 4.7%. La arquitectura multi-FCS para aplicaciones pesadas podría funcionar con una dinámica aún menor, con un aumento de la durabilidad de la pila del 471% con una penalización en el consumo de H2 del 3.8%, ya que el perfil de conducción de los vehículos pesados suele ser menos dinámico. El control y el dimensionamiento diferencial solo podrían aportar beneficios en términos de impacto ambiental o de coste, pero no de rendimiento. La última parte considera los resultados obtenidos en términos de rendimiento y durabilidad para analizar el impacto medioambiental de cada arquitectura. La estrategia de producción de H2 afecta significativamente a las emisiones del ciclo de vida en ambas aplicaciones sobre cualquier otra elección de diseño. El diseño óptimo para la arquitectura FCREx que minimiza las emisiones tiene una alta potencia de la pila de combustible y una capacidad moderada de la batería. En el caso de la aplicación para vehículos pesados, se identificó la dinámica de control óptima para cada diseño y estrategia de producción de H2, y se determinó que la estrategia de diseño de dimensionado diferencial solo proporcionaba beneficios si se consideraba una tecnología de pila de combustible diferente para las distintas pilas integradas en el sistema propulsivo. / [CA] A la llum de la crisi mediambiental i del creixent interés en l'ús de l'H2 per a avançar cap a l'Economia de l'Hidrogen, aquesta tesi té com a objectiu analitzar i optimitzar noves arquitectures de sistemes propulsius de FCV per a aplicacions en turismes i vehicles pesants en termes de rendiment, durabilitat i impacte mediambiental. Per a això, s'ha desenvolupat una plataforma de modelatge de FCV multifísica i flexible que integra un model de pila de combustible validat juntament amb els components del BoP, els components mecànics i elèctrics del vehicle i el sistema propulsiu, un model de degradació de pila de combustible semi-empíric informat per tendències físiques dissenyat per a ser utilitzat en condicions de conducció i un optimitzador d'EMS en temps real que ofereix el millor rendiment donat un disseny de sistema propulsiu i un cicle de conducció, de tal forma que totes les arquitectures proposades per a una aplicació determinada siguen comparables en termes justos. La discussió dels resultats pot dividir-se en tres parts diferents. La primera està orientada a l'optimització del rendiment del FCS. Els resultats d'aquesta part van ajudar a identificar l'estratègia de gestió de l'aire que, donat un conjunt de restriccions imposades en els components del BoP, maximitzava la potència neta del FCS (eficiència) per a cada valor de densitat de corrent. El balanç energètic resultant, que comprén la potència produïda per la pila de combustible, les pèrdues electroquímiques i el consum dels components del BoP, va ser analitzat i utilitzat per a determinar i dissenyar l'estratègia de control dels actuadors del BoP per a condicions de conducció. La segona part se centra en l'avaluació i optimització, quan ¿es possible, de l'arquitectura FCREx per a aplicacions de turismes i la configuració multi-FCS per a aplicacions de vehicles de transport pesat. Des del punt de vista del rendiment, l'arquitectura FCREx oferia un consum mínim d'H2 amb una elevada potència de la pila de combustible i una gran capacitat de la bateria, però aquest disseny podría ser prohibitiu en termes de costos. Podia oferir fins a un 16.8-25% menys de consum d'H2 i un 6.8% menys de consum d'energia. La limitació en la dinàmica d'aquesta arquitectura va augmentar la durabilitat de la pila en un 110% amb una penalització en el consum d'H2 del 4.7%. L'arquitectura multi-FCS per a aplicacions pesades podria funcionar amb una dinàmica encara menor, amb un augment de la durabilitat de la pila del 471% i una penalització en el consum d'H2 del 3.8%, ja que el perfil de conducció dels vehicles pesants sol ser menys dinàmic. El control i el dimensionament diferencial només podrien aportar beneficis en termes d'impacte ambiental o de cost, però no de rendiment. L'última part considera els resultats obtinguts en termes de rendiment i durabilitat per a analitzar l'impacte mediambiental de cada arquitectura. L'estratègia de producció d'H2 afecta significativament a les emissions del cicle de vida en totes dues aplicacions sobre qualsevol altra elecció de disseny. El disseny òptim per a l'arquitectura FCREx que minimitza les emissions té una alta potència de la pila de combustible i una capacitat moderada de la bateria. En el cas de l'aplicació per a vehicles pesants, es va identificar la dinàmica de control `optima per a cada disseny i estratègia de producció d'H2, i es va determinar que l'estratègia de disseny de dimensionament diferencial només proporcionava beneficis si es considerava una tecnologia de pila de combustible diferent per a les diferents piles integrades en el sistema propulsiu. / [EN] In light of the environmental crisis and the growing interest in the use of H2 to advance toward the Hydrogen Economy, this thesis aims at analyzing and optimizing novel FCV powerplant architectures for passenger car and heavy-duty vehicle applications in terms of performance, durability, and environmental impact. For that purpose, a multi-physics flexible FCV modeling platform was developed integrating a validated FC stack model together with the BoP components, the mechanical and electrical components of the vehicle and powertrain, a semi-empirical physics-informed FC degradation model designed to be used in driving conditions and a real-time EMS optimizer that offers the best performance given a powerplant design and driving cycle so that all the proposed architectures for a given application are comparable. The discussion of the results can be divided into 3 different parts. The first one is oriented towards the FCS performance optimization. The results in this part helped to identify the air management strategy that, given a set of constraints imposed in the BoP components, maximized the FCS net power output (efficiency) for each value of current density. The resulting energy balance comprising the FC stack power produced, the electrochemical losses, and the consumption of the BoP components was analyzed and used to determine and design the control strategy of the BoP actuators for driving cycle conditions. The second part is focused on the evaluation and optimization, when possible, of the FCREx architecture for passenger car applications and the multi-FCS configuration for heavy-duty vehicle applications. Performance-wise the FCREx architecture offered minimum H2 consumption with high FC stack power and high battery capacity, but this design could be prohibitive in terms of costs. It could offer up to 16.8-25% lower H2 consumption and 6.8% lower energy consumption. Limiting the dynamics of this architecture increased the FC durability by 110% with a penalty in H2 consumption of 4.7%. The multi-FCS architecture for heavy-duty applications could operate with even lower dynamics, with an increase in the FC durability of 471% with a penalty in H2 consumption of 3.8%, since the driving profile of heavy-duty vehicles is usually more steady. Differential control and sizing could only provide benefits in terms of environmental impact or cost, not performance. The last part considers the results obtained in terms of performance and durability to analyze the environmental impact of each architecture. The H2 production pathway affected significantly the life cycle emissions of both applications over any other design choice. The optimum design for FCREx architecture that minimized emissions had high FC stack power and moderate battery capacity. In the case of heavy-duty application, the optimum control dynamics for each design and H2 production pathway were identified, and the differential sizing design strategy was determined to only provide benefits if different FC stack technology was considered for the various stacks in the powerplant. / López Juárez, M. (2022). Analysis of Hydrogen Fuel Cell Powerplant Architectures for Future Transport Applications [Tesis doctoral]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/189212

