Made available in DSpace on 2014-10-09T12:47:52Z (GMT). No. of bitstreams: 0 / Made available in DSpace on 2014-10-09T14:08:07Z (GMT). No. of bitstreams: 1 08328.pdf: 5698756 bytes, checksum: 666e31b1eb88511baa0febca1d995e14 (MD5) / Dissertacao (Mestrado) / IPEN/D / Instituto de Pesquisas Energeticas e Nucleares - IPEN/CNEN-SP

Made available in DSpace on 2014-10-09T12:47:58Z (GMT). No. of bitstreams: 0 / Made available in DSpace on 2014-10-09T14:07:58Z (GMT). No. of bitstreams: 1 09022.pdf: 7421043 bytes, checksum: 44a990a45b4428a51fbaede4e9638fd1 (MD5) / Dissertacao (Mestrado) / IPEN/D / Instituto de Pesquisas Energeticas e Nucleares - IPEN/CNEN-SP

Made available in DSpace on 2014-10-09T12:34:23Z (GMT). No. of bitstreams: 0 / Made available in DSpace on 2014-10-09T14:10:32Z (GMT). No. of bitstreams: 0 / Nas últimas décadas houve um grande avanço em pesquisas no desenvolvimento de medicamentos à base de plantas medicinais. Entretanto, constata-se que há pouca preocupação sobre as concentrações de elementos estáveis, bem como as concentrações de atividade de radionuclídeos naturais das séries do 238U e 232Th em plantas com esta finalidade no Brasil. A presença de minerais e radionuclídeos em plantas constitui um meio de migração destes elementos para o organismo humano, através da ingestão de chás ou medicamentos feitos com ervas medicinais. Peperomia pellucida é conhecida popularmente por erva de jabuti e por suas propriedades medicinais, como cicatrizante, analgésica, bactericida e fungicida. As amostras de Peperomia pellucida e de solo analisadas neste trabalho foram coletadas no Jardim Botânico do Rio de Janeiro e em suas proximidades. A concentração elementar de As, Ba, Br, Ce, Cl, Co, Cr, Cs, Eu, Fe, Hf, K, La, Lu, Mg, Mn, Na, Nd, Rb, Sb, Sc, Sm, Ta, Tb, Th, U, Yb e Zn foi determinada nas folhas, partes aéreas, compreendendo folhas e caule, e raiz de Peperomia pellucida, nos extratos obtidos por maceração e infusão e no solo pela técnica da Análise por Ativação Neutrônica Instrumental (AANI). O método analítico utilizado para determinar os elementos Cd, Hg e Pb foi a Espectrometria por Absorção Atômica e as atividades de 226Ra, 228Ra e 210Pb foram determinadas pela contagem alfa e beta total após separação radioquímica. A qualidade dos resultados obtidos foi verificada pela análise dos materiais de referência certificados IAEA-336 Lichen, IAEA-Soil-7, IAEA-326 Radionuclides in soil, NIST 1515 Apples Leaves e NIST 1542 Peach Leaves. Os resultados obtidos nas análises apresentaram boa precisão e exatidão. O óleo essencial e os extratos etanólico e hexânico obtidos das partes aéreas de P. pellucida foram testados in vitro, em placas de Petri, para verificar a atividade antifúngica diante ao fungo Aspergillus flavus. A atividade antifúngica baseou-se na zona de inibição e nos valores de CI50 frente ao patógeno. Também foi determinada a composição química do óleo essencial pela Cromatografia Gasosa acoplada ao Espectrômetro de Massa (GC-EM). / Dissertação (Mestrado) / IPEN/D / Instituto de Pesquisas Energeticas e Nucleares - IPEN-CNEN/SP

