The following paper presents HVAC system commissioning activities, highlighting the most critical techniques and features to consider when commissioning the underfloor air distribution (UFAD) system. UFAD systems are non-standard and unique and therefore a special attention is needed to some issues and situations specific only for UFAD installations, e.g. coordination of the raised access floor, carpet and furnishings, temperature stratification etc. Some of the most important tests to be performed during commissioning of UFAD systems, are the air leakage, air stratification and thermal decay testing. In order to achieve successful operation of UFAD, the active participation of all involved parties, e.g. architects, interior designers, HVAC designers, contractors etc. is needed since the very beginning of the project. Commissioning of UFAD just requires a discipline, structured approach and commitment from all participants involved. The practical study involved assessment of expected UFAD performance at the Sparebank kvartalet office building complex in Trondheim, Norway. The underfloor plenum was not properly sealed, creating a significant risk of future energy waste. The openings in the raised access floor construction also lead to the dust and dirt accumulation in the plenum. This in its turn would not only impair indoor air quality, but could also lead to the malfunction of mechanical equipment installed in the plenum. Trying to seal the plenum after laying down the carpet was found to be difficult, costly and time consuming. Even though relatively good air distribution in the entire floor was achieved, some diffusers (automatically controlled) are located too close to the workstations and it will be probably needed to rearrange their layout in order to avoid draught complaints by occupants. The easier commissioning and better performance of UFAD in Sparebank Kvartalet could actually be achieved in a less time consuming and costly way if the commissioning would start early in the pre-design phase, with a well established commissioning plan.

SammendragAnalyse av konsekvenser ved tiltak for bygging av hus med særlig lavt energiforbrukDenne oppgaven er knyttet til planlegging og utvikling av lavenergi bolighus. Spesielt gjelder dette de nye kravene som ersatt i den norske standarden NS 3700:2010 Kriterier for passivhus og lavenergihus - Boligbygninger. Standarden er utviklet forsertifisering av tre forskjellige klasser med lavenergiboliger for norske forhold. Denne oppgaven omhandler i hovedsakpassivhusspesifikasjonen, som er den strengeste klassifiseringen.Det er blant annet utført beregninger på forholdet mellom energibruk og gulvareal. Disse tyder på at varmetransport vedtransmisjon er den dominerende parameter for energitap i et lavenergibygg, på samme måte som for en normal standard bygning.Dette innebærer at den lineære korreksjon for energibehov som er gjort i NS 3700 vil lette kriteriene for å kvalifisere små bygningermed samme bygningsstandard som større bygninger. Likevel, siden beregningene viser at forholdet mellom gulvflate og spesifikkenergibruk ikke er lineært, vil kravene være strengere for små bygninger.Standarden gjør videre bruk av lokale klimadata for kontrollberegninger mot energikravene. Da det er mangel påstandardiserte timebaserte data for de fleste norske steder, er det i dette arbeidet undersøkt hvordan interpolerte data, generert fraulike klimadatabaser, samsvarer med standardiserte offisielle værdata. Undersøkelsene viser at de interpolerte dataene avviker frastandardiserte måledata, spesielt for dimensjonerende forhold. Dette indikerer at energiberegninger med lokale timebaserteklimadata blant annet kan underestimere bygningens oppvarmingsbehov.For kravene til netto oppvarmingsbehov er det også gitt en klimakorreksjon basert på årsmiddeltemperatur for angittlokalisering. Undersøkelser på ulike klimasteder viser at denne gjennomsnittsbaserte parameteren ikke er den beste indikatoren pågitt varmelast for ulike lokaliseringer. Beregningene viser også at det er mulig å sertifisere en passivkvalifisert bygning for Osloklimaogså i kaldere klima.Det er videre undersøkt varmtvannets andel av varmebehovet i en lavenergibygning og effekten av varmegjenvinning avventilasjonsluft. Disse undersøkelsene viser at varmtvann representerer det dominerende energibehovet i energieffektive boliger,samt viktigheten av fungerende varmegjenvinningssystemer med høy virkningsgrad.Avslutningsvis konkluderes arbeidet med at den nye standarden er mer fokusert på detaljerte spesifikasjoner enn denoriginale standarden og implementeringene i Sverige og Finland. Likevel er de resulterende kravene til oppvarmingsbehov mindrekrevende enn for de andre nordiske standardene med tilsvarende bygningsutforming og klima, og varierer ikke alltid forutsigbart forde ulike forhold.Una Myklebust Halvorsen, Trondheim juni 2010

In a refrigerated seawater (RSW) system using carbon dioxide (CO2) as the refrigerant, a variable bypass valve was installed in front of a suction gas heat exchanger (SGHX). A simulation tool was developed and utilized to optimize the systems transcritical performance (COP) with respect to the gas cooler pressure and choke valve inlet temperature for cooling and combined cooling and water heating. The simulations indicate that the RSW system performance can be increased compared to running a system with a traditional non-variable suction gas heat exchanger, but only when the cooling water temperatures are high (above ~25°C) or where air is used as the cooling medium, for instance commercial or mobile refrigeration. It is strongly recommended that a system to be used for simultaneous cooling and heating should have an improved design compared to the current setup, as this mode of operation shows low cooling capacity and poor energy efficiency.