Lorsqu’un salarié s’exprime publiquement à propos de son travail, deux normes juridiques interviennent généralement : l’obligation de loyauté et la liberté d’expression. La première étant prévue à l’article 2088 du Code civil du Québec et la seconde bénéficiant d’une protection constitutionnelle et quasi constitutionnelle, ce mémoire porte sur l’interprétation actuelle de ces deux normes par les tribunaux canadiens et québécois dans les cas de critique ou de dénonciation de l’employeur. Nous nous sommes intéressés à trois questions distinctes. La première de ces questions a consisté en l’analyse du raisonnement des décideurs mobilisés dans des causes relatives à la critique et à la dénonciation de l’employeur. Nous avons vérifié si les sources de droit utilisées par ces décideurs et les décisions qu’ils ont rendues ont pu être influencées par différents facteurs émanant du contexte du litige. Ensuite, nous avons analysé l’impact de l’utilisation des technologies numériques de communication dans ces mêmes décisions. Nous voulions déceler de potentielles divergences dans le raisonnement des décideurs en fonction du recours par le salarié d’une telle technologie afin d’acheminer son message. Enfin, nous avons évalué la protection offerte aux salariés contre les mesures disciplinaires par les récentes lois québécoises encadrant la divulgation d’actes répréhensibles lorsque ceux-ci se sont exprimés publiquement. Nous avons observé que s’il existe des différences dans le raisonnement des décideurs selon les différents facteurs contextuels, ces différences sont négligeables en comparaison avec l’impact de l’utilisation d’une technologie numérique de communication : les décideurs ont interprété largement la liberté d’expression et ils ont été plus sévères envers les salariés utilisant une technologie numérique de communication. Les recours provenant des lois québécoises encadrant la divulgation d’actes répréhensibles ont été très peu utilisés par les salariés et les décisions qui en résultèrent furent désavantageuses aux salariés pour l’ensemble. / When an employee speaks publicly about his work, two legal norms generally come into play: the duty of loyalty and freedom of expression. The first being codified in the Civil Code of Québec in art. 2088 and the second benefiting of a constitutional and quasi-constitutional protection, this research focuses on the current interpretation of these two norms by Canadian and Quebec courts in cases of criticism or denunciation of the employer. We looked at three separate questions. The first of these questions consisted of the analysis of the reasoning of mobilized decision-makers in cases relating to criticism and denunciation of the employer. We verified whether the sources of law used by these decision-makers and the decisions they rendered could have been influenced by various factors emanating from the context of the dispute. Then, we analyzed the impact of the use of digital communication technologies in these same decisions. We wanted to identify potential differences in the reasoning of decision-makers based on the employee's use of such technology in order to get their message across. Finally, we assessed the protection offered to employees against disciplinary measures by recent Quebec laws governing the disclosure of wrongdoings when they have expressed themselves publicly. We observed that while there are differences in the reasoning of decision-makers based on different contextual factors, these differences are negligible in comparison with the impact of the use of a digital communication technology: decision-makers have broadly interpreted freedom of expression and they have been tougher on employees using a digital communication technology. The remedies provided by Quebec laws governing the disclosure of wrongdoing have been rarely used by employees, and the resulting decisions were all disadvantageous for them.

