The “Development of an existing engraving machine by designing a protection cabin for laser marking”project consists of the achievement of a protection cabin for a marking laser by applying the theory and the experience acquired during the courses in Mechanical Engineering program. Degree project is made with the Maskinteknik i Oskharsham AB by the Mechanical Engineering student, Ahmet Azman and Sabra Meradi. This protection cabin is design for the Deckel GK 21 engraving machine that company already bought it several years ago. The safety requirements for laser protection cabin shown in IEC and ISO standard will be observed. The design process explained in the GETTING DESIGN RIGHT: A Systems Approach book will be followed to achieve this project. Six steps of this method are followed: Define the problem, Measure the needs and set targets, Explore the design space, Optimize design choices, Develop the architecture, Validate the project.

No description available.

Thesis (Ph. D. in Sociology)--Vanderbilt University, Dec. 2008. / Title from title screen. Includes bibliographical references.

Die globale Erwärmung als auch neue Regularien und Richtlinien zwingen die Flugzeughersteller und die Fluggesellschaften ihre Emissionen über den kompletten Life-Cycle einen Flugzeuges zu reduzieren. Über den Life-Cycle eines Flugzeuges gesehen, fallen während der Nutzungsphase eines Flugzeuges mit 98% CO2 die meisten Emissionen an (Airbus Operations GmbH 2009). Dementsprechend stellt die Nutzungsphase den größten Hebel dar, um eine deutliche Senkung der Emissionen umzusetzen. Nach dem Advisory Council for Aeronautics in Europe (ACARE) lässt sich eine Reduktion der Emissionen während der Nutzungsphase vorzugsweise durch aerodynamische Verbesserungen, eine Gewichtsreduktion, neue Flugzeugkonzepte und eine erhöhte Kapazität innerhalb der Flugzeugkabine umsetzen (ACARE 2002). [... aus dem Text]

The tractor is the machines that provides the largest percentage of power used on rural activities inside the agricultural automation, making the researches on parameters of the vibration frequency on the rubber grommet and the tridimensional magnitude more convenient, in order to contribute to the future engineering researches. Therefore, this work has the main objective to analyze the magnitude of efficient accelerations on the seat-operator interface and the vibrations transmissibility of the rubber grommet on the agricultural tractor with a cabin, using three adjustment knob positions, two scarification depths, two displacement speeds and three different ballast settings. The experiment was held at the Phytotechny School s experimental area (Federal University of Santa Maria) through a subdivided portion outlining with 4 repetitions and 144 experimental units. A 4x2 TDA tractor was used with 63 kW of power on the engine (63 kW) attached to the chisel plow. The information was recorded by the accelerometers that were installed on the floor of the cabin, platform, rubber grommet and on the seat. It was concluded that the magnitude of efficient accelerations obtained on the seat-operator interface in all the 36 individual tests stayed above the comfort limit on the frequency of 1 to 80Hz, established by the standard (ISO 2631-1: 1997) for daily 8-hour exposure. The magnitude of efficient accelerations on the vertical direction (z) in the tractor s cabin floor in all the 36 individual tests had comfortable rates for the total metallic ballasting (TMB) and little uncomfortable for both the partial metallic ballasting (PMB) and the total hydraulic ballasting (THB) according to the (ISO 2631-1: 1997). The vibration transmissibility, on the direction (z) through the rubber grommet, had an amplification in the interval from 0 to 15Hz for TMB, from 0 to 19Hz for PMB and from 71 to 76Hz for THB. The transmissibility rates in the analysis between 1 and 80 Hz corresponded to 59%, 74% and 88% for TMB, PMB and THB, respectively. In all the individual tests, the vibration transmissibility from the floor to the seat was around twenty times higher compared to the vibration transmissibility from the platform to the tractor floor, using the frequency range from 1 to 80 Hz. On the virtual dynamic simulation, the elastomer provided around 11% reduction for the vibration magnitude on the seat-operator interface in the vertical direction. / O trator é uma das máquinas que fornece a maior parte da potência para execução das atividades rurais dentro da mecanização agrícola, sendo oportunas maiores investigações dos parâmetros de frequência da vibração nos coxins e magnitudes tridimensionais no assento, a fim de contribuir para futuras pesquisas de engenharia. Sendo assim, este trabalho teve por objetivo analisar as magnitudes das acelerações eficazes na interface assento-operador e a transmissibilidade das vibrações no coxim de um trator agrícola cabinado, utilizando três posições de regulagem do assento, duas profundidades de escarificação, duas velocidades de deslocamento e três configurações de lastros. O experimento foi realizado na Universidade Federal de Santa Maria com delineamento de parcelas subdivididas, com 4 repetições, totalizando 144 unidades experimentais. Utilizou-se um trator, (4x2 TDA) com potência no motor de 63 kW (85 cv), tendo um escarificador acoplado, os dados foram registrados através de acelerômetros instalados no piso da cabina, na plataforma, no coxim e no assento. Concluiu-se que as magnitudes das acelerações eficazes obtidas, na interface assento-operador, em todos os 36 tratamentos, ficaram acima do limite de conforto na frequência de 1 a 80 Hz, estabelecidas pela norma (ISO 2631-1: 1997) para exposição de 8h diária do operador. As magnitudes das acelerações eficazes na direção vertical (z), no piso da cabina do trator, em todos os 36 tratamentos, tiveram índice confortável para a lastragem metálica total (LMT) e pouco desconfortável para a lastragem metálica parcial (LMP) e lastragem hidráulica total (LHT), de acordo com a (ISO 2631-1: 1997). A transmissibilidade de vibração na direção (z) através do coxim teve amplificação no intervalo de 0 a 15 Hz para a LMT, de 0 a 19 Hz para a LMP e de 71 a 76 Hz para a LHT. Os valores de transmissibilidade na análise de 1 a 80 Hz corresponderam a 59%, 74% e 88%, respectivamente para a LMT, LMP e LHT. Em todos os tratamentos a transmissibilidade de vibração do piso para o assento foi em torno de 20 vezes maior em relação à transmissibilidade da plataforma para o piso do trator, sendo a faixa frequência de 1 a 80 Hz. Na simulação dinâmica virtual, o elastômero utilizado proporcionou uma redução da magnitude de vibração na interface assento-operador, em torno de 11%, na direção vertical.

