With the growth of electrical power onboard aircraft, the interaction between the electrical systems and the engine will become significant. Moreover, since the drivetrain has a flexible shaft, higher load connections can excite torsional vibrations on the aircraft drivetrain. These vibrations can break the shaft if the torque induced is higher than the designed value, or reduce its lifespan if the excitation is constant. To avoid these problems, the electromechanical interaction between the electrical power system and the drivetrain must be evaluated. Past studies have identified the electromechanical interaction and introduced experimental setups that allow its study. However, strategies to reduce the excitation of the torsional vibrations have not been presented. This thesis aims to analyse the electromechanical interaction in aircraft systems and develop an advanced electrical power management system (PMS) to mitigate its effects. The PMS introduces strategies based on the load timing requirements, which are built on the open loop Posicast compensator. The strategies referred as Single Level Multi-edge Switching Loads (SLME), Multilevel Loading (MLL), and Multi-load Single Level Multi-edge Switching Loads (MSLME) are applied to different loads, such as pulsating loads, ice protection system, and time-critical loads, such as the control surfaces. The Posicast based strategies, eliminate the torsional vibrations after a switching event, by the addition of zeros that cancel the poles of the system. For this reason, the knowledge of the natural frequencies of the mechanical system is necessary. Experimentally, the system parameters are obtained through Fourier analysis of the step response and the strategies are applied. A robust analysis of the strategies allows the establishment of the range of uncertainty on the frequencies that allow the proper operation of the strategies. Simulation and experimental results show that the torsional vibrations can be reduced to values close to zero by the application of the strategy. Therefore, the PMS mitigates the electromechanical interaction between the electrical power system and the aircraft drivetrain.

Advanced Receiver Autonomous Integrity Monitoring (ARAIM) is a new Aircraft Based Augmentation System (ABAS) technique, firstly presented in the two reports of the GNSS Evolutionary Architecture Study (GEAS). The ARAIM technique offers the opportunity to enable GNSS receivers to serve as a primary means of navigation, worldwide, for precision approach down to LPV-200 operation, while at the same time potentially reducing the support which has to be provided by Ground and Satellite Based Augmented Systems (GBAS and SBAS). Previous work analysed ARAIM performance, clearly showing the potential of this new architectures to provide the Required Navigation Performance down to LPV 200 approach procedures. However, almost all of the studies have been performed with respect to fixed points on a grid on the Earth’s surface, with full view of the sky, evaluating ARAIM performance from a geometrical point of view and using nominal performance in simulated scenarios which last several days. Though, the operational configuration was not examined; attitude changes from manoeuvres, obscuration by the aircraft body and shadowing from the surrounding environment could all affect the incoming signal from the GNSS constellations, leading to configurations that could adversely affect the real performance. In this research, ARAIM performances in simulated operational configurations are presented. Four different algorithms were developed that integrate the ARAIM technique for performance prediction analysis. These algorithms could usefully be implemented: • In the design of instrument approach procedures. The algorithms could be used to improve the procedure of the development of new instrument approaches, reducing time, effort and costs. • In the aircraft Flight Management Systems. The algorithms could support the pilots in the pre-flight briefing, highlighting possible integrity outage in advance and allowing them to select a different approach or making them aware of the need to utilise additional positioning systems. Increased awareness and better pre-flight planning could ultimately improve the safety of flights and contribute to the safe introduction of GNSS as a viable positioning method for instrument approach. The results showed that the aircraft attitude and the surrounding environment affect the performance of the ARAIM algorithm; each satellite lost generates a peak in the performance parameters that depends on the total number of satellites in view, their relative geometry and on the number of satellites lost at the same time. The main outcome of this research is the identification that the ideal scenario would be to have a tri-constellation system that provides at the same time high redundancy, reliability and increased safety margin.

Daylight changes from moment to moment, in brightness, colour and direction under changing bright daylight, in-vehicle displays can become unreadable due to washout or glare, causing driver distraction or masking safety critical information. With an increasing number of vehicle systems being controlled through a centralised display, the legibility of automotive displays under ambient lighting conditions has become an important consideration for engineers in terms of perceived quality, safety and driver distraction. Due to the dynamic nature of the sky, testing under natural daylight would not give the control required for meaningful measurements. Therefore, the challenge for the automotive industry is to standardise the simulation of illumination for performing assessments and to make the process controlled, repeatable and comparable to real daylight situations. The main objective of this project is to propose a method for recreating a daylight-comparable lighting environment to enable the evaluation of vehicle interiors under high ambient lighting conditions and to propose best-practice for illumination used in legibility evaluation for design and validation activities. This is achieved with a measurement and simulation approach, to evaluate current procedures and determine the gap between real world, simulation and lab-based assessments, and bring them closer to the real-world. There are two main outputs from this project; a comparative simulation study which verifies digital tools for use by JLR in display design and evaluation activities, and the recommendation to align physical and digital methods to move evaluations earlier in the new product development process. A concept has been included to enable controlled measurements as part of physical evaluations, as are the critical factors required for a repeatable physical environment for physical testing as the basis of continuous improvement of digital simulations.