La recherche est imbriquée dans les soins cliniques en oncologie, de sorte que la dualité de rôles (clinicien, investigateur) est une réalité connue des oncologues. Vu l'importance de la génomique pour guider les soins en oncologie pédiatrique, la plupart des patients sont enrôlés dans des études génomiques au Québec. En pratique, l'oncologue, par sa présence aux réunions d'oncogénomique, participe avec les chercheurs à l'interprétation des résultats génétiques ainsi qu'aux décisions de divulgation au patient. Ce projet vise à identifier et caractériser les enjeux éthico-légaux soulevés par la dualité de rôles de l'oncologue durant ce partage de résultats génétiques en amont du patient. Un questionnaire incluant six vignettes narratives a été diffusé électroniquement à tous les oncologues pédiatres du Québec. Des entrevues semi-dirigées ont été effectuées avec un sous-groupe de participants. Vingt-huit oncologues ont complété le questionnaire et cinq oncologues ont participés aux entrevues. Les niveaux de confort des oncologues étaient influencés par le type de résultat génétique, par le contenu discuté lors du consentement et par le rôle de l'oncologue envers le patient (oncologue traitant ou non). Le fait d'être informé d'un résultat génétique de recherche suffisait pour déclencher un sentiment de responsabilité par rapport à celui-ci. La dualité de rôles est incontournable et donne à l’oncologue un accès privilégié à l'information génétique, au-delà de ce à quoi aura accès le patient. Les responsabilités et les devoirs de l’oncologue dans le cadre de la relation thérapeutique sont au centre des enjeux éthiques et légaux soulevés par la dualité de rôles. / Research is heavily integrated in oncology care, with oncologists well acquainted with the concept of duality of roles (doctor, researcher). Given the importance of genomics in pediatric oncology, most patients are offered genomic sequencing via research initiatives in Quebec. Practical experience reveals that oncologists, by attending molecular tumour board meetings, participate with the research team in the interpretation of genetic research results and decisions regarding disclosure to patients. This project aims to identify and characterise the ethical and legal issues related to the duality of roles of oncologists during this process of genetic information sharing, prior to informing the patient. A questionnaire including six narrative case vignettes was electronically distributed to all pediatric oncologists in Quebec. A semi-structured interview was then conducted with a sub-group of participants. Twenty-eight oncologists completed the questionnaire and five oncologists participated in the interviews. Oncologists' comfort levels were influenced by the type of genetic result, by the content of prior consent discussions and by their specific role regarding the patient (treating oncologist or not). The state of becoming aware of a result was sufficient to trigger a feeling of responsibility regarding that genetic research result. Duality of roles is inevitable and provides the oncologist with privileged access to genetic information, above what will be accessible to the patient. Responsibilities and duties of the oncologist in the setting of a therapeutic relationship are central to the ethical and legal issues raised by the duality of roles.