Uma das maiores dificuldades que enfrentam os engenheiros responsáveis pelo conforto aeronáutico é proporcionar um bom nível de conforto térmico nas aeronaves. O espaço restrito entre os ocupantes, a pequena distância entre as fileiras de bancos, a grande variação de fontes térmicas e os campos de velocidade e temperatura de ar assimétricos, são alguns dos obstáculos que prejudicam as condições térmicas. Estes fatos têm levado a uma série de iniciativas em centros de pesquisa internacionais e no Brasil para melhor caracterizar a complexidade desse ambiente térmico e melhorar as condições de conforto térmico. No presente trabalho foram realizados estudos que lançam a base para a construção de uma metodologia numérica de análise do ambiente térmico de cabine e de avaliação de condições de conforto térmico em aeronaves. Os estudos compreendem a realização de trabalho experimental e de simulação utilizando CFD em seção de cabine de aeronave. Foram realizadas simulações e medições de temperaturas e velocidades do ar e de temperaturas equivalentes em seção de cabine de 12 passageiros, utilizando manequim térmico digital e experimental com 17 segmentos. As pessoas foram simuladas utilizando manequins com fontes de calor. Resultados do trabalho mostram que o modelo de turbulência k- realizável apresentou os melhores resultados com refinamento de malha que permita atingir y+ próximo de 4. Resultados numéricos e experimentais apresentaram uma boa correlação, tanto nos campos de velocidade e temperatura do ar, quanto nas temperaturas equivalentes. Finalmente, a utilização de manequins térmicos digitas e experimentais mostra ser uma boa ferramenta para análise do ambiente térmico em cabine de aeronave. / One of the most difficult tasks for the aerospace interior comfort engineers is to promote a good thermal environment inside the aircraft cabin. The restricted space, asymmetric air velocity and temperature fields and the great variation of thermal environment conditions are some of the obstacles to get good cabin thermal comfort conditions. These facts led to a significant number of international and national research initiatives to understand this complex thermal environment and improve the cabin thermal comfort. In this work some CFD and experimental studies were carried out to form the basis of a numerical cabin thermal comfort analysis methodology. Experimental and CFD analysis of the equivalent temperatures and air velocities and temperatures in a 12 seat cabin mock-up using an experimental and a digital 17 segments thermal manikin were performed. Occupancy was simulated with heated manikins. The results showed that the realizable k- turbulent model gave good results with a y+ around 4 at the manikin surface. Good correlation between numerical and experimental results led to an increased confidence in the use of experimental and digital thermal manikins to evaluate the aircraft cabin thermal ambient.