Vehicle electrification is a technology pathway being adopted by original equipment manufacturers (OEMs) to either reduce or eliminate tailpipe emissions. However, electric vehicles (EV’s) that employ a rechargeable energy storage system (RESS) still face significant barriers within the marketplace when compared to incumbent internal combustion engine (ICE) vehicle technology. One of these barriers is ensuring that the RESS lasts the life of the product or maintains customer satisfactory performance over a warranted life (such as 10 years or 100,000 miles of customer usage). There has been comparably little published research critically examining the effect of vibration on high voltage (HV) batteries within battery electric vehicles (BEV) and hybrid electric vehicles (HEV). Subsequently the effects of vibration on RESS components and subsystems are potentially a major cause of in market durability failures. The following thesis presents the findings from an International Engineering Doctorate (EngD (int.)) investigating factors influencing the vibration durability of HV batteries and components. This research programme has the objective of providing the underpinning knowledge that allows manufacturers to improve the mechanical durability and performance of EV battery assemblies with respect to vibration. This objective has been achieved through several novel studies within three primary areas of investigation. Firstly, the research focused on defining the “in-service” vibration environment of BEV components and assemblies through the analysis of vibration measurements from contemporary BEVs. This study was the first to synthesise a vibration profile that is representative of a durability life of 100,000 miles of UK customer usage from multiple real world BEV measurements. The presented profile can be employed by academics and engineers to underpin future vibration durability assessments of BEV battery components. The second avenue of investigation was to characterise the natural vibration and modal response of EV components and assemblies. This was to determine their susceptibility to vibration excitation, as identified from measurements of the in-service environment. It was also the first of its kind to fully characterise the natural vibration characteristics and mode shapes of lithium-ion pouch cells via modal analysis techniques. The final objective was to determine the durability behaviour of EV components and assemblies, by subjecting them to vibration, via state of the art single and multi-axis test techniques, which were the equivalent of a typical vehicle life (10 years) or customer mileage (100,000 miles). As well as defining the degradation characteristics of a contemporary BEV module and multiple EV cells, the impact of packaging variation and state of charge (SOC) on cell ageing was also determined. In conclusion, this research thesis defines innovative testing techniques and characterisation data, which can be employed by engineers to predict the warranty performance, with respect to the effects of in-service vibration, of future EV battery assemblies.

No description available.