In our society it’s implied that humans have a duty to work. In his article “The Duty to Work” the philosopher Michael Cholbi (2018) challenging that normative narrative of our contemporary society. Cholbi hold the thesis that the common argument of fair play is invalid in our industrialized society and therefore are most individuals living in the circumstances of such society free from the interpersonal duty to work. I will in this paper analyse Cholbis’ arguments and try to bring nuance to the debate by bringing in other perspectives such as empirical studies about empty labor (meaningless work) of sociologist Roland Paulsen (2015). I will also try to show how structural powers hinders the individual to both talk and act outside of the norms of our work centred culture. The duty to work can be described in two aspects, the interpersonal duty to work, but also personal. I will argue that for most individuals, either personal or interpersonal duty exists.

Cam phasers allow improvements to the efficiency and emissions of internal combustion engines. The usage of hydraulic vane type cam phasers for heavy-duty applications have shown problems with oscillations during testing at Scania CV. To investigate the root cause of the oscillations a detailed 1-d simulation model has been created. The 1-d simulation model was calibrated and compared against measurements of a cam phaser system mounted on a physical engine. The 1-d simulation model of the cam phaser system was shown to be able to reproduce the oscillatory behavior seen in engine tests. But there are some concerns regarding the model's reliability, due to its dependence on the integration time step. It was determined that free air in the phaser chambers is causing the excessive oscillations. The source of the free air present in physical phasers are not yet fully understood, but the movement of the phaser control valve, opening and closing of the phaser chamber vents, in conjunction with motion of the phase oscillations has a significant effect on the phaser's chamber pressure, resulting in reduce pressures. The reduced pressures result in air being sucked in to the phaser, form both the oil control valve vent and external chamber leakages. Another potential sources of free air is dissolved air in the oil supply being released due to low pressures from oil pressure fluctuations. A potential solution to increase the stability of the phaser is to reduce the sources of air, by having an oil accumulator at the vent, limiting leakage, having a high and steady oil supply pressure, modifying the oil control valve ports to have a more gradual initial opening area and controlling the oil control valve appropriately. How to implement these implementations and evaluate them are left as future work. Potential improvements to get rid of the 1-d simulation model's dependence on the time step, increasing the model's reliability, are discussed, but not tested.

No description available.

No description available.

<p> One primary focus on internal combustion engines is that these engines create multiple harmful exhaust gases that can cause damage to the environment. There are a number of advanced strategies that are currently being investigated to help reduce the amount of these harmful emissions that are emitted from IC engines. One such method of reducing harmful emission gases focuses on the three-way-catalyst. A three-way-catalyst (TWC) is an exhaust emission control device that is designed in such a way to take harmful exhaust gases and convert them into less harmful gases through various chemical reactions within the TWC. To help further the reduction of these harmful gases in the TWC, a novel two-loop control and estimation strategy is used. This control and estimation strategy involves the use of two loops with an inner-loop controller, outer-loop robust controller, and an estimator in the outer-loop. The estimator consists of a TWC model and an extended Kalman filter which is used to estimate the fractional oxidation state (FOS) of the TWC. This estimated FOS is then used by the robust controller, along with other parameters, to produce a desired engine lambda reference signal, λup. This desired lambda signal is then used by the inner-loop controller to control the engine lambda. Accurate control of lambda is important because the air-fuel-ratio range for a TWC to effectively achieve oxidation and reduction simultaneously is extremely narrow. Another primary focus in the field of internal combustion engines is designing and tuning advanced models within GT-Power that can accurately predict what will happen when running an actual engine. Designing, troubleshooting, and testing a GT-Power model is an extensive but rewarding process. Creating an accurate engine model can not only provide one with primary engine data that is also measurable in a test cell, but can also provide insight into some of the intricate processes and nature of the engine that are difficult or impossible to physically measure. Cummins has an extensive process of tuning GT-Power engine models. This process include items such as initial model calibrations, model discretizations, turbocharger tunings, and other items. Some of these processes are used to calibrate both Cummins Power Systems Business Unit engines as well as a Purdue B6.7N natural gas engine. </p>