O presente trabalho apresenta um estudo numérico dos efeitos da aplicação de geometrias geradoras de vórtices, com intuito de controlar passivamente a camada limite, em um perfil aerodinâmico que integra a asa traseira de multi elementos de um veículo de Fórmula SAE. As equações de Navier-Stokes com médias de Reynolds foram resolvidas utilizando o modelo k-ω SST (Shear Stress Transport) para o problema de fechamento da turbulência. Uma metodologia numérica padrão foi definida e utilizada nos diferentes casos analisados. Domínio de cálculo, malha, condições de contorno e critério de convergência foram escolhidos com base em norma SAE para análise numérica de escoamento externo em veículos terrestres. As camadas de volumes prismáticos próximos as superfícies com não-deslizamento foram dimensionadas de forma a resultar em um tratamento de parede adequado ao modelo de turbulência aplicado. O método GCI (Grid Convergence Index) foi utilizado para avaliar a qualidade da malha. Com o intuito de reduzir o custo computacional nos testes com diferentes configurações de geradores de vórtices, apenas parte de interesse do domínio de cálculo foi resolvido, impondo perfis de velocidade, energia cinética da turbulência e dissipação específica em sua entrada. Estas condições foram importadas da simulação com domínio completo resolvida Para verificar a correta captação dos principais efeitos físicos envolvidos, comparações com resultados experimentais foram feitas para 2 casos com escoamentos representativos: o corpo de Ahmed e um perfil aerodinâmico com geradores de vórtices. Além disso, as diferenças entre resolver o domínio completo ou parcial foram estudadas em outro comparativo com resultados experimentais. Concluiu-se que a metodologia numérica foi capaz de obter os coeficientes aerodinâmicos, e suas tendências frente a mudanças de geometria, nos casos estudados. Resolver parcialmente o domínio, impondo perfis em sua entrada, acarretou em diferença nos coeficientes obtidos na ordem de 2% para o coeficiente de sustentação e 7% para o coeficiente de arrasto. O controle passivo via geradores de vórtices foi eficaz em atrasar a separação da camada limite no flap do veículo de Fórmula SAE, as melhoras nos coeficientes de arrasto e sustentação foram da ordem de 7% e 0,3%, respectivamente. / The present work is a numerical study of the effects of the application of vortex generating geometries, in order to passively control the boundary layer, in an aerodynamic profile that integrates a multi-element rear wing of a Formula SAE vehicle. The Reynolds Averaged Navier-Stokes equations were solved using the k-ω Shear Stress Transport model for the turbulence closure problem. A standard numerical methodology was defined and used in the different cases analyzed. Computational domain, mesh, boundary conditions and convergence criteria were chosen based on SAE standard for numerical analysis of external flow in land vehicles. The layers of prismatic volumes near the non-slip surfaces were dimensioned to result in a wall treatment suitable to the applied turbulence model. The Grid Convergence Index (GCI) method was applied to evaluate the mesh quality. In order to reduce the computational cost in tests with different vortex generators configurations, only the part of interest of the calculation domain was solved, imposing velocity, turbulent kinetic energy and specific dissipation profiles on its inlet These conditions were imported from the full domain simulation already solved. To verify the correct capture of the main physical effects involved, comparisons with experimental results were made for 2 cases with representative flows: the Ahmed body and an aerodynamic profile with vortex generators. In addition, the differences between solving the complete or partial domain were studied in another comparative with experimental results. It was concluded that the numerical methodology was able to obtain the aerodynamic coefficients, and their tendencies against changes of geometry, in the cases studied. Partially solving the domain, imposing profiles at its entrance, resulted in a difference in the coefficients obtained in the order of 2% for the lift coefficient and 7% for the drag coefficient. The passive control via vortex generators was effective in delaying the separation of the boundary layer on the flap of the Formula SAE vehicle, the improvements in drag and lift coefficients were of the order of 7% and 0,3%, respectively.

Sigtuna is one of the first settlements in Sweden considered to be a proper town. Taking over Birka´s function as a central trading hub when it was founded in the late 10th century AD, Sigtuna was characterized by its early connection to Christianity, and many churches were built there. The foundations of one of these medieval stone churches and its churchyard lie beneath Sigtuna museum’s plot on the block S: t Gertrud 3. However, the full extent of this church and churchyard as well as its foundation date and function is not fully known. The over-arching purpose of this study is to achieve a better understanding of this church’s function. This will be done by geochemically analysing soil samples taken from the museum plot under which the churchyard is located. The first aim of this study is to establish the extent of the churchyard. During excavations carried out between 1990- 1991 in the neighbouring block Urmakaren, archaeologists discovered the remains of King Olof Skötkonung’s minting house along with various finds, notably two lead pieces with imprints of coin stamps. The second aim of this study is to see if traces of these metalworking activities can be detected on the museum plot. The third aim is to see how the church and churchyard related to the minting house on a spatial plane.

