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Este trabalho tem por objetivo propor alguns critérios básicos, para o desenvolvimento de plásticos de engenharia em aplicações, componentes e partes dos veículos chamados populares, particularmente no Brasil, em substituição a partes tradicionalmente usinadas, fundidas ou injetadas em ligas metálicas. A despeito da desconfiança que cerca alguns dos componentes em plásticos que se destinam às aplicações automotivas, (e uma das principais razões para isso, são as elevadas temperaturas presentes em algumas áreas do automóvel), as grandes indústrias do setor não deixam de conceber novos projetos em polímeros de alta performance, para aplicações tidas como críticas em termos de resistência geral. Os chamados plásticos de engenharia são preferivelmente escolhidos devido à sua fácil processabilidade, e sua flexibilidade em propiciar desenhos mais complexos, com boa estabilidade dimensional e uma excelente resistência à corrosão em ambientes de hostilidade química. No passado, as empresas claramente optavam pelos plásticos chamados de termofixos, que hoje estão quase esquecidos ou obsoletos (principalmente devido aos processamentos mais custosos e/ou mais lentos). Hoje são largamente substituídos pelos termoplásticos de engenharia. Atualmente, o consumo de plásticos em alguns carros brasileiros já alcança quase 130 kg de plásticos nos seus interiores e/ou exteriores (como o Ford KA, por exemplo), o que ajuda a reduzir o peso total do automóvel, aumentando a economia de combustível, reduzindo os custos de processos, aliada a uma excelente aparência superficial. Este trabalho versará sobre a possibilidade de se propor critérios mais objetivos na fase inicial de um processo de seleção de plásticos de engenharia (notadamente, poliamidas, acetais, poliésteres, e policarbonato), aumentando a eficácia da escolha e diminuindo custos (evitando erros e economizando tempo), como um guia prático de consulta para engenheiros e profissionais do setor automotivo brasileiro. / The main objective of this paper is to propose some basic economical and objective criteria for the engineering plastics development in applications, components and parts in the low-end cars segment (known in Brazil as popular cars), to replace traditional metallic machined, die-casted or injected parts. In spite of the lack of reliance in plastics components in automotive applications (one of them being the high temperature in the engine area), big industries in the sector always conceive new projects on high performance polymers for applications considered critical because of its general resistance. The named engineering plastics are preferably chosen due to its easy processing, complex design flexibility, with a good dimensional stability and an excellent resistance against corrosion in environments with chemical hostility. In the past, companies clearly selected the called thermo-stable plastics, almost forgotten or obsolete nowadays (mainly due to the high cost and/or slowness on processing). Today they are largely replaced by engineering thermoplastics. Nowadays, the consumption of plastics in Brazilian low-end cars already reached approximately 130 kg of plastics in their interior and/or exterior (like in Ford KA, for example), which helps to reduce total car weight, increasing the saving of fuel, mitigating process costs, besides to an excellent surface appearance. This paper will approach about the possibility of proposing more objective criteria in the initial phase of the engineering plastics selection (notably polyamides, acetals, polyesters, and polycarbonates), increasing the choice efficacy and diminishing costs (avoiding mistakes and saving time), as a practical consulting guide to engineers and professionals from the Brazilian automotive sector.

