Poon, Ho Shing. / Thesis (M.Phil.)--Chinese University of Hong Kong, 2009. / Includes bibliographical references (leaves 66-69). / Abstracts in English and Chinese. / ACKNOWLEDGEMENTS --- p.III / TABLE OF CONTENTS --- p.IV / TABLE OF FIGURES --- p.VI / LIST OF TABLES --- p.IX / Chapter CHAPTER 1: --- INTRODUCTION --- p.1 / Chapter 1.1 --- Intrinsic Problem of Conventional Aerodynamic Flying Devices --- p.1 / Chapter 1.2 --- Novel Ionic Propulsion Technology - Ionic Flyer --- p.2 / Chapter 1.3 --- Historical Development and Related Work of Ionic Flyer --- p.2 / Chapter 1.4 --- Existing Results in Our Group --- p.3 / Chapter 1.5 --- Objective and Current Achievements --- p.4 / Chapter 1.6 --- Organization of the remaining thesis --- p.5 / Chapter CHAPTER 2: --- FUNDAMENTAL KNOWLEDGE OF IONIC FLYERS --- p.6 / Chapter 2.1 --- Basic structure of Ionic Flyers --- p.6 / Chapter 2.2 --- Working Principle of Ionic Flyers --- p.7 / Chapter 2.3 --- Parametric models of the Ionic Flyers --- p.8 / Chapter 2.3.1 --- Electrical Current-Voltage Model --- p.8 / Chapter 2.3.2 --- Mechanical Lift-Force Model --- p.9 / Chapter CHAPTER 3: --- STRUCTURAL ANALYSIS OF IONIC FLYERS --- p.11 / Chapter 3.l --- Analysis on the Electrode Length --- p.11 / Chapter 3.2 --- Analysis on the Emitter radius --- p.12 / Chapter 3.3 --- Analysis on the Gap Distance between Emitter and Collector --- p.13 / Chapter 3.4 --- Analyses on the Emitter-Collector Electrodes Configuration --- p.15 / Chapter 3.4.1 --- Single-Emitter-Single-Collector Wire-Plate Configuration --- p.15 / Chapter 3.4.2 --- Multiple-Emitter-Single-Collector Wire-Plate Configuration --- p.16 / Chapter 3.4.3 --- Single-Emitter-Multiple-Collector Wire-Plate Configuration --- p.17 / Chapter 3.4.4 --- Single-Emitter-Surface-Collector Wire-Plate Configuration --- p.19 / Chapter 3.5 --- Summary - Optimization Design Methodology --- p.21 / Chapter CHAPTER 4: --- HIGH VOLTAGE POWER GENERATION SYSTEM --- p.22 / Chapter 4.1 --- Existing Marketable High Voltage Power Supplies --- p.22 / Chapter 4.2 --- design of the High Voltage Power Supply --- p.24 / Chapter 4.2.1 --- Battery --- p.25 / Chapter 4.2.2 --- Step-up Transformer --- p.25 / Chapter 4.2.3 --- Voltage Multiplier --- p.26 / Chapter 4.2.4 --- Driving Circuit --- p.27 / Chapter 4.3 --- Testing prototypes --- p.28 / Chapter 4.3.1 --- First Prototype --- p.28 / Chapter 4.3.2 --- Second Prototype --- p.29 / Chapter 4.3.3 --- Third Prototype --- p.30 / Chapter 4.3.4 --- Fourth Prototype --- p.31 / Chapter 4.3.5 --- Comparison of the Four Prototypes --- p.32 / Chapter 4.4 --- Performance of the High Voltage Power Supply --- p.34 / Chapter 4.4.1 --- Vary with Frequency --- p.34 / Chapter 4.4.2 --- Vary with Duty Cycle --- p.34 / Chapter 4.4.3 --- Efficiency --- p.35 / Chapter 4.5 --- Resonance Frequency Tracking Algorithm --- p.36 / Chapter 4.5.1 --- Fixed Frequency --- p.37 / Chapter 4.5.2 --- Scan Through a Frequency Range --- p.37 / Chapter 4.5.3 --- Continuous Comparison of Feedback Voltages --- p.38 / Chapter 4.5.4 --- Comparison of the Three Approaches --- p.40 / Chapter 4.6 --- Possibility Analysis on Self-Sufficient On-board Power Supply --- p.41 / Chapter 4.6.1 --- Analysis Based on the Parametric models --- p.41 / Chapter 4.6.2 --- Proposed Solution - Ionic Propulsion Blimp --- p.43 / Chapter CHAPTER 5: --- DEVELOPMENT OF IONIC PROPULSION BLIMP --- p.44 / Chapter 5.l --- Design and Structure of Ionic Propulsion Blimp --- p.44 / Chapter 5.1.1 --- Required Volume of the Blimp --- p.45 / Chapter 5.1.2 --- Initial Experimental results of Ionic Propulsion Blimp --- p.46 / Chapter 5.2 --- Advanced Navigation System for Ionic Propulsion Blimp --- p.47 / Chapter 5.2.1 --- Direction Control System --- p.47 / Chapter 5.2.2 --- Vision-Based Sensing and Control