Underwater vehicles such as AUVs and ROVs with hovering capabilities is a promising method for inspection of net integrity in large scale, sea based, salmon farms. The location of the salmon farms cause underwater vehicles to be affected by strong tidal currents and waves. In this thesis a six degree of freedom unified process plant model combining seakeeping theory and maneuvering theory for a small work ROV called Argus Mariner is developed. Using the software WAMIT, the hydrodynamic potential coefficients and wave induced forces and moments are found. A basic control system for traversing a dynamic netcage model is developed. The models and control system are implemented in a simulation environment called FhSim developed by SINTEF Fishery and Aquaculture AS.

The objective of this project has been to develop the front suspension and certain parts of the in-wheel motor of NTNU’s new car for Shell Eco-marathon, as well as assisting other team members. NTNU has participated in the Urban Concept class in the European race every year since 2008, with one world record (2009), twice second place, and one failure (2010). The original PureChoice car (renamed DNV Fuel Fighter during the second year) was powered by hydrogen, but the power source was changed to battery this year as a team decision to avoid the pitfalls and challenges with working with a hydrogen fuel cell. Shell Eco-marathon 2012 moves the competition from the typical, smooth, race track to the city streets of Rotterdam. This requires a complete redesign of the suspension to handle the new type of road, since the previous designs have been completely rigid. By not only upgrading the suspension, but also building a completely new car body, new and better mounting points for the suspension could be made and realize fully damped suspension on all four wheels. The new motor specification also allowed the in-wheel motor to be made both lighter and more compact. This work is part of the collective work of more than ten engineering students at NTNU where I have been working towards an earlier delivery of a thesis than the rest of the team because of starting my thesis during the fall. My main responsibilities were in the beginning only the front suspension, with some shared responsibility of the rear suspension. After sketching and presenting a CAD model of how the new motor wheel could be constructed I also became much more involved with the design of the motor wheel which will be lighter and more compact than the previous inwheel motors. This report is divided into three sections – the first discusses the front suspension, the second discusses the mechanical motor design, and the third is a collection of appendices with technical data. All illustrations are self-made unless stated otherwise.

The demand for ROV operations has increased the last couple of decades. Still, operations are heavily dependent on an experienced ROV pilot, but by developing a sophisticated control system, operations can be performed with higher accuracy than before. In addition the need for constant supervision will be reduced. It is however important to acknowledge the fact that with increased level of automation, fault tolerance must follow in order to maintain the reliability. This thesis explore the various aspects development of a sophisticated computer-based control system involves. As an overview, this includes planning, implementation, and commissioning, as well as all the steps between. The development process utilized concepts from extreme programming in order to bring structure to the planning and implementation phase. The new structure of the control system use an Object-Oriented architecture in order to create a generic setup. Commissioning work is then limited to setup of a configuration file, and signal processing between the system and the ROV. Together with the control system, a user interface has been created. The user interface aims at making ROV operation more user-friendly, while at the same time include the more advanced features. Usability testing have been conducted on both the user interface and the control system. The control system has been tested in a sea trial with the ROV SF 30k. The results were promising even though it was the first time this type of a control system had been connected to and used on SF 30k.

This thesis applies the framework of input-output analysis to the transportation of goods driven by the consumption of French household.It was found that transportation of goods amounts to 7 % of the average 22,4 tons of CO2 emitted by French households and that78 % of the emissions occured inside the EU 15, France included.In fact, 92 % of the tons consumed by French households are produced inside the EU 15 and are mainly transported via roadwhereas the remaining tons, coming from other countries, are mainly transported by ships.Consequently, the carbon efficiency of the transportation inside the EU15 is low compared to imports from other countriessince road transportation emits 40 times more carbon dioxide per tonne-kilometer transported.This demonstrates the need for an ambitious policy of transfer from road to rail, water or maritime ways via the development of the appropriate infrastructure and the combination of theadvantages of the different modes, flexibility of the road transporation associated with mass and environmentally friendly transportation of rail, waterway and maritime mode.Furthermore, the study gives some knowledge on the indirect emissions associated with French households, which correspond to the combination of the emissions driven by the transportation of goods withthe emissions associated with the production of these goods. It was found that petroleum products, food related sectors and the coal sector are the main contributor of the indirect emissions associated with French households representing as much as 57 % of them. As a result, future studies should focus on those sectors in order to isolate path of improvement both in production, consumption and transportation patterns.