Este trabalho tem por objetivo propor alguns critérios básicos, para o desenvolvimento de plásticos de engenharia em aplicações, componentes e partes dos veículos chamados populares, particularmente no Brasil, em substituição a partes tradicionalmente usinadas, fundidas ou injetadas em ligas metálicas. A despeito da desconfiança que cerca alguns dos componentes em plásticos que se destinam às aplicações automotivas, (e uma das principais razões para isso, são as elevadas temperaturas presentes em algumas áreas do automóvel), as grandes indústrias do setor não deixam de conceber novos projetos em polímeros de alta performance, para aplicações tidas como críticas em termos de resistência geral. Os chamados plásticos de engenharia são preferivelmente escolhidos devido à sua fácil processabilidade, e sua flexibilidade em propiciar desenhos mais complexos, com boa estabilidade dimensional e uma excelente resistência à corrosão em ambientes de hostilidade química. No passado, as empresas claramente optavam pelos plásticos chamados de termofixos, que hoje estão quase esquecidos ou obsoletos (principalmente devido aos processamentos mais custosos e/ou mais lentos). Hoje são largamente substituídos pelos termoplásticos de engenharia. Atualmente, o consumo de plásticos em alguns carros brasileiros já alcança quase 130 kg de plásticos nos seus interiores e/ou exteriores (como o Ford KA, por exemplo), o que ajuda a reduzir o peso total do automóvel, aumentando a economia de combustível, reduzindo os custos de processos, aliada a uma excelente aparência superficial. Este trabalho versará sobre a possibilidade de se propor critérios mais objetivos na fase inicial de um processo de seleção de plásticos de engenharia (notadamente, poliamidas, acetais, poliésteres, e policarbonato), aumentando a eficácia da escolha e diminuindo custos (evitando erros e economizando tempo), como um guia prático de consulta para engenheiros e profissionais do setor automotivo brasileiro. / The main objective of this paper is to propose some basic economical and objective criteria for the engineering plastics development in applications, components and parts in the low-end cars segment (known in Brazil as popular cars), to replace traditional metallic machined, die-casted or injected parts. In spite of the lack of reliance in plastics components in automotive applications (one of them being the high temperature in the engine area), big industries in the sector always conceive new projects on high performance polymers for applications considered critical because of its general resistance. The named engineering plastics are preferably chosen due to its easy processing, complex design flexibility, with a good dimensional stability and an excellent resistance against corrosion in environments with chemical hostility. In the past, companies clearly selected the called thermo-stable plastics, almost forgotten or obsolete nowadays (mainly due to the high cost and/or slowness on processing). Today they are largely replaced by engineering thermoplastics. Nowadays, the consumption of plastics in Brazilian low-end cars already reached approximately 130 kg of plastics in their interior and/or exterior (like in Ford KA, for example), which helps to reduce total car weight, increasing the saving of fuel, mitigating process costs, besides to an excellent surface appearance. This paper will approach about the possibility of proposing more objective criteria in the initial phase of the engineering plastics selection (notably polyamides, acetals, polyesters, and polycarbonates), increasing the choice efficacy and diminishing costs (avoiding mistakes and saving time), as a practical consulting guide to engineers and professionals from the Brazilian automotive sector.