Formula Student is a global engineering competition where university students collaborate to design, construct, and race formula-style cars. Aerodynamics is one aspect in the vehicle design that can improve on-track performance by increasing cornering and straight-line speed. To improve the aerodynamics of KTH Formula Student's DeV18 vehicle, the side structure is being redesigned. The current model, DeV17, features an underperforming tunnel-based side structure. To address this issue, this had the goal to investigate a new multi-element wing design that utilizes ground effect. The design study of the DeV18 vehicle is conducted using Siemens NX 2212 for 3D modelling and Simcenter Star-CCM+ 17.06.008-R8 for airflow simulations. To quickly investigate certain design parameters effect on the results, Design Manager Project inside Simcenter Star-CCM+ is used. The resulting side structure produces a total of 26 N of downforce and 6 N of drag at 40 kph, more than twice that of DeV17’s side structure while also producing less drag. Although this significant improvement compared to DeV17, it is believed that further increases in performance are necessary to compete with top teams. By using a more sophisticated method to optimize the multi-element wing, such as adjoint optimization, the concept could be improved. However, the overall potential of the concept is still considered too limited to achieve the desired performance goals, which is why it will no longer be investigated further.

An ever present trend in the power conversion industry is to get higher performance at a lower cost. In a computer server system, the front-end converter, supplying the load subsystems, is typically a multiple output power supply. The power supply unit is custom designed and its output voltages are fully regulated, so it is not very efficient or cost effective. Most of the load systems in this application are supplied by point-of-load converters (POLs). By leaving the output voltage regulation aspect to POLs, the front-end converter does not need to be a fully regulated, multiple output converter. It can be replaced by a dc-dc transformer (DCX), which is a semi-regulated or unregulated, single output dc-dc converter. A DCX can be made using a modular design to simplify expansion of the system capacity. To realize this concept, the DCX block must have a current sharing feature. The current sharing method for a resonant DCX is discussed in this work. To simplify the system architecture, the current sharing method is based on the droop method, which requires no communication between paralleled units. With this method, the current sharing error is inversely proportional to the droop voltage. In traditional DCX implementations, the droop voltage depends on the resistive voltage drops in the power stage, which is not sufficient to achieve the desired current sharing error. The resonant converter has the inherent characteristic that its conversion gain depends on the load current, so the virtual droop resistance can realized by the resonant tank and the droop voltage can be obtained without incurring conduction loss. An LLC resonant converter is investigated for its droop characteristic. The study shows the required droop voltage is achievable at very high switching frequency. To lower the switching frequency, a notch filter is introduced into the LLC resonant tank to increase the sensitivity of the conversion gain versus the operating frequency. The design of the multi-element resonant tank is discussed. Depending soly on the resonant tank, the droop characteristic is largely varied with the component tolerance in the resonant tank. The current sharing error becomes unacceptable. The active droop control is imposed to make the output regulation characteristic insensitive to the component tolerance. The proposed resonant DCX has simpler circuit structure than the fully regulated resonant converter. Finally simulation and experimental results are presented to verify this concept. / Master of Science

