A parallel-type independently controllable transmission mechanism (PT-ICT) comprises of two planetary gear trains and two transmission-connecting members. It also includes an input shaft connecting to the input power source, a controller shaft connecting to the controller, an output shaft connecting to the output end, and a free-transmission end connecting to a secondary input source or output end. The controller can independently manipulate the transmitted output speed that is not affected by the variation of the Input speed. Adjusting the free-transmission¡¦s torque can reduce the power of the controller. This study proposes a new structural arrangement of the PT-ICT, and a corresponding test-bed for kinematic and dynamic experiments is also constructed. It first analyzes the theoretical expressions of angular speeds, torques, and power flows introduced on each rotational shaft. And then for the purpose of verifying the validity of the analytical theoretical results, this study also builds a 3D model configuration with its prototype of the PT-ICT is also built to perform kinematic and dynamic experiments. It shows that experimental results are in agreement with the design values. It is expected that applying the proposed PT-ICT mechanism to wind turbines in a variable wind farm can achieve high quality electricity output, extend workable wind speed range, and have no need of using any frequency converters.

This study presents detailed procedures for site assessment, remedial system design, and optimization of the remedial action operation (RAO) for the petroleum-hydrocarbons contaminated sites. In this work, a petroleum-hydrocarbons contaminated site located in southern Taiwan was selected. Contaminants of concerns (CoCs) from leaking underground storage tanks (USTs) and associated piping included mono-aromatics (e.g., benzene, toluene, ethyl-benzene, xylenes), naphthalene, and aliphatic hydrocarbons. The direct push (DP) technology was adopted for soil gas and soil samples collection. CoCs in the affected subsurface soils and the aquifers were determined by solid-phase micro-extraction/gas chromatography/mass spectrometry and several other analytic instruments. Site investigation via various tests was conducted to evaluate the geology, hydrogeology, bioactivity and free product availability. Based on results of specific site characterization, successful hydraulic containment and substantial recovery of observed free-phase petroleum product were achieved. During the process of field-scale remediation, a test cell which was equipped with a subset of monitoring points and numerous different function active wells (injection well, extraction well, monitoring well, soil gas monitoring probe, reference well and recovery well) was used for remedial system evaluation. A treatment train consisting of the source control treatment and in situ groundwater treatment technology was employed in this study. The former included a vertical containment barrier (i.e., slurry wall) and three pumping wells, whereas the latter included some passive remedial activities. Approximately 87% to 95% decline of the CoCs concentration was observed in those monitor wells after 135 days of operation. Results show that the spilled light non-aqueous phase liquids (LNAPLs) could be efficiently contained and removed using the treatment train system. The treatment train application could be successfully used to reduce the concentrations of CoCs in groundwater to satisfactory levels. Benzene was found to be the only compound in groundwater violating the groundwater pollution control standard. The risk assessment process including hazard identification and exposure assessment was conducted to assess the risk impact of benzene on the human health. Using the methodology approved by ASTM and American Petroleum Institute (API), the baseline carcinogenic risk (9.0E-07) and risk-based groundwater screening level for benzene (0.660 mg/L) were determined. The BIOPLUME III model was also applied to simulate the transport and fate of benzene in site groundwater. Results from this study indicate that site assessment coupled with the treatment train could be used to reduce the concentrations of CoCs in groundwater and soil to satisfactory levels efficiently and effectively.

In Turkey, big investments are made to improve the existing train lines for use of new high speed trains. Most of the bridges on the existing train lines are typical and in this thesis one of the standard types, the classic steel truss bridge is investigated. This thesis presents the dynamic investigation of standard type existing truss bridge for passenger comfort criteria under the high speed train loadings. Two different computational analysis models have been developed to idealize the vehicle-bridge modeling to evaluate the passenger comfort that were influenced by dynamic vibrations on bridges induced by trains. Field tests of this bridge have been conducted by two separate institutes, Middle East Technical University and Turkish State Railways, to determine the state of the bridge under existing low-speed train loadings. Eigenvalue and Time history analysis of the LARSA 4D structural analysis program has been used to investigate the vehicle bridge interactions. The solutions obtained from the analysis have been evaluated with the experimental results. Different rehabilitation options are analytically studied to improve the serviceability of standard steel truss bridges per Eurocode 1990:2002, Eurocode 1991-2:2003, UIC 774-3 and UIC 776-1. The focus of this research is to define a relationship between span weight per meter and passenger comfort as well as the stiffness of this type of bridge.