Στην παρουσα διπλωματική εργασιά μοντελοποιήθηκε και εξομοιώθηκε η λειτουργία ενός ηλεκτροκινητήριου συστήματος που αποτελείται από μία τριφασική ασύγχρονη μηχανή και έναν ηλεκτρονικό μετατροπέα ισχύος τοπολογίας “Matrix” με τη βοήθεια ηλεκτρονικού υπολογιστή, χρησιμοποιώντας το περιβάλλον Simulink του λογισμικού Matlab και το πρόγραμμα Vector Fields Opera που χρησιμοποιείται για ανάλυση με μέθοδο πεπερασμένων στοιχείων. Στόχος της διπλωματικής αυτής εργασίας ήταν η διερεύνηση και αξιοποίηση της δυνατότητας «συνεργασίας» μεταξύ των δύο αυτών προγραμμάτων. Συγκεκριμένα εξομοιώθηκε η λειτουργία της ασύγχρονης μηχανής της οποίας το μοντέλο είχε δημιουργηθεί στο περιβάλλον του Opera, κατά την τροφοδοσία της μέσω του ηλεκτρονικού μετατροπέα ισχύος τύπου “Matrix”, το μοντέλο του οποίου είχε δημιουργηθεί στο Simulink του Matlab. Στο κεφάλαιο 1 παρουσιάζονται τα σημαντικότερα σημεία της τεχνολογίας των τριφασικών ηλεκτρονικών μετατροπέων ισχύος τοπολογίας “Matrix” και οι βασικές τεχνικές και μέθοδοι που χρησιμοποιούνται για τον έλεγχο του μετατροπέα προκειμένου να γίνει αντιληπτός ο τρόπος λειτουργίας του, ενώ στο κεφάλαιο 2 αναφέρονται οι βασικές αρχές λειτουργίας της τριφασικής ασύγχρονης μηχανής. Στα κεφάλαια 3 και 4 παρουσιάζονται το μοντέλο της μηχανής και του μετατροπέα, όπως δημιουργήθηκαν στα αντίστοιχα προγράμματα και παρουσιάζεται η εξομοίωση της μεμονωμένης λειτουργίας τους. Συγκεκριμένα στο κεφάλαιο 3, μετά την παρουσίαση του μοντέλου της μηχανής, εξομοιώνεται η λειτουργία της στο πρόγραμμα Opera με ημιτονοειδή τάση τροφοδοσίας και στο κεφάλαιο 4 παρουσιάζεται η εξομοίωση της λειτουργίας του μετατροπέα με ωμικό-επαγωγικό φορτίο. Στο κεφάλαιο 5 γίνεται η «σύνδεση» των δύο μοντέλων και εξομοιώνεται η λειτουργία του συστήματος σε δύο διαφορετικές περιπτώσεις. Πρώτα για σταθερή σε μέτρο και συχνότητα τάση εξόδου του μετατροπέα με την οποία τροφοδοτείται η ασύγχρονη μηχανή (κινητήρας) της οποίας μεταβάλλουμε το μηχανικό φορτίο και στη συνέχεια για λειτουργία του κινητήρα υπό σταθερό φορτίο και μεταβολή της συχνότητας και του μέτρου της τάσεως εξόδου του μετατροπέα. Τέλος στα κεφάλαια 6 και 7 εξετάζεται η λειτουργία της μηχανής όταν σε αυτήν παρουσιάζεται ένα βραχυκύκλωμα μεταξύ κάποιων σπειρών του τυλίγματος μίας φάσης του στάτη και εξομοιώνεται η λειτουργία της μηχανής με ημιτονοειδή τάση τροφοδοσίας (κεφάλαιο 6) καθώς και όταν τροφοδοτείται μέσω του μετατροπέα, τόσο εν κενώ όσο και με μηχανικό φορτίο (κεφάλαιο 7). / In this degree thesis a model of an electromotion system consisting of an asynchronous machine and a power electronic Matrix topology converter was created and then simulated with the help of an electronic computer, using the software of Matlab Simulink and Vector fields Opera software which makes use of the finite elements method. The main objective of this work was the examination and the utilization of the interaction capability between these two software. Particularly, it is simulated the behavior of the asynchronous machine, the model of which was designed in the Opera environment, fed by the Matrix converter which its model was designed in Simulink. In the first chapter there are presented the most important parts of the three-phase power electronic Matrix topology converter and the basic techniques and methods that are used for the control of the converter in order to understand its function, while in the second chapter the fundamentals of the asynchronous machine are mentioned. In chapters 3 and 4, the models of the asynchronous machine and of the Matrix converter are presented as they were designed in Opera and Simulink and also there are presented the simulations of these two models separately. in addition, in the third chapter, after the presentation of the machine’s model, it’s function is simulated with the use of software Opera for sinusoidal power supply and in chapter 4 it is given a simulation of the function of the Matrix converter for a R-L load. In the fifth chapter we have the “connection” of the two models and the simulation of the function of the “whole” system in two different cases. First the simulation is carried out for a stable in amplitude and frequency output voltage supply of the Matrix converter with which the asynchronous machine (induction motor) is supplied while the mechanical load connected to the motor is modified and secondly it is presented the simulation of the system for a stable, during the simulation time, mechanical load but with modification of the amplitude and frequency of the converter’s output voltage with which the motor is supplied. Concluding, in chapters 6 and 7, the function of the motor is examined in the case that there is a stator inter turn short circuit in a phase winding and in chapter 6 a simulation of the function of the motor with this fault is carried out for sinusoidal supply, while in chapter 7 there are presented simulations of the same model of the motor with the fault, being supplied by the matrix converter in the cases that the motor is rotating with load torque and without any mechanical load.