System --- p.48 / Chapter 5.3 --- Experimental results of the Advanced Navigation System --- p.55 / Chapter 5.3.1 --- Manual Control for Directional Movement --- p.55 / Chapter 5.3.2 --- Object Tracking using L-K Feature Tracking method --- p.56 / Chapter 5.3.3 --- Object Tracking using CamShift method --- p.57 / Chapter 5.3.4 --- Short summary for Vision-Based Control --- p.57 / Chapter CHAPTER 6: --- FURTHER DEVELOPMENT --- p.58 / Chapter 6.1 --- Improvement on Fabrication of Ionic Flyer --- p.58 / Chapter 6.2 --- Feasibility study on decreasing the operation voltage by minimizing the Gap Distance --- p.59 / Chapter 6.3 --- Improvement of the Design of Ionic Propulsion Blimp --- p.60 / Chapter 6.3.1 --- Design of Configuration of the Navigation System --- p.60 / Chapter 6.3.2 --- Design of the Ionic Flyer --- p.60 / Chapter 6.4 --- Commercialization Issue --- p.61 / Chapter 6.4.1 --- Safety Concerns --- p.61 / Chapter 6.4.2 --- Potential Application of Ionic Propulsion Technology --- p.63 / Chapter CHAPTER 7: --- CONCLUSION --- p.64 / BIBLIOGRAPHY --- p.66 / PUBLICATIONS --- p.69

Propulsionar cadeira de rodas (CR) está relacionado a altas incidências de dores e lesões em usuários de cadeira de rodas (UCR). Embora seja reconhecida como uma forma de baixa eficiência para se locomover, representa fundamental importância para o desempenho dessas pessoas nas atividades de vida diária, ocupacionais, de lazer e em sua participação social. Ao longo dos estudos sobre a propulsão nas últimas décadas, foi notado recentemente em especial, que a propulsão inicial que retira o sistema usuário-cadeira de rodas do repouso, o colocando em movimento, apresentam a maiores solicitações mecânicas. Considerando que esta situação é executada várias vezes durante o uso típico da cadeira de rodas, torna-a relevante objeto de estudo. Como até o momento, pouco foram os estudos sobre a fase inicial da autopropulsão e que do ponto de vista da neuroativação, esse movimento não foi abordado, este estudo tem como objetivo descrever o gesto da fase inicial da autopropulsão de cadeira de rodas manual de UCR, por meio da eletromiografia, apresentando os níveis atingidos de ativação muscular e o perfil do comportamento de ativação ao longo da execução do gesto da autopropulsão. Para isso foram avaliados oito grupos musculares envolvidos nesse gesto de onze UCR. Os sinais eletromiográficos foram coletados dos oito grupos musculares, simultaneamente, durante a execução de dez propulsões, partindo do repouso, de cada UCR participante da pesquisa. Com relação aos níveis de ativações musculares, foi introduzido um método alternativo de normalização. Esse método consiste na realização do teste de contração isométrica máxima na própria CR. Os resultados foram apresentados em boxplot a fim de demonstrar o pico de ativação bem como a distribuição dos demais níveis de ativação. Como o novo método proposto demonstrou limitações, inviabilizou a interpretação dos resultados quanto as intensidades calculadas. Sobre o perfil de acionamento muscular ao longo da execução da autopropulsão, os resultados foram expostos em gráficos normalizados pelo pico dinâmico e em relação ao período de um ciclo de propulsão, evidenciando o comportamento ativado em cada instante do ciclo. Segundo os resultados dessa segunda metodologia, entre os oito grupos musculares examinados, os que apresentaram os maiores picos de ativação foram: deltoide anterior (80,27%), o peitoral maior (79,27%), os flexores de punho (78,93%) e os extensores de punho (80,65%). Os achados colaboram com estudos anteriores de outros autores de que os principais grupos musculares efetores na propulsão de CR são o deltóide anterior (DA) e peitoral maior (PM). / Propelling wheelchair (CR) is related to high incidences of