Neste trabalho investigaram-se os efeitos da adição de álcool etílico hidratado combustível na gasolina automotiva Tipo C e do sistema de formação da mistura sobre o desempenho de um motor de combustão interna alternativo bicombustível e Ciclo Otto. O desempenho foi avaliado em termos de torque líquido efetivo, consumo de combustível e emissões de escapamento em regimes permanentes de velocidade e idênticos parâmetros operacionais. A inédita combinação de combustíveis utilizada nos motores bicombustíveis brasileiros motivou a realização deste trabalho, o qual objetivou descrever as vantagens e desvantagens técnicas desta ação sobre o desempenho. O motor utilizado nesta avaliação apresenta configuração de quatro cilindros em linha com cilindrada de 1596 centímetros cúbicos, sistema de fluxo cruzado com 16 válvulas no cabeçote e relação de compressão de 9,5:1. A este motor adaptou-se uma unidade eletrônica de controle programável Electromotive TEC-II, responsável pelo gerenciamento da ignição e da injeção de combustível. Dois grupos de atomizadores de combustível foram utilizados com diferentes geometrias de injeção, e ainda, cinco formulações de gasolina automotiva Tipo C e álcool etílico hidratado combustível. O sistema foi montado em uma bancada dinamométrica e instrumentado de forma a permitir as verificações do torque líquido efetivo, do consumo de combustível e das emissões de escapamento, além das rotações e temperaturas dos fluídos e escoamentos. Os testes foram realizados a plena carga com velocidades de rotação de 2500 min-1, relações de mistura de 0,8 a 1,0 e avanços de ignição de 10°APMS a 40°APMS. Os resultados mostraram que os melhores desempenhos em termos de torque líquido efetivo ocorreram para relações de mistura em torno de 0,9, avanços de ignição em torno de 20ºAPMS e foram praticamente indiferentes à formulação do combustível utilizado nesta condição. O mesmo foi verificado em termos das emissões de escapamento, que se mostraram muito mais sensíveis à mudança dos parâmetros operacionais do motor do que à formulação utilizada. Por outro lado, o consumo de combustível se mostrou muito desfavorável para as operações com álcool etílico hidratado combustível, tendo sido verificados aumentos médios de consumo entre 40% a 50% em relação às operações com gasolina automotiva Tipo C nas condições investigadas. Os efeitos do sistema de formação da mistura, cuja eficiência foi avaliada pela maior ou menor formação de filme de combustível na parede do coletor de admissão, também apresentaram pouca influência sobre o desempenho para qualquer formulação ou condição investigada, tendo sido a temperatura dos gases de escape o melhor parâmetro para verificar a sua influência. / This study investigated the effects of hydrous ethanol addition to Type C automotive gasoline as well as those of mixture formation systems on the performance of a dual fuel internal combustion engine. The performance was evaluated in terms of torque, fuel consumption, and pollutant emissions in steady regimens of velocity and in the same operation conditions. The uncommon formulation of fuels used in Brazilian dual fuel engines motivated this study, which aimed at describing the technical advantages and disadvantages of this action in relation to performance. The engine used in this evaluation had four in-line cylinders, displacement of 1506 cm3, overhead valves, cross-scavenged porting, and 9.5:1 compression rate. An Electromotive TEC-II programmable electronic control unit was adapted to this engine to manage both ignition and fuel injection. Two groups of injection valves were used with different injection geometries and five formulations of Type C automotive gasoline and hydrous ethanol. The system was assembled in an electric dynamometer test bed, and various devices were used to check torque, fuel consumption, pollutant emissions, velocity, fluid and flow temperatures. The trials were carried out in WOT regimen and steady velocity of 2500 min-1, relative air/fuel ratio of 0.8 to 1.0, and spark timing of 10o BTDC to 40o BTDC. Results showed that the maximum performances in terms of torque were reached with 0.9 relative air/fuel ratio and 20o BTDC, and were almost indifferent to the fuel formulation used in this condition. The same behavior was noticed in relation to pollutant emissions, which were much more sensitive to changes in the engine operational parameters. On the other hand, fuel consumption was quite unfavorable in operations with hydrous ethanol, and there were average consumption increases between 40 percent and 50 percent in relation to automotive gasoline operations. The effects of the mixture formation system, whose efficiency was assessed from wall wetting trend, also had little influence on the performance in any of the formulations or conditions investigated. The most efficient parameter to assess the influence of this effect was tailpipe gas temperature.

Diploma thesis on "Analysis of output parameters spark ignition engine operated on ethanol and gasoline", focuses on the issue of the operate of motor vehicles on the fuel mix of ethanol and gasoline. The theoretical part describes the use of biofuels as a fuel for internal combustion engines in the automotive industry and simultaneously focuses on the use of bioethanol, applied as an alternative fuel for spark ignition engines. The practical part is focused on evaluating the resulting changes of output parameters of the spark ignition engine of a car operated on fuel specified by the manufacturer and fuel consisting of a mixture of ethanol and gasoline at a ratio of 1:1. Based on the results of practical measurement it has been found, that during combustion mixtures of ethanol and gasoline has decreased significantly the content of harmful emissions in the exhaust gases, but also to a decline in performance and torque of the engine in comparison with gasoline. Due to the different properties of ethanol and gasoline is required when combustion of ethanol resp. its mixture to secure greater quantity of fuel injected. The increase of injected fuel results in higher fuel consumption.