Large trucks may have an integrated microwave oven, or a driver may add oneas a standalone solution, to allow heating food during long-haul transports. If a crash occurs with an item inside the oven, it may thrust against the door with such force that it opens from the inside. The goal of this thesis work is to develop a concept for a universally applicable solution that prevents flying parts from within the oven on a crash, as that presents a safety hazard for anyone inside the cabin. The thesis work was conducted according to a stage gate process, which included four phases: Context, Ideation, Concept Development, and Concept Design. It includes interviews, company visits, literature searches, design methodology, concept comparisons and computer aided design. The thesis work concludes with three concepts, all of which are locking solutions that are applied externally onto a microwave oven. They include a bolt latch, a solenoid lock, and a bolt latch integrated with the oven’s door button. All solutions traverse the transition area between door and panel.

Master of Science / Department of Mechanical and Nuclear Engineering / Mohammad H. Hosni / Byron W. Jones / The 2015 Airline Traffic Data released by the Bureau of Transportation Statistics (BTS 2016), shows that the commercial flights serving the United States carried an all-time high of 895.5 million passengers in 2015, which represents an approximate 5 % increase in number of passengers from 2014. There is a potential for disease and/or contaminants spreading throughout the airliner cabin raising health risks for passengers and crewmembers onboard flight. In order to limit health risks caused by spread of disease and/or contaminants, it is necessary to understand the various factors affecting the airliner cabin environment. Ventilation effectiveness is one such factor investigated in this study. In addition, experiments were conducted using tracer gas to study the dispersion of tracer gas inside an airliner cabin. Experimental investigations were carried out inside a wide body, eleven-row Boeing 767 mockup cabin and a narrow body, five-row Boeing 737 mockup cabin. The Boeing 767 mockup cabin was constructed with actual aircraft components for air distribution to represent a real aircraft cabin, while the Boeing 737 mockup cabin is a fuselage section from an actual Boeing 737 aircraft. Thermal manikins occupied each seat of both the cabins to simulate thermal load from an average seated person. Four sets of experiments were conducted to evaluate the ventilation effectiveness and dispersion of tracer gas inside the aircraft cabin mockups. The first set of experiments investigated the ventilation effectiveness in a Boeing 767 mockup cabin. The second set of experiments determined the ventilation effectiveness at various heights and locations in a Boeing 737 mockup cabin. The third set of experiments focused on the study of dispersion of tracer gas inside a Boeing 737 mockup cabin with ventilation air. The last set of experiments aimed to study the dispersion of tracer gas inside a Boeing 737 mockup cabin with no ventilation air. The ventilation effectiveness studies were performed by using Carbon Dioxide (CO₂) as a tracer gas and applying the tracer gas decay method. The conclusion for the first set of experiments was that air is efficiently and uniformly supplied to all seat locations inside the Boeing 767 mockup cabin with no clear patterns with respect to seat locations, i.e. window versus center versus aisle observed. From the second set of experiments, it was concluded that the ventilation effectiveness is uniform throughout the Boeing 737 mockup cabin irrespective of seat locations and elevations from cabin floor. In order to determine the spread of disease and/or contaminants, a mixture of CO₂ and Helium (He) was used as a tracer gas. Tracer gas was released from particular locations inside the cabin to simulate gaseous contaminants released by a passenger and sampled at various locations throughout the cabin. The third set of experiments revealed that transport of tracer gas inside an aircraft cabin depends on the source location as well as on the relative distance of the sampling point from the source. Dispersion of tracer gas in the longitudinal direction was also observed inside the cabin. From the fourth set of experiments, it was concluded that even in the absence of ventilation air, considerable dispersion of tracer gas occurred in both the longitudinal and lateral directions.

This thesis on the topic "Insurance of pilots and cabin crew" deals with one of the professional groups of insured which in this case are pilots and cabin crew - the frontline staff on board of a commercial aircraft. It characterizes risks associated with these types of profession and possible ways of their elimination by insurance with a particular focus on health and travel insurance. The last chapter of this work also analyzes an offer of travel insurance suitable for pilots and cabin crew and it refers to exceptions from insurance claims related to the performance of these jobs.