pain and injury in wheelchair users (WCU). Although this locomotion way be known as low efficient locomotion mode, it represents fundamental importance for these people performance in daily living activities, occupational, leisure and in their social participation. Over the studies course on propulsion in recent decades, it has recently been noted, particularly, that the initial stage of wheelchair propulsion which retires the user-wheelchair system from resting, putting it into motion, presents greater mechanical stresses. It considering this situation is executed several times during the typical wheelchair usage, it makes this relevant study object. As until current moment, there are few studies about initial stage of wheelchair propulsion and, from the neuroactivation point of view, this movement was not approached, this study aims to describe the gesture of initial stage of manual wheelchair propulsion from WCU, across electromyography, presenting the muscular activation levels achieved and the recruited behavior profile during the propulsion gesture execution. For this problem, eight muscle groups involved in this gesture were evaluated from eleven WCU. Electromyographic signals were collected from these eight muscle groups, simultaneously, during ten propulsions execution, starting from resting, of each WCU participant of the research. Regarding the muscular activation levels, an alternative normalization method was introduced. This method consists in performing the maximum isometric contraction test on the wheelchair itself. The results were showed in boxplot in order to demonstrate the activation peak as well as the remaining activation levels distribution. As the new method proposed showed limitations, a better results interpretation was not possible on calculated intensities. Regarding the muscular activation profile during the propulsion execution, the results were exposed in graphs normalized by the dynamic peak as well as in relation to a single propulsion cycle, evidencing the activated behavior at each cycle moment. According to the results based on second methodology, among the eight muscle groups examined, the ones which presented the highest activation peaks values were: the anterior deltoid (80.27%), the pectoralis major (79.27%), the wrist flexors (78, 93%) and the wrist extensors (80.65%). The findings agree with previous studies by other authors that the main effector muscle groups in CR propulsion are anterior deltoid (DA) and pectoralis major (PM).

Picosatellites are defined as satellites with a mass between 0.1 and 1kg (Miniaturized satellite). Picosatellites are typically designed to work together or function in formations (Miniaturized satellite). A specific type of Picosatellite known as CubeSats were introduced in 1999 and since then have increased in popularity so that there are now over 80 CubeSat programs around the world. CubeSats are defined as cubic units 10cm on each side and no more than 1kg in mass. CubeSats are required to conform to the CubeSat Standard created by California Polytechnic State University and Stanford University and be compatible with Cal Poly’s P-POD deployment system (Toorian, 2005). Some CubeSat uses include earth imaging, communications projects and various scientific experiments. CubeSats currently require attitude control and in the future, may require, maintaining a specific orbit, or changing orbit. With this ability many new activities may be possible for CubeSats. These activities could include rendezvous, vehicle inspection, formation flying and de-orbiting. For these activities to be possible, a high performance propulsion system is required. The goal of this thesis is to design and test an affordable, safe, and effective micro-propulsion system for CubeSats.