The report is written to show as to what extent test-driven development (TDD) and continuous integration (CI) can be used on KBE models and how a unit testing framework for KBE models can be developed.Test-driven development (TDD) and continuous integration (CI) has changed the way software is tested. Software testing was often a separate process at the end of a project. It is now being worked on during the entire development period. TDD and CI relies on unit tests. Unit tests are done by dividing the code into the smallest possible units and testing each of them independently. This master’s thesis asks how these practices can be used for testing knowledge based engineering (KBE) models.A unit testing framework for the Adaptive Modeling Language (AML), AUnit, has been developed. It is explained in detail and an introductory guide to using AUnit for testing KBE models in AML is included. AUnit was used to perform TDD and CI on different KBE models, both creating new models and testing existing ones. Testing KBE models differ to a large degree from testing regular object-oriented software. Different approaches for unit testing and TDD has been performed on several KBE models. It was concluded that the basic attributes in KBE models cannot be unit tested in a sensible way. This includes adding any superclasses and simple parameters like height and width. Without including these attributes, unit testing cannot fully be performed on KBE models using AUnit. However, the models can highly benefit from having unit tests for the logic in the model, which is where the most severe bugs will be. When the attributes are implemented in the model, test-driven development (TDD) can be performed on the models.Automatic continuous integration (CI) has been performed on a KBE model andthe basic principles of CI have been accounted for. CI for KBE models does notdiffer much from other software projects, so its focus is reduced.

This thesis is a practical application of Systems Engineering in a full-scale project. The author has participated as a member of NTNU's Eco-marathon team, who has spent the last two semesters designing and manufacturing an energy-efficient car for the Shell Eco-marathon competition 2012. The author made an assessment of the project to find the areas where he should focus his effort. The author also applied Lean Thinking to find the Systems Engineering methods that would best aid the team improve within the areas uncovered in the assessment. The areas where the team needed improvement were Knowledge management and Continuous improvements of the product development process. By using Model-based Systems Engineering processes the author produced a system model acting as a knowledge repository. Then, the author used methods from Lean Thinking for knowledge capture, namely Knowledge Briefs and learning events.For improving the product development process, the author introduced the team to Visual Workflow Management to help the team become more agile, and to visualize project progress from multiple perspectives in order to discover parts of the system which is not evolving at the desired rate.Key concepts in this thesis include:Lean Thinking, Lean Systems Engineering, Model-based Systems Engineering, Model-based Documentation, Knowledge management, Knowledge briefs, A3 method, system modelling, functional analysis, functional flow block diagrams (FFBDs), system architecture, Visual Workflow Management, Stand-up meetings, Visual project board, risk management

In this diploma thesis, the possibilities to enhance the process production and energy efficiencyas well as the energy recovery potential of PFA 2 at Hydro-Sunndalsøra have been determined.To identify the potentials for energy recovery, it has been conducted energy balances. The resultsfrom the balances give an overview of the waste heat sources and their total energy content, togetherwith the temperatures at which they are available. The total energy in the waste heatsources for PFA 2 was found to be 17.8 GWh/year. The largest waste heat sources were localisedin connection to the cooling agent of the casting ingot machine. Here disappears 12.32GWh/year through cooling water within a temperature range of 10 to 30°C as well as convectionand radiation to surrounding. The cooling water section one was determined as the most promisingheat recovery potential with 7.47 GWh/year. Furthermore the initialisation of liquid aluminiumalloy was revealed as a waste heat source with 5.48 GWh/year. Here disappears 3.34GWh/year through the flue gas of the furnace within a temperature range of 288 to 1,100°C andcreates the most promising heat recovery potential at the furnace.The energy saving potential is divided into three groups: energy saving by existing equipment,optimising of equipment and waste heat recovery. Here energy saving by existing equipmentreveals 26.4 MWh/year for an improved control quality of the melt temperature. The greatestpotential for energy saving by optimisation of the equipment was found to be 1.98 GWh/year forthe implementation of regenerative burner. Furthermore effects an installation of a furnace pressurecontrol system 689.14 MWh/year less energy consumption due to the avoided false air. Thegreatest energy saving potential for waste heat recovery was estimated to 1.65 GWh/year for thepreheating of charged metals to 300°C, instead of 20°C. The preheating also leads to improvedsafety, because of the elimination of moist metal in the furnaces, and increases the process production,as a consequence of larger melt capacity. Furthermore, heat to power solutions revealedthe use of favourable electricity production by the generation of waste heat. Here the greatestgeneration potential was found to be in the flue gas from the furnace. A common Rankine cycle,with a direct heat recovery design and water as working fluid, was estimated with a recoverypotential of 1.1 GWh/year. With the use of an organic Rankine cycle the potential can be recoveredto 489.8 MWh/year for an indirect heat recovery design and pentane as working fluid. Thereare still some challenges associated with flue gas heat exchangers (dust) and operation of suchpower generation plants at alternating heat loads, but the technology is under rapid development.The waste heat generation potential for the casting ingot machine was determined with 411.3MWh/year for an ideal organic Rankine cycle heat recovery design, within a temperature rangeof 58 to 90°C and R 134a as working fluid. An alternative ideal organic flash cycle layout revealed253.4 MWh/year (expander = 0.6) respectively 416.5 MWh/year (expander = 0.6), within atemperature range of 36 to 90°C and butane as working fluid. These considerations have lowerefficiencies compared to the furnace layouts caused by the low application temperatures (TBoiler <90°C).