[EN] This PhD study deals with the modelling of an adsorption system designed to provide air conditioning for vehicles, and is driven by the waste heat available from the water/glycol cooling circuit of the engine. The system is based on the sequential heating/cooling of two sorption beds containing a solid sorption material which desorbs or adsorbs water vapour. The condensation of the vapour is carried out by a cooling circuit while the subsequent evaporation of the condensed liquid is employed to produce the cooling effect, generating chilled water, which is then employed to cool down the air of the cabin. The developed model is fully dynamic and is based on zero-dimensional lumped parameter models for all the necessary components of the overall system including the engine, the beds, the heating circuit, the cooling circuit, the chilled water circuit and the vehicle cabin. The sorption bed model takes into account the non-equilibrium of the adsorption and desorption processes and is able to work with any kind of adsorbent materials, but the study has been restricted to silica gel and zeolite which are among the most appropriate materials for this application. The model is employed to simulate a standard driving cycle of a vehicle, evaluating the instantaneous available heat from the engine cooling system and the dynamic behaviour of the described sorption A/C system, resulting in the estimation of the evolution of the cabin temperature along the cycle. The model of the overall system has been developed under the MATLAB Simulink programming environment. The model of the adsorption system has been first validated against experimental results, showing its excellent capabilities to predict the dynamic behaviour of the system. The model was then used to analyse the influence of the main design parameters of the bed and the main operation parameters on the system's performance: cooling capacity and coefficient of performance (COP). This was done in order to provide rules for the optimal design and operation of this kind of systems. Finally, the model has been employed to analyse the overall system (engine, adsorption system, heating and cooling circuits, chilled water circuit and cabin) performance along a standard driving cycle, under various operation strategies with regards to the initial state of the adsorbent material in the beds, and operation conditions both for a car and a truck. The results show the difficulties of activating the system at the initial periods of the cycle, when the engine is warming up, and the difficulties to synchronise the operation of the system with the availability of waste energy. They also highlight the limitation in capacity of the designed system, showing that it would not able to fulfil the comfort requirements inside the cabin in hot days or after soaking conditions. Part of this PhD study was carried out in the frame of an R&D project called "Thermally Operated Mobile Air Conditioning Systems - TOPMACS", financially supported by the EU under the FP6 program, which was devoted to the evaluation of the feasibility and performance of potential sorption system solutions for the air conditioning of vehicles. / [ES] Esta tesis doctoral se centra en el modelado de un sistema de adsorción diseñado para proporcionar aire acondicionado de vehículos a partir del calor residual disponible en el circuito de refrigeración de agua/glicol del motor. El sistema se basa en el calentamiento/enfriamiento secuencial de dos reactores que contienen un material adsorbente sólido que desorbe o absorbe vapor de agua. La condensación del vapor se lleva a cabo mediante un circuito de refrigeración, mientras que la posterior evaporación del agua condensada se emplea para producir agua fría, que se emplea finalmente en enfriar el aire de la cabina. El modelo desarrollado es completamente dinámico y se basa en modelos cero dimensionales de parámetros concentrados, para todos y cada uno de los componentes del sistema global incluyendo el motor, los reactores, el circuito de calentamiento, el circuito de enfriamiento, el circuito de agua fría y la cabina del vehículo. El modelo del reactor contempla el no equilibrio de los procesos de adsorción o desorción y es capaz de trabajar con cualquier par de materiales adsorbentes. No obstante el estudio se ha restringido a gel de sílice y zeolita que se encuentran entre los materiales más adecuados para esta aplicación. El modelo se emplea para simular un ciclo de conducción estándar del vehículo, evaluando el calor disponible instantáneamente en el sistema de refrigeración del motor, y el comportamiento dinámico del sistema descrito adsorción-Aire Acondicionado, permitiendo como resultado principal la estimación de la evolución de la temperatura de la cabina a lo largo el ciclo. El modelo del sistema global se ha desarrollado en el marco del entorno de programación MATLAB Simulink. El modelo del sistema de adsorción se ha validado primero contra resultados experimentales demostrando las excelentes capacidades del modelo para predecir el comportamiento dinámico del sistema. A continuación, el modelo se ha aplicado para analizar la influencia de los principales parámetros de diseño del reactor, y de los principales parámetros de operación, sobre el rendimiento del sistema: la capacidad y coeficiente de operación (COP), con