<p>This bachelor’s degree project has been conducted at the Innovation and Design Engineering programme at Karlstad University and responds to 22.5 ETCS credits. The project has been carried out in co-operation with Rolls-Royce AB in Kristinehamn.</p><p>Based upon a virtual order concerning a super yacht the objective has been to develop a controllable pitch propeller that is adjusted using electro mechanics, to eliminate the use of hydraulic oils and thus the risk of leakage to the seawater.</p><p>The pre-study consisted of the two first phases of QFD-analysis (Quality Function Deployment). The first phase consists of gathering customer requirements. Representatives from different functions within Rolls-Royce AB were interviewed, as representatives for the customer. The demands they presented were used to find product features and functionalities.</p><p>The results were put together in two Houses of Quality. The first house shows the relations between requirements and features/functionalities and their respective relevance in correlation to each other. House of Quality two describes the relations between features/functionalities and design solutions in a similar way.</p><p>Based upon the QFD-analysis, a specification was generated to be used as guidance to generate ideas of how to solve the problem. A number of brainstorming methods were used and students from Karlstad University and Rolls-Royce AB participated in those sessions. Overall, some twenty ideas were gathered and five of those were considered feasible concepts.</p><p>For further development, two of those concepts were chosen, using relative and weighted decision matrixes. This development consisted of solid modelling, based on current propeller arrangement designs, and stress calculations of the new parts of the system.</p><p>Both concepts consist of an electrical engine, powering a trapezoid screw, which moves the crosshead. In Concept 1, the screw is mounted directly into the crosshead while in Concept 2; a push rod is used to transmit the motion. Both concepts appeared to meet up to the objectives, though Concept 1 fulfilled more demands and to a greater extent.</p><p>For further development of this product, customer inquiries with closer customer contacts need to be conducted. It will also be necessary to contact the concerned classing societies, since current classification rules not can be applied to electromechanically controlled propellers.</p> / <p>Detta examensarbete har utförts för examen på Innovations- och designingenjörsprogrammet vid Karlstads universitet och motsvarar 22,5 hp. Projektet har genomförts tillsammans med Rolls-Royce AB i Kristinehamn.</p><p>Baserad på en virtuell order på en superyacht har målet varit att utveckla en justerbar propeller som regleras helt med elektromekanik. Detta för att eliminera användandet av hydraulolja och därmed risken för läckage till havsvattnet.</p><p>Förstudien har bestått av de två första faserna av QFD-studie (Quality Function Deployment). Den första fasen består av insamlande av kundernas önskemål. Olika representanter inom företaget, som fått representera slutkunden, intervjuades och de önskemål som kom fram användes för att hitta produktegenskaper och funktioner.</p><p>Resultaten sammanställdes i två kvalitetshus (House of Quality). Det första visar förhållandet mellan önskemål och egenskaper/funktioner samt deras respektive relevans i förhållande till varandra. Hus två beskriver på samma sätt förhållandet mellan egenskaper/funktioner och konstruktionslösningar.</p><p>Utifrån QFD-studien sammanställdes en specifikation som användes som mall för att generera idéer kring lösningen av problemet. Ett antal olika kreativitetsmetoder användes och studenter från Karlstads universitet samt anställda från Rolls-Royce AB deltog i sessionerna. Totalt togs ett tjugotal idéer fram och fem av dessa bedömdes vara genomförbara koncept.</p><p>Två av koncepten valdes ut, med hjälp av en relativ viktad kriterievalsmatris, för att utvecklas vidare. Utvecklingen bestod i att göra solidmodeller, baserat på de befintliga delarna i propellerarrangemanget, samt hållfasthetsberäkningar av de nya delar som kom att ingå i systemet.</p><p>Båda koncepten bygger på att en trapetsgängad skruv, driven av en elmotor, förflyttar kolvstångshuvudet. I koncept 1 är skruven monterad direkt i detta och i koncept 2 överförs rörelsen via en tryckstång. Båda koncepten föreföll sig lösa det uppsatta problemet även om koncept 1 visade sig uppfylla fler önskemål och i högre utsträckning.</p><p>För att komma vidare med produkten bör kundundersökningar med närmare kontakter till kunden genomföras. Det är också nödvändigt att kontakta berörda klassningssällskap, då dagens klassningsregler ej kan appliceras på elektromekaniska propellrar.</p>

Thesis (Ph.D.)--Université Laval, 2001. / "A doctoral thesis submitted to Laval University." "November 2001." Includes bibliographical references. Also available via the World Wide Web.