Este trabalho tem como objetivo a avaliação do desempenho de combustíveis para motores ciclo Diesel, emissões de contaminantes e tratamento catalítico pós-combustão, em condições reais de operação. Para obtenção de resultados relativos ao consumo específico de combustível e geração de contaminantes atmosféricos, utilizaram-se motores Diesel, monocilindro, de pequeno porte, acoplados a geradores elétricos. A partir dos resultados obtidos neste trabalho, constatou-se que é possível a obtenção de parâmetros relativos ao desempenho, emissões de contaminantes e tratamento catalítico pós-combustão utilizando motores/geradores e um procedimento específico de amostragem. Os resultados indicaram que o consumo específico do óleo diesel, biodiesel e formulações apresenta uma correlação direta com a entalpia de combustão. A quantificação dos contaminantes é altamente dependente do procedimento de amostragem utilizado, do tipo de motor e das condições de operação empregadas. A redução das emissões de material particulado (MP) com a utilização de biodiesel é controversa. Com motor de alta taxa de compresssão e maior pressão de injeção não se observa uma redução significativa nas emissões de MP, quando o motor é alimentado com biodiesel. A adição de biodiesel etílico de soja, em formulação com óleo diesel, aumenta a concentração de NO. Comparado com o óleo diesel, o biodiesel aumenta em 16% as emissões de NO. Este aumento não está associado às características de volatilidade e viscosidade do biodiesel, mas sim, à sua compressibilidade. A utilização de catalisador com platina possibilita a oxidação das frações voláteis e condensáveis da exaustão do motor. O catalisador de platina não apresenta atividade de oxidação da fração seca que compõe o MP. O NO2 é reduzido para NO através da oxidação dos hidrocarbonetos voláteis e condensáveis e não se observa redução dos NOx para N2. / An evaluation was made of the performance of fuels for Diesel cycle engines, their contaminant emissions and catalytic post-combustion treatment under real operating conditions. The findings concerning specific fuel consumption and production of air pollutants were obtained using small single cylinder Diesel engines coupled to electric generators. The results of this study indicated that it is possible to obtain parameters relating to performance, contaminant emissions and catalytic post-combustion treatment using engines and generators and a specific sampling procedure. The results also indicated that the specific consumption of diesel oil, biodiesel and formulations is directly correlated with the enthalpy of combustion. The quantification of the contaminants is highly dependent on the sampling procedure employed, on the type of engine and on the operating conditions employed. The reduction of particulate matter (PM) emissions with the use of biodiesel is a controversial point. With a high compression engine and greater injection pressure, no significant reduction in the emission of PM has been observed using biodiesel. The addition of soy biodiesel in formulations with mineral diesel oil increases the concentration of NO. Compared with diesel oil, the NO emissions from biodiesel are 16% higher. This increase is not associated with the characteristics of volatility and viscosity of biodiesel, but with its compressibility. The use of a platinum catalyzer allows for the oxidation of the volatile and condensable fractions of the engine’s exhaust gases. The platinum catalyzer not showed oxidation activity of the dry fraction that makes up the PM. The NO2 was reduced to NO by oxidation of the volatile and condensable hydrocarbons, but no reduction of NOx to N2 was observed.