el fin de proporcionar directrices para el diseño y operación óptima de este tipo de sistemas. Por último, el modelo ha sido empleado para analizar el funcionamiento y prestaciones del sistema en su conjunto (motor, sistema de absorción, los circuitos de calefacción y refrigeración, circuito de agua fría, y la cabina) a lo largo de un ciclo de conducción estándar, bajo diferentes estrategias de operación en lo que se refiere al estado inicial del material adsorbente en los reactores, y las condiciones de operación, para el caso de un coche, y para el de un camión. Los resultados muestran las dificultades de la activación del sistema en los periodos iniciales del ciclo, cuando el motor se está calentando, y las dificultades para sincronizar el funcionamiento del sistema con la disponibilidad de energía térmica excedente del motor, así como la limitación en la capacidad de enfriamiento del sistema diseñado, que no resulta capaz de satisfacer los requerimientos mínimos de confort dentro de la cabina en los días calurosos o de enfriarlo con suficiente rapidez cuando el vehículo ha estado estacionado bajo el sol durante varias horas. Parte de este estudio de doctorado se ha llevado a cabo en el marco de un proyecto de I + D denominado " Thermally Operated Mobile Air Conditioning Systems - TOPMACS", financiado parcialmente por la UE en el marco del programa FP6, y que perseguía la evaluación de la viabilidad y el potencial de aplicación de soluciones de sistemas de adsorción activadas por el calor residual del motor para el aire acondicionado de vehículos. / [CAT] Aquesta tesi doctoral es centra en el model d'un sistema d'adsorció dissenyat per a proporcionar aire acondicionat a vehicles a partir de la calor residual disponible al circuit de refrigeració d'aigua / glicol del motor. El sistema es basa en l'escalfament / refredament seqüencial de dos reactors que contenen un material adsorbent sòlid que desorbeix o absorbeix vapor d'aigua. La condensació del vapor es porta a terme mitjançant un circuit de refrigeració, mentre que la posterior evaporació de l'aigua condensada s'utilitza per a produir aigua freda, que s'empra finalment en refredar l'aire de la cabina. El model desenvolupat és completament dinàmic i es basa en models zero dimensionals de paràmetres concentrats, per a tots i cada un dels components del sistema global incloent el motor, els reactors, el circuit d'escalfament, el circuit de refredament, el circuit d'aigua freda i la cabina del vehicle. El model del reactor contempla el no equilibri dels processos d'adsorció o desorció i és capaç de treballar amb qualsevol parell de materials adsorbents. No obstant això, l'estudi s'ha restringit a gel de sílice i zeolita que es troben entre els materials més adequats per a aquesta aplicació. El model s'utilitza per a simular un cicle de conducció estàndard del vehicle, avaluant la calor disponible instantàniament en el sistema de refrigeració del motor, i el comportament dinàmic del sistema descrit Adsorció-Aire Acondicionat, permetent com a resultat principal l'estimació de l'evolució de la temperatura de la cabina al llarg del cicle. El model del sistema global s'ha desenvolupat en l'entorn de programació MATLAB Simulink. El model del sistema d'adsorció s'ha validat primer amb resultats experimentals demostrant les excel¿lents capacitats del model per a predir el comportament dinàmic del sistema. A continuació, el model s'ha aplicat per analitzar la influència dels principals paràmetres de disseny del reactor, i dels principals paràmetres d'operació, sobre el rendiment del sistema: la capacitat i coeficient d'operació (COP), amb la finalitat de proporcionar directrius per al disseny i operació òptima d'aquest tipus de sistemes. Finalment, el model ha estat utilitzat per analitzar el funcionament i prestacions del sistema en el seu conjunt (motor, sistema d'absorció, els circuits de calefacció i refrigeració, circuit d'aigua freda, i la cabina) al llarg d'un cicle de conducció estàndard, sota diferents estratègies d'operació pel que fa a l'estat inicial del material adsorbent en els reactors, i les condicions d'operació, per al cas d'un cotxe, i per al d'un camió. Els resultats mostren les dificultats de l'activació del sistema en els períodes inicials del cicle, quan el motor s'està escalfant, i les dificultats per sincronitzar el funcionament del sistema amb la disponibilitat d'energia tèrmica excedent del motor, així com la limitació en la capacitat de refredament del sistema dissenyat, que no resulta capaç de satisfer els requeriments mínims de confort dins de la cabina en els dies calorosos o de refredar amb suficient rapidesa quan el vehicle ha estat estacionat sota el sol durant diverses hores. Part d'aquest estudi de doctorat s'ha dut a terme en el marc d'un projecte d'I + D denominat "Thermally Operated Mobile Air Conditioning Systems - TOPMACS", finançat parcialment per la UE en el marc del programa FP6, i que perseguia l'avaluació de la viabilitat i el potencial d'aplicació de solucions de sistemes d'adsorció activats per la calor residual del motor per a l'aire condicionat de vehicles. / Verde Trindade, M. (2015). MODELLING AND OPTIMIZATION OF AN ADSORPTION COOLING SYSTEM FOR AUTOMOTIVE APPLICATIONS [Tesis doctoral no publicada]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/54120 / TESIS