Purpose: To examine the relationship between hand rim propulsion power and energy expenditure during wheelchair locomotion. Methods: Fourteen individuals who used manual wheelchairs were included in this study. Each participant performed five different locomotion activities in a wheelchair with a PowerTap hub built into the rear wheel. The activities included wheeling on a level surface that elicited a low rolling resistance at three different speeds (4.5, 5.5, and 6.5 km∙hr-1), wheeling on a rubberized 400m track that elicited a higher rolling resistance at one speed (5.5 km∙hr-1), and wheeling on a sidewalk course that included uphill and downhill segments at their self-selected speed. Energy expenditure was measured using a portable indirect calorimetry system. In addition, each subject wore an Actical and a SenseWear activity monitor on the right wrist and upper arm, respectively. Stepwise, linear regression was performed to predict energy expenditure from power output variables. A repeated measures ANOVA was used to compare the measured energy expenditure to the estimates from the power models, the Actical, and the SenseWear. Bland-Altman plots were used to assess the agreement between the criterion values and the predicted values. Results: The relationship between energy expenditure and power was significantly correlated (r = 0.694, p < 0.001). Stepwise, linear regression analysis yielded three significant prediction models utilizing measured power; measured power and speed; and measured power, speed, and heart rate. A repeated measures ANOVA demonstrated a significant main effect between measured energy expenditure and estimated energy expenditure (p < 0.01). There were no significant differences between the criterion method and the power models or the Actical. The SenseWear significantly overestimated energy expenditure when wheeling at 4.5 km·hr-1, 5.5 km·hr-1, 6.5 km·hr-1, and during self-paced sidewalk wheeling (p < 0.05). Conclusion: Energy expenditure can be accurately and precisely estimated based on wheelchair propulsion power. These results indicate that wheelchair power could be used as a method to assess physical activity in people who use wheelchairs.

This bachelor’s degree project has been conducted at the Innovation and Design Engineering programme at Karlstad University and responds to 22.5 ETCS credits. The project has been carried out in co-operation with Rolls-Royce AB in Kristinehamn. Based upon a virtual order concerning a super yacht the objective has been to develop a controllable pitch propeller that is adjusted using electro mechanics, to eliminate the use of hydraulic oils and thus the risk of leakage to the seawater. The pre-study consisted of the two first phases of QFD-analysis (Quality Function Deployment). The first phase consists of gathering customer requirements. Representatives from different functions within Rolls-Royce AB were interviewed, as representatives for the customer. The demands they presented were used to find product features and functionalities. The results were put together in two Houses of Quality. The first house shows the relations between requirements and features/functionalities and their respective relevance in correlation to each other. House of Quality two describes the relations between features/functionalities and design solutions in a similar way. Based upon the QFD-analysis, a specification was generated to be used as guidance to generate ideas of how to solve the problem. A number of brainstorming methods were used and students from Karlstad University and Rolls-Royce AB participated in those sessions. Overall, some twenty ideas were gathered and five of those were considered feasible concepts. For further development, two of those concepts were chosen, using relative and weighted decision matrixes. This development consisted of solid modelling, based on current propeller arrangement designs, and stress calculations of the new parts of the system. Both concepts consist of an electrical engine, powering a trapezoid screw, which moves the crosshead. In