Sportbilsbranchen har utvecklats i flera decennier och det råder en konstant efterfrågan för nya idéer och teknologier som kan förbättra sportbilar. Detta stämmer framförallt in inom superbilsbranchen, där det är en stor konkurrens mellan företag om vem som först utvecklar nya teknologier som gör deras bilar till de attraktivaste på marknaden.   Ett område inom fordonsutvecklingen är aerodynamik och dess användning för att förbättra fordons prestanda vid körning i raksträckor och i kurvor. Sportbilstillverkarnas mål är oftast att utveckla fordon till att accelerera snabbt, nå en hög topphastighet, kort bromssträcka samt att nå så hög hastighet som möjligt i kurvor utan att glida av vägen. Det finns flera metoder för att uppnå detta, men det sätt som behandlas i denna rapport är anvädningen av bakvingar.   Bakvingar förekommer i flera konfigurationer och modifikationer för att uppfylla användarens önskemål och krav. De vingkonfigurationer som behandlas i detta projekt är single- och multi-elementa vingar. Single-elementa vingar kännetecknas av att de består av en enkel vingarea. Fördelen med dessa konfigurationer är att de producerar låga luftmotstånd vid låga anfallsvinklar, vilket bland annat gör dem optimala för höga hastigheter. Multi-elementa vingar består av två eller fler vingareor. I och med detta kan en större negativ lyftkraft uppnås vilket gör dem optimala vid svängning. Multi-elementa vingar kan även användas vid högre anfallsvinklar med en minskad risk att turbulens uppstår.   Syftet i detta projekt var att ge en teoretisk analys av vad som kan uppnås om en single- och multi-element vinge kombineras i en och samma konfiguration. Tanken är att i praktiken har denna kombinerade vingkonfiguration en klaff som kan fällas ut för att kunna utnyttja båda vingkonfigurationernas fördelar och på så sätt förbättra sportbilars acceleration, topphastighet, bromsningsförmåga samt svängningshastighet.   Metoden bestod av att använda teoretiska beräkningar och analyser för att nå slutsatser om en sådan typ av vinge skulle vara fördelaktig, eller om de existerande konfigurationerna är tillräckliga. Detta gjordes genom att använda en tidigare analys som undersökte kraftskillnaderna hos en single- och multi-element vinge med samma dimensioner. Med vingarnas data kunde beräkningar genomföras på ett typfordon, där resultaten av vingarnas påverkan på fordonets topphastighet, acceleration, bromsning och kurvkörning samlades in och jämfördes. Med dessa jämförelser kunde en slutsats dras om vilka vingkonfigurationer som visade bäst resultat vid de olika situationerna.     Resultatet visar att en vinge som är en kombination av single- och multi-element kan vara fördelaktig över existerande konfigurationer. I och med att den single-elementa vingen har lägst luftmotstånd så passar den bäst vid acceleration vid hög hastighet samt för att uppnå höga topphastigheter. Vid acceleration i låga farter är den multi-elementa vingen mer fördelaktiga på grund av dess högre negativa lyftkraft. Den multi-elementa vingen passar även bättre för kraftigare bromsningsverkan samt högre svängningshastigheter. / The sports car industry has been under constant development for decades and there is a large demand for new ideas and technologies that can improve sports cars. This is particularly true in the super car industry, where there is a constant competition between companies about who first develops new technologies that can make their cars the most attractive on the market.   One area of development is in aerodynamics and how it can be used to improve vehicle performance when driving on straights and in curves. Usually, the goal is to get the vehicle to accelerate faster, reach a high top speed, have a short braking distance and to have as high speed as possible in curves without slipping off the road. There are several methods to achieve this, but the way that is discussed in this report are the use of rear wings.   Rear wings exist in several configurations in order to reach the requests and requirements of the car manufacturer. The wing configurations addressed in this project are single and multi-element wings. Single-element wings are characterized by their single wing area. The advantage of these configurations is that they produce low resistance at low angles of attack, which among other things makes them optimal for high speeds. Multi-element wings consist of two or more wing areas. With this, a larger negative lifting force can be achieved, which makes them optimal for achieving high turning speeds. Multi-element wings can also be used at higher angles of attack without the risk of the wing stalling.   In this project, the goal is to provide a theoretical analysis of what can be achieved if a single and multi-element wing is combined into one and the same configuration. The idea is that in practice, this combined wing has a flap that can be folded in and out in order to be able to utilize the advantages of both wing configurations and thus improve a sports car's acceleration, top speed, braking ability and turning speed.   The method consisted of using theoretical calculations and analyses to reach conclusions as to whether such a type of wing would be advantageous, or if the existing configurations are good enough for what they are used for. This was done by using a previous analysis that examined the differences between a single and multi-element wing of the same dimensions. With the data from these wings, calculations could then be made on a theoretical car, where the results of the wings' influence on top speed, acceleration, braking and curve driving were collected and compared. With these comparisons, a conclusion could be made about which of the wings were best for the different scenarios.   The result shows that a wing with a combination of single and multi-elements can be advantageous. Since the single-element wing has the lowest drag, it fits best at top speeds. When accelerating at low speeds, multi-element wings are more advantageous because of their higher downforce. They also fit better for greater braking effect and higher turning speeds.