Abstract Study on the Manpower Deployment of Metro Rapid Transit ¡V Train Operator of Kaohsiung Rapid Transit Corporation The approach of this study is to obtain the information from the Customer Services Index, Human Resource Plan, the Organization Chart, Operations Plan and the Job Analysis of Train Operator from Kaohsiung Rapid Transit Corporation, Taipei Rapid Transit Corporation and Mass Transit Rapid Corporation Limited of Hong Kong. The information will be analyzed and calculated in an Excel file to work out a Manpower Deployment Model. The model will then be verified its accuracy and feasibility in accordance with the information from above mentioned organizations. The source of information also provided by personnel from O&M Consultancy Services of MTRCL. That information from different phases such as construction stage, tendering stage was also being included. As KRTC has few experience on railway operations, this Manpower Deployment Plan Model could assistance to the Corporation to prepare the manpower deployment plan at a short period of time and can easily to calculate a manpower development plan for future extension, even for other metro rapid transit studying. Keywords: Metro Rapid Transit,Train Operator,Human Resource Plan,Manpower Deployment Model¡C

The planetary gear train are applied in multi-speed drive hubs for bicycles. Since a multi-speed drive hub has the advantages of the small volume and stable gear shifting, it is used widely in folding bicycles and electric bicycles. The distributed-flow-type multi-speed hubs could provide more gears, the related design theory is not well development. Thus, the purpose of this research is to develop a systematical methodology for the design of the distributed-flow-type multi-speed hub for bicycles. First, an existing patent is analyzed to identify the basic characteristics and the requirements of the multi-speed hubs. Based on the basic characteristics and the requirements, a systematical procedure is proposed to synthesize the feasible concepts of the planetary gear trains. Second, another procedure is proposed to determine the feasible clutching sequence tables. Third, the difference in value of the angular velocity is assigned to calculate the gear ratio and to determine the numbers of the teeth of all gears. Finally, the shifting-gear system in the multi-speed drive hubs is designed and arranged. The evaluation of the multi-speed drive hubs is proceeded to select the better alternatives. The result of this work obtains twenty-senven types of the distributed-flow multi-speed hubs for bicycles, three of them could reach sixteen speeds.

The industrial solvent trichloroethylene (TCE) and petroleum hydrocarbons (e.g., fuel oil) are among the most ubiquitous organic compounds found in subsurface contaminated environment. The developed treatment train system included the first stage of groundwater and surfactant flushing followed by the second stage of chemical oxidation such as potassium permanganate (KMnO4) and Fenton-like treatment. The third stage was the application of enhanced bioremediation for the further removal of residual contaminants after the first two treatment processes. The objectives of this study were to (1) assess the applicability of treatment train system for the remediation of organic compounds contaminated subsurface environment, (2) determine the optimal operational conditions of the three-stage treatment system, and (3) evaluate the effects of residual surfactant Simple GreenTM (SG) and hydrogen peroxide (H2O2) after chemical oxidation stage on the efficiency of bioremediation process. In this study, three different surfactants [SG, Triton X-100, and Tween 80] were evaluated in batch experiments for their feasibility on contaminants removal. Results from the surfactant biodegradation and microbial enumeration study indicate that SG was more biodegradable and was able to enhance the microbial activity of the intrinsic microorganisms. Thus, SG was applied in the following batch or column experiments of the treatment train system. Results from this study indicate that approximately 87.6% of TCE in the system (with initial concentration of 40 mg L-1) could be removed from the simulated dense non-aqueous-phase liquids (DNAPLs) system after groundwater flushing followed by biodegradable surfactant (1 g L-1 of SG) flushing, while the TCE concentrations dropped from 40 to 4.96 mg L-1 at the end of the flushing experiment. Moreover, approximately 10.7% of the remaining TCE could be removed from the system after the oxidation process using KMnO4 as the oxidant. Results from the oxidation process show that TCE was reduced from 4.96 to 0.69 mg L-1, and chloride concentation was increased from ND to 0.88 mg L-1 with the presence of 1 g L-1 of SG. The residual 1.7% of the TCE could be further remediated via the enhanced bioremediation stage, and the TCE concentrations dropped from 0.69 mg L-1 to below detection limit at the end of the bioremediation experiment. Results also indicate that the remaining KMnO4 had no significant inhibition on bacterial growth and TCE biodegradation. Thus, SG flushing and KMnO4 oxidation would not cause adverse effect on subsequent bioremediation process using intrinsic bacteria. Thus, complete TCE remediation was observed in this study using the three-stage treatment scheme. Results from the column experiment reveal that a complete TPH removal could be obtained after the application of three consecutive treatment processes. Results show that TPH concentration could be reduced from 50,000 mg kg-1 to below detection limit. This indicates that the treatment train system is a promising technology to remediate fuel-oil contaminated soils. Results from the column study indicate that approximate 80.3% of initial TPH in the soil could be removed after the SG [50 pore volumes (PVs)] followed by groundwater (30 PVs) flushing. The Fenton-like oxidation (with 6% of H2O2 addition) was able to remove another 15.0% of TPH. The observed first-order reaction rate constant of TPH oxidation was 2.74¡Ñ10-2 min-1, and the half-life was 25.3 min during the first 40 min of reaction. The residual 4.7% of the TPH could be further remediated via the aerobic bioremediation process. Thus, complete TPH removal was obtained in this study using the three-stage treatment scheme. The proposed treatment train system would be expected to provide a more efficient and cost-effective alternative to remediate chlorinated solvent and petroleum hydrocarbons contaminated sites.