Concept 1, the screw is mounted directly into the crosshead while in Concept 2; a push rod is used to transmit the motion. Both concepts appeared to meet up to the objectives, though Concept 1 fulfilled more demands and to a greater extent. For further development of this product, customer inquiries with closer customer contacts need to be conducted. It will also be necessary to contact the concerned classing societies, since current classification rules not can be applied to electromechanically controlled propellers. / Detta examensarbete har utförts för examen på Innovations- och designingenjörsprogrammet vid Karlstads universitet och motsvarar 22,5 hp. Projektet har genomförts tillsammans med Rolls-Royce AB i Kristinehamn. Baserad på en virtuell order på en superyacht har målet varit att utveckla en justerbar propeller som regleras helt med elektromekanik. Detta för att eliminera användandet av hydraulolja och därmed risken för läckage till havsvattnet. Förstudien har bestått av de två första faserna av QFD-studie (Quality Function Deployment). Den första fasen består av insamlande av kundernas önskemål. Olika representanter inom företaget, som fått representera slutkunden, intervjuades och de önskemål som kom fram användes för att hitta produktegenskaper och funktioner. Resultaten sammanställdes i två kvalitetshus (House of Quality). Det första visar förhållandet mellan önskemål och egenskaper/funktioner samt deras respektive relevans i förhållande till varandra. Hus två beskriver på samma sätt förhållandet mellan egenskaper/funktioner och konstruktionslösningar. Utifrån QFD-studien sammanställdes en specifikation som användes som mall för att generera idéer kring lösningen av problemet. Ett antal olika kreativitetsmetoder användes och studenter från Karlstads universitet samt anställda från Rolls-Royce AB deltog i sessionerna. Totalt togs ett tjugotal idéer fram och fem av dessa bedömdes vara genomförbara koncept. Två av koncepten valdes ut, med hjälp av en relativ viktad kriterievalsmatris, för att utvecklas vidare. Utvecklingen bestod i att göra solidmodeller, baserat på de befintliga delarna i propellerarrangemanget, samt hållfasthetsberäkningar av de nya delar som kom att ingå i systemet. Båda koncepten bygger på att en trapetsgängad skruv, driven av en elmotor, förflyttar kolvstångshuvudet. I koncept 1 är skruven monterad direkt i detta och i koncept 2 överförs rörelsen via en tryckstång. Båda koncepten föreföll sig lösa det uppsatta problemet även om koncept 1 visade sig uppfylla fler önskemål och i högre utsträckning. För att komma vidare med produkten bör kundundersökningar med närmare kontakter till kunden genomföras. Det är också nödvändigt att kontakta berörda klassningssällskap, då dagens klassningsregler ej kan appliceras på elektromekaniska propellrar.

No description available.

No description available.

The wheelchair is an auxiliary tool for people who have defective legs. In comparison with the power wheelchair, the manual wheelchair has the advantage of low price and easy carrying. The regular, standard manual wheelchair is only suitable for residential environment and short-distance movement, and it¡¦s unsuitable for outdoor recreation and long-distance movement. The purpose of this study is to develop the manual wheelchair for outdoor recreation and long-distance movement, so that the users can expand their living space beyond the residential areas. In order to enhance the efficiency of propulsion for manual wheelchairs, a systematic designing method for propulsive mechanisms is proposed in this study in which the propulsive way of the traditional manual wheelchair is replaced by propelling the propulsive mechanism. In order to let the wheelchair be adapted to all kinds of environments, the multi-speed drive hub is applied to the manual wheelchair to enhance the users¡¦ force with more flexibility. In addition, this study also designs and manufactures a wheelchair to test the functions. The results of the test are then recorded and examined to provide the references for the future design.