Refuse trucks, commonly referred to as garbage trucks are a critical component of a municipality’s waste management industry. Their primary purpose is to collect, transport and deposit waste from households or businesses to designated transfer sites or dumps. Historically, refuse trucks have been powered by diesel fuel. The consumption of diesel fuel paired with the frequent accelerations or decelerations between each residential household along a route attribute to high amounts of tailpipe emissions and noise pollution within neighbourhoods. There is significant opportunity to explore avenues of powertrain electrification in refuse trucks to reduce their emissions and improve energy efficiency. To rapidly test promising powertrains, vehicle software models were developed. To accurately model the energy usage and power requirements of refuse trucks, environments for the models to operate were created. The environments were created using on-board diagnostic and positional data collected from refuse trucks in the City of Hamilton in Ontario, Canada. The data collection was done under a research collaboration between the City of Hamilton and the McMaster Automotive Resource Centre. The approaches used to develop the drive and duty cycles for the vehicle models offer some innovative approaches without the need for invasive devices to be installed. The powertrains that were modelled includes an all-electric, ranged extended electric and conventional refuse trucks. A comparative analysis of the pump-to-wheel powertrain efficiencies were completed looking at metrics such as fuel economy, payload capacity and fuel costs. Lastly, a look at truck emissions from a well-to-wheel perspective were completed to investigate the impact of each powertrain on greenhouse gasses and the effect on air quality of their immediate surroundings. / Thesis / Master of Applied Science (MASc)

Litiumjon-batterier har blivit väldigt populära för tillämpning i fordon. Den här teknologin har fler olika kemier att erbjuda som kontinuerligt förbättras. Litium-titanat-oxid-batterier använder (LTO) LTO som anod och erbjuder långt cyklingsliv samt minskar risk för SEI-bildning och litiumplätering.  Det här examensarbetet siktade på att undersöka om LTO-batterier kan användas som startbatterier i kommersiella fordon. Metodologin inkluderade två motorstart försök med en kommersiell 12s1p LTO-modul, laddnings/urladdningtester med en kommersiell LTO-cell med nominell spänning 2.3V samt överurladdningstester med byggda pouchceller. Materialet för pouchceller extraherades från en kommersiell LTO-cell och sedan studerades med SEM-EDX före och efter överurladdningstesterna. Resultatet visade att LTO-batterier kan användas som startbatterier i en diesel V8 motor även vid 39%SoC. Dessutom visade simuleringar att LTO-batterier kan användas inom Kinetic Energy Recovery System (KERS) tillämpning och behålla 60% SoC efter 500 laddning/urladdnings cykler. Resultaten från både KERS och motorstarterna visade att LTO är en lovande kandidat för ersättning av blybatterier. Laddnings/urladdnings tester visade att en kommersiell 12s1p LTO modul kan maximalt uppnå 73%SoC när den laddas med fordon-liknande strömmar. Däremot var SoC oberoende av laddningsström. Överurladdningstester med pouchceller visade att det är relativt ofarligt att urladda LTO 0.4V under spänningsgränsen utan stora ökningar i impedans eller stor kapacitetsförlust. Största förluster kopplades till åldring av NMC-baserade positiva elektroden. / Lithium ion batteries have become quite popular in vehicle applications in the past few decades. This technology offers multiple chemistries to choose from, that are continuously studied and improved. Lithium-titanate-oxide (LTO) batteries use LTO material as an anode, providing long cycling life, as well as essentially eliminating risk for SEI formation and lithium plating.  This Master thesis project aimed to investigate how well LTO-based lithium-ion batteries can perform in Start Ignition Lighting (SLI) application in commercial vehicles. The methodology included two engine crank tests with a commercial 12s1p LTO module, charge/discharge tests on a commercial LTO cell with nominal voltage 2.3V, as well as overdischarge cycling tests on assembled pouch cells. The materials for the pouch cells were extracted from a commercial LTO cell and later analysed with SEM-EDX before and after overdischarge tests. The results demonstrated that LTO-based Li-ion batteries can be successfully start a diesel V8 engine even at 39% SoC. Furthermore, when simulating an urban vehicle with an implemented Kinetic Energy Recovery System (KERS) application, a commercial cell LTO cell achieved and retained around 60\%SoC throughout 500 charge/discharge cycles. Combined results from KERS and engine start tests imply that LTO is a strong candidate for replacing lead-acid in these applications. Charge/discharge tests showed that commercial 12s1p LTO cell can maximum reach around 73%SoC when charged in a vehicle-like way. However, this maximum SoC limit was more or less independent of applied charging current. Furthermore, electrochemical overdischarge tests on the pouch cells demonstrated that it is relatively safe to overdischarge the cell 0.4V below the specified safety limit without significant rise in impedance or capacity fade. Major performance losses were attributed to the aging of the NMC-based positive electrode.