CAPELO, I. O. J. Estudo do efeito otoprotetor da dexametasona na ototoxicidade induzida por cisplatina em ratos. 2017. 91 f. Dissertação (Mestrado em Cirurgia) - Faculdade de Medicina, Universidade Federal do Ceará, Fortaleza, 2017. / Submitted by Luciene Oliveira (luciene@ufc.br) on 2017-10-26T16:39:21Z No. of bitstreams: 1 2017_dis_iojc.pdf: 1790977 bytes, checksum: 2b7b018df37d70616e94e968d57ed158 (MD5) / Approved for entry into archive by Erika Fernandes (erikaleitefernandes@gmail.com) on 2017-10-30T16:23:29Z (GMT) No. of bitstreams: 1 2017_dis_iojc.pdf: 1790977 bytes, checksum: 2b7b018df37d70616e94e968d57ed158 (MD5) / Made available in DSpace on 2017-10-30T16:23:29Z (GMT). No. of bitstreams: 1 2017_dis_iojc.pdf: 1790977 bytes, checksum: 2b7b018df37d70616e94e968d57ed158 (MD5) Previous issue date: 2017-04-27 / Cisplatin (cisdiaminodichloroplatinum) (CDDP) is a chemotherapeutic agent often used in the treatment of several neoplastic lineages. However, ototoxicity continues to be one of the side effects that cause significant morbidity and is responsible for limiting its use. The main objective of this study was to evaluate the protection capacity of dexamethasone against the ototoxicity of cisplatin through the functional evaluations by brainstem evoked response audiometry (BERA) and morphological by optical microscopy. Male Wistar rats were divided into four groups: 1. Control: 06 animals received saline intraperitoneal (IP) 8ml / kg / day for four days; 2. DEXA15 + CDDP: 11 animals received dexamethasone 15mg / kg / day via IP and 90 minutes (min) after 8mg / kg / day of cisplatin via IP for four days; 3. DEXA20 + CDDP: 07 animals received 20 mg / kg / day of dexamethasone via IP and 90 min after 8 mg / kg / day of cisplatin via IP for four days; 4. C + CDDP: 11 animals receive 8ml / kg / day of saline via IP and 90 min after 8mg / kg / day of cisplatin via IP for four days. Based on the results of this study, it was found that dexamethasone did not protect against weight loss of animals exposed to cisplatin; The mortality rate was compatible with the literature; The animals in the DEXA20 + CDDP group had the statistically significant BERA threshold altered; The animals of the groups DEXA15 + CDDP and DEXA20 + CDDP had the vascular stria partially preserved after exposure to cisplatin. It was concluded that dexamethasone at a dose of 15mg / kg / day protected against ototoxicity by cisplatin in functional evaluation by BERA and morphological by optical microscopy, but did not protect against systemic toxicity and that dexamethasone at a dose of 20 mg / kg / day protected against ototoxicity by cisplatin through morphological evaluation, but not by functional evaluation. / Cisplatina (cisdiaminodicloroplatinum) (CDDP) é um agente quimioterápico frequentemente usado no tratamento de várias linhagens de neoplasias. Entretanto, a ototoxicidade continua sendo um dos efeitos colaterais causadores de significativa morbidade e responsável pela limitação do seu uso. O objetivo principal deste estudo foi avaliar a capacidade de proteção da dexametasona contra a ototoxicidade da cisplatina através das avaliações funcional por potencial evocado auditivo de tronco encefálico (PEATE) e morfológica, por microscopia óptica. Foram utilizados ratos Wistar machos divididos em quatro grupos: 1. Controle: 06 animais receberam soro, via intraperitoneal (IP), 8ml/kg/dia por quatro dias; 2. DEXA15 + CDDP: 11 animais receberam dexametasona 15mg/kg/dia via IP e, 90 minutos (min) após, receberam 8mg/kg/dia de cisplatina via IP por quatro dias; 3. DEXA20 + CDDP: 07 animais receberam 20 mg/kg/dia de dexametasona via IP e, 90 min após, 8mg/kg/dia de cisplatina via IP por quatro dias; 4. C+CDDP: 11 animais recebem 8ml/kg/dia de soro fisiológico via IP e, 90 min após, 8mg/kg/dia de cisplatina via IP por quatro dias. Baseado nos resultados deste estudo, encontrou-se que a dexametasona não protegeu contra a perda de peso dos animais expostos a cisplatina; a taxa de mortalidade foi compatível com a literatura; os animais do grupo DEXA20+CDDP tiveram o limiar do PEATE alterado de forma estatisticamente significativa; os animais dos grupos DEXA15+CDDP e DEXA20+CDDP tiveram a estria vascular preservada parcialmente após a exposição a cisplatina. Conclui-se que a dexametasona na dose de 15mg/kg/dia protegeu contra a ototoxicidade por cisplatina na avaliação funcional por PEATE e morfológica pela microscopia óptica, mas não protegeu contra a toxicidade sistêmica e que a dexametasona na dose de 20mg/kg/dia protegeu contra a ototoxicidade por cisplatina através da avaliação morfológica, mas não pela avaliação funcional.

Este trabalho tem por objetivo o desenvolvimento de um motor de corrente contínua, de imãs permanentes, onde o rotor, usualmente construído a partir de chapas de aço laminadas, foi substituído por blocos produzidos a partir do processo de metalurgia do pó. Para o desenvolvimento das peças utilizou-se três compósitos nos testes: a liga Fe2%P e as ligas comerciais Somaloy® 700 3P e 700 1P, que passaram por uma caracterização e análise de suas propriedades antes de sua utilização no rotor. A matriz para compactação foi projetada e confeccionada como parte deste trabalho e os três compósitos preparados para a confecção das peças para o rotor do motor de corrente contínua. Os motores, com os diferentes rotores, foram ensaiados em bancada, para análise de seu desempenho e os resultados obtidos com os novos rotores foram comparados com os dados do motor com rotor convencional, feito com chapas de aço laminadas. / This work aims to describe the development of a DC motor with permanent magnets, where the rotor core, usually constructed from laminated steel sheets, was replaced by blocks produced from the powder metallurgy process. For development of parts, three composites were used for the tests, the alloy Fe2%P, the commercial alloys Somaloy®, 700 1P and Somaloy®700 3P. The materials have gone through a characterization and analysis of their properties before their use in the rotor. A compression die was designed and built as parto f this work, the materials were prepared in the final form of the rotor, coiled, and set for testing. The engines with different rotors were placed for testing and analysis of their performance. The results obtained from the new rotors were compared with the conventional motor from which the rotor core is made of laminated steel sheets.