<p>The main control task in many speed-controlled drives is to eliminate or reduce the load speed error caused by the load torque disturbance and reduce oscillations as quickly as possible. This thesis addresses different aspects of identification and control of such resonant elastic systems.</p><p>In most industrial applications it is not practical to measure the load speed. Instead, we advocate model based control design that optimizes load speed while using motor speed as the feedback signal. For this to be possible one needs a mechanical model of the system and we suggest finding the mechanical parameters by estimation from experimental data.</p><p>Hence a method has been developed which finds the mechanical parameters, including backlash, through a series of three dedicated experiments. At first this procedure is developed for the situation of one manipulated input, the motor torque, and one measured output, the motor speed.</p><p>For drive systems with a very large motor in comparison to the load, it becomes very difficult to estimate all mechanical parameters from motor speed measurements only. An alternative estimation method has been developed for this purpose, using an additional sensor for the shaft torque.</p><p>One more rather specific control problem is treated in the thesis, namely for drive systems with tandem coupled motors, where control structures have been developed with and without an extra sensor for shaft torque.</p>

No description available.

Thesis (M.A. in National Security Affairs)--Naval Postgraduate School, June 2004. / Thesis advisor(s): Donald Abenheim. Includes bibliographical references (p. 85-90). Also available online.

Convective and long-range transport of air mass controls the global distributions and impacts of the pollutants generated in limited source regions. However, an observational characterization of such transport based on long-term satellite data has been difficult in part because adequate satellite measurements were not available until recent years and lack of an automated method for identifying the transport pathways. My dissertation addresses this problem through three steps: First, I developed a method to automate the identification of two pathways that are responsible for the transport of biomass burning generated tracers from the surface to the upper troposphere (UT). I focused on carbon monoxide (CO) because it has a relatively long lifetime in the atmosphere, and thus it is commonly used as a tracer of convective and long-range mass transport. Next, I applied this method to investigate the relative importance of the two pathways in determining the seasonal pattern of UT CO distribution. Results show that the seasonality of CO concentrations in the tropical UT mainly reflects the seasonality of the “local convection” pathway, because the “local convection” pathway typically transports significantly more CO to the UT than the “advection within the lower troposphere followed by convective transport” pathway. Then, I investigated the impacts of transport pathways on the interannual variation of tropical UT CO concentration. Results show that the interannual variation of CO in the tropical UT is dominated by UT CO anomaly over Southeast Asia related to the El Niño-Southern Oscillation, and the average mass of CO transported per event of “local convection” is the factor that accounts for the UT CO difference between two El Niño periods. After that, I began to address the transport of more complex pollutants such as aerosols. First, the seasonal and diurnal variations of the vertical distributions of aerosol properties were characterized through a statistical analysis of aerosol profile data. Then, the transport pathways associated with the aerosol layer at the tropopause level over Asian area during boreal summer were investigated through back-trajectory model analyses. Three major pathways were found and the occurrence frequency of each pathway was analyzed and discussed. / text