Separated flows about single and multi-element airfoils are featured in many scenarios of practical interest, including: stall of fixed wing aircraft, dynamic stall of rotorcraft blades, and stall of compressor and turbine elements within jet engines. In each case, static and/or dynamic stall can lead to losses in performance. More importantly, modeling and analysis tools for stalled flows are relatively poorly evolved and designs must completely avoid stall due to a lack of understanding. The underlying argument is that advancements are necessary to facilitate understanding of and applications involving static and dynamic stall. The state-of-the-art in modeling stall involves numerical solutions to the governing equations of fluids. These tools often either lack fidelity or are prohibitively expensive. Ever-increasing computational power will likely lead to increased application of numerical solutions. The focus of this thesis is improvements in numerical modeling of stall, the need of which arises from poorly evolved analysis tools and the spread of numerical approaches. Technical barriers have included ensuring unsteady flow field and vorticity reproduction, transition modeling, non-linear effects such as viscosity, and convergence of predictions. Contributions to static and dynamic stall analysis have been been made. A hybrid Reynolds-Averaged Navier-Stokes/Large-Eddy-Simulation turbulence technique was demonstrated to predict the unsteadiness and acoustics within a cavity with accuracy approaching Large-Eddy-Simulation. Practices to model separated flows were developed and applied to stalled airfoils. Convergence was characterized to allow computational resources to be focused only as needed. Techniques were established for estimation of integrated coefficients, onset of stall, and reattachment from unconverged data. Separation and stall onset were governed by turbulent transport, while the location of reattachment depended on the mean flow. Application of these methodologies to oscillating flapped airfoils revealed flow through the gap was dominated by the flap angle for low angles of attack. Lag between the aerodynamic response and input flap scheduling was associated with increased oscillation frequency and airfoil/flap gap size. Massively separated flow structures were also examined.

The analysis of metals is now a major application area for ICP-AES, however, the technique suffers from both spectral and non-spectral interferences. This thesis details the application of univariate and multivariate calibration methods for the prediction of Pt, Pd, and Rh in acid-digested and of Au, Ag and Pd in fusion-digested autocatalyst samples. Of all the univariate calibration methods investigated matrix matching proved the most accurate method with relative root mean square errors (RRMSEs) for Pt, Pd and Rh of 2.4, 3.7, and 2.4 % for a series of synihelic lest solutions, and 12.0, 2.4, and 8.0 % for autocatalyst samples. In comparison, the multivariate calibration method (PLSl) yielded average relative errors for Pt, Pd, and RJi of 5.8, 3.0, and 3.5 % in the test solutions, and 32.0, 7.5, and 75.0 % in the autocatalyst samples. A variable selection procedure has been developed enabling multivariate models to be built using large parts of the atomic emission spectrum. The first stage identified and removed wavelengths whose PLS regression coefficients were equal to zero. The second stage ranked the remaining wavelengths according to their PLS regression coefficient and estimated standard error ratio. The algorithms were applied to the emission spectra for the determination of Pt, Pd and Rh in a synthetic matrix. For independent test samples variable selection gave RRMSEs of 5.3, 2.5 and 1.7 % for Pt, Pd and Rh respectively compared with 8.3, 7.0 and 3.1 % when using integrated atomic emission lines. Variable selection was then applied for the prediction of Au, Ag and Pd in independent test fusion digests. This resulted in RRMSEs of 74.2, 8.8 and 12.2 % for Au, Ag and Pd respectively which were comparable to those obtained using a more traditional univariate calibration approach. A preliminary study has shown that calibration drift can be corrected using Piecewise Direct Standardisation (PDS). The application of PDS to synthetic test samples analysed 10 days apart resulted in RRMSEs of 4.14, 3.03 and 1.88%, compared to 73.04, 44.39 and 28.06 % without correction, for Pt, Pd, and Rh respectively.