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This study introduces the simulation of a tri-rotor contra-rotating propeller for thrust force and hover lift efficiency during vertical take-off. Vertical take-off or landing is a method used by many aircraft and makes the vehicle more convenient and easier to use. The second rotor revolved in the opposite direction of the first and third rotors. The proposed multi-rotor system has NACA 0012 untwisted and symmetric airfoil and includes three rotors with two blades for each. The airflow analysis was optimized with computational fluid dynamics simulation by using different pitch combinations to achieve the highest hover lift efficiency with sufficient overall thrust value. The critical angle of attack for the chosen airfoil gave the boundary conditions for the pitch of rotors. The results showed us that the most efficient combinations for three rotors work better with an increase of pitch angle from top to bottom so that there is a difference of at least two degrees between propellers. Experiments with angles of attack within the boundary conditions showed that the blade combinations starting from three degrees and increasing values gave positive and adequate results in many cases. In addition, the results showed that a regular increase in the angle of attack does not relate to a regular increment in thrust force.

This paper presents an experimental method for determining the maximum powerobtainable from an aircraft diesel engine derived from the automotive field. Severaltests were performed to estimate the real values of pressure and thermal loads on thepiston and head. The simple and original method described in this paper made itpossible to define two constants for the description of the engine-performanceenvelope.Maximum allowable pressure on the piston and the head was evaluated withcomputer simulation. Two different indicator cycles of the same engine (in theautomotive and aircraft version) were analyzed to extrapolate three constants thatdefine the engine family:• The contributing factor of compression (the exponent of the polytrophic curve n)• The contributing factors of combustion (a constant and an exponent)These contributing factors were examined and quantified separately.The paper is composed of two parts: the first part highlights the ultimate loads oncritical engine parts while the second details the method for the extrapolation of theultimate power output value. Successive experimental tests performed on the engineconfirmed the simple method described herein.

A feasibility study for the installation of a CRDID (Common Rail Diesel Engine) on a medium helicopter is introduced. The total mass available for the CRDID is evaluated starting from fuel consumption and helicopter data. A derivative of an automotive engine was considered. The installation of the new CRDID was then studied. The result was the evaluation of the power plant installation mass that proved to be lower than the maximum admissible. The installation is then possible. Care should be taken in the cooling system to avoid large penalties in power and efficiency. For CRDID powered helicopters, the ejector exhaust system can be successfully used. With CRDIDs, huge advantages can be obtained on operating costs due to reduced fuel consumption, safety and helicopter availability. In fact, diesel fuel is available everywhere and flights to airports just for refueling can be avoided. © 2015, Pushpa Publishing House, Allahabad, India.

A plate-type finite element with six degrees of freedom (DOF) for each of the four nodes is introduced. To obtain this result a Mindlin-type bending-plate element is superimposed on a three DOF per node plane-stress element. Composites are simulated using the YNS theory. A few considerations on some plate-shell elements already tested are reported and the introduction of the drilling DOF is justified. A comparison with the results obtained by using a nine-node reduced-integration isoparametric element is also supplied.

A traditional knee-ankle-foot orthosis (KAFO) for myopathic patients has been studied for the assessment of loads and fatigue resistance. Starting from this basis a thermoplastic matrix carbon fibre reinforced plastic composite (CFRP) KAFO has been developed in order to reduce the weight. A finite-element simulation programme for deformation analysis was used to compare the behaviour of conventional and CFRP orthosis. There were no breakages either of the prototype or of its parts. The CFRP orthosis allows a weight reduction of more than 40 per cent.

A traditional Knee-Ankle-Foot-Orthosis (KAFO) for myopathic patients has been studied for the assessment of loads and fatigue resistance.

An expert system for composite material selection starting from the user specification was developed. Since a database management system (DBMS) was necessary to manage the amount of information for material and application characterization, a logical interface between the Expert 2 system and the relational database was developed. This configuration allows complete separation between the database problem of material characteristic management and the rule-oriented material selection problem handled by the expert system. >

This paper presents a similarity query generator for DBMSs. A user query which turns out to be too restrictive and returns an empty set of rows is relaxed and transformed into a similar one: the resulting set of tuples will resemble, at some degree, the set defined by the original query. The relaxing activity is based on fuzzy logic and the system provides a user interface to express the query, to obtain suggestions on possible search values and to validate, on the basis of semantic integrity rules, the expressed conditions.

Current automatic control system uses linear mathematical models to validate automatic flight control for airplanes. Gain scheduling, non linearity and improved feedback through simulation are also introduced. Very computers operate the actuators in order to keep the airplane on the right path, in the current trim and with the proper safety margin. Some engineers are testing fuzzy control logic to control airplanes and UAVs (Unmanned Aerial Vehicles). The result is brilliant, since very simple controllers are able to fulfill the specification with little "knowledge" about the airplane performances. This means that fuzzy controllers are very robust since they are able to operate with much degraded aerodynamics or with reduced thrust. However no one was able to validate the airplane/fuzzy controller with a mathematical proof. So it is not sure that it will works in any condition. By the way the same happens for the airplane/human pilot model. So a mathematical proof is still required also for this later solution. On the other side, very accurate, time based non linear mathematical models are available for flight simulation. These models are used in several fields ranging from development to training. In recent years computers that can run these accurate models in fractions of seconds were marketed at very low prices. The idea introduced in this paper is to run an accurate mathematical model on some of these fast autopilot computer in order to optimize the sequence of commands to be inputted to the FBW system of the airplane in order to keep the path in the safest way possible. For this purpose it is necessary to have enough computing power to calculate this best solution at a rate compatible to a correct control of the airplane. In this paper we will demonstrate that these computing resources are already available and it is predictable that the computing speed of future years will allow running even more sophisticated simulators. The question may be: why use more complicated systems when current control system fulfills satisfactorily the same task in a cheaper and more reliable way? The answers are several. At first it is a matter of robustness, what happens if the yaw damper fails or the actuator of the left ailerons is unable to fulfill its task or the tail is ripped off? In this case standard systems are not able to take the airplane to the ground safely even if it is indeed possible to control the airplane by a coordinate action of the remaining control surfaces. Optimization means that it is possible to reduce the stress on structures in order to improve aircraft life, to find the control sequence that assure the mean fuel consumption or to prefer the shortest time possible to reach the required trim on the right path. In other words it is more flexible. It is also possible to monitor aircraft performance in order to evaluate external or internal disturbances. Air turbulences, wind gusts may be controlled in order to optimize structural integrity or passenger comfort. Internal disturbances, as defective functioning of components or controls, occasional failure of sensors may be diagnosed, in some cases corrected in other simply reported after landing. The reliability improvement is not the latest benefit. As a rule of the thumb more electronics or more components means less reliability with the exception of redundancy and this is the case of this paper. © 2006-2015 Asian Research Publishing Network (ARPN).

Performance of electronic controlled diesel engine is depended on quality of the map(s). In this paper, the implementation of an electronic-control map in common rail diesel engine is made, the character of operational profile in diesel engine and rule of typical profile data obtained from experiment is analyzed, a method of developing these surfaces from very few data point is applied. The particular application of aircraft and elicopter common rail direct injection diesel engines is considered. The steps of this experimental optimization activity is presented in order to test to operational profile demand. This demand is very different from the automotive to the aircraft/helicopter application. The preparation of the test engine(s) and of the test electronics for brake tests is completely different. Also the mapping technique differs substantially being the primary objectives widely different. © 2006-2015 Asian Research Publishing Network (ARPN).

Multiple-speed gearboxes with computer controlled automatic gear selection devices are a common possible choice in cars. Robotized gear insertion of one tenth of a second is possible. Economical and weight consideration are to be made to verify if it is convenient to use a smaller engine and a larger gearbox with a wider choice of speeds. In this paper, an automotive application for a public transport vehicle based on a Class S chassis with the choice of common-rail direct injection engines. This choice is particular unfavorable for the multispeed gearbox since common-rail engines have very flat specific fuel consumption curves. The lumped mass model implemented is conceived to estimate velocity, acceleration and fuel consumption starting from aerodynamic, inertia and thermodynamic data of the vehicle. The estimated data of performance and fuel consumption were compared with measured values. A Genetic elitarian Algorithm (GA) was used to optimise the engine choice and the gearbox speeds distribution. A maximum reduction of 15% was then calculated with a 16-speeds gearbox and a 140 HP/300Nm engine in comparison with the standard 5-speeds 204 HP/500Nm engine. This fuel reduction was obtained on the mixed city-motorway cycle. In this case, maximum speed is limited to 180km/h and the 0-100km/h acceleration is reduced to 11s (from the original 8.6s). The weight remains almost unaltered since the 204 HP engine is heavier than the 140 HP and this largely compensates the gearbox weight increase. The multiple speed solution seems to be very interesting also for public transports vehicles and for trucks. © 2015 Pushpa Publishing House, Allahabad, India.

The goal of this study is the analysis of the CFD/FSI simulation accuracy of complex shapes with standard CADembedded software packages. In a PLM (Product Lifecycle Management) system, the continuous improvement of CADembedded FSI (Fluid System Interaction) software packages has progressively reduced the necessity for highly specialized external partners. These simulation software packages are designed to keep pace with the unavoidable design development. To make FSI and CFD usable for mechanical designers and design engineers from other engineering disciplines, CFD software package have been largely automated. The specialist expertise required to operate traditional CFD software may be negligible However, the capabilities of CAD-embedded CFD to handle complex geometries and to simulate complex industrial turbulent flows with heat and mass transfer raise question of the accuracy on the results obtainable by a nonspecialized designer. In this paper, a paraglider wing from NASA TN D3442 was used as a case study. This wing was modelled inside commercial CAD software and then thoroughly analysed by using the simulation tools with their default settings. The accuracy of results was then evaluated. © 2006-2015 Asian Research Publishing Network (ARPN).

Starting from a good automotive engine is always a good idea, also for brand new automotive design. In the case of automotive to aircraft conversions, the automotive engine is modified as little as possible. This approach has several advantages: reduced development time, good reliability and availability of cheap and worldwide spare parts. What it may appear a good idea is to tune up the original ECU (electronic control unit) by using one of the several softwares available on the market. However, this approach is not feasible even for ultra light aircrafts. This is due to the lack of control on the software of these ECUs. In fact, automotive software timing or ECU set-up is performed in the following way. The final ECU manufacturer (who holds the responsibility of the hardware and the software in the final car ECU) supplies to the car manufacturer a “development ECU” with a “development Software”. This system is tuned on the engine and on the car to fulfill the car manufacturer requirement. When the tuning is considered satisfactory, the “maps” (the data inputted by the manufactured) are given to the ECU manufacturer. This later translates the data into the software of a “production ECU”, that is given back to the car manufacturer for final validation prior to serial production of ECU and car. In this case, even the car manufacturer does not have a full control of what happens inside his ECU. This is logical since the full responsibility is given to the ECU part supplier. So the tuning of a serial production ECU is more than a true programming. Results are unpredictable to a certain extent that depends on the level of knowledge of the person who performed the tuning and of the software house that implemented the software. The software that truly runs on serial production ECU is a well kept secret of the ECU manufacturer, since it is the knowledge of ECU. The simpler is the software the less expensive will be the ECU and the larger the profits of the ECU supplier. Tricks are hidden inside the ECU to obtain these results; these tricks multiplied per millions of ECU give the supplier a competitive advantage. So, even the car manufacturer has a limited control on what happens inside the real-time software of the ECU, what emerges is the engine and the car behavior. Aircraft conversions require the replacement of ECU, wirings and sensors with appropriate units. This assembly with its own software constitutes the aircraft FADEC.

Inexpensive, flicker free, flat, large, extremely bright LCD panels can be effectively used to conceal very large objects both stationary and moving. CCDC (Charge Coupled Device Camera) may capture the surrounding environment and reproduce it on the LCD screens. LCDs may easily be installed on the surface of the objects. It is also possible to use the video cards of personal computers and laptops to digitally process the image captured with the CCDS and obtain patterns to disguise the real appearance of the object or the way it is moving. The visual CCD (Camouflage, Concealment, and Deception) system so obtained is extremely effective. In this paper, it is demonstrated that the digital image processing techniques necessary to obtain a successful concealment are elementary and already embedded in the hardware of video card for real time image processing. It is also possible to superimpose patterns at defined frequencies that will obscure the image to the human observer especially in case of use of magnifying optics. The CCD effect in the visual and ultralight field is extremely effective. An example of active CCD of the Ariete MBT (Main Battle Tank) is shown in this paper. © 2006-2015 Asian Research Publishing Network (ARPN).

The Prolonged Autonomy e-bike o PA-bike is a e-bike that can use a traditional fuel to charge the battery during run or at rest. In this way it is possible to prolong the autonomy of the e-bike. A fuel cell with a reformer or a traditional very small catalyzed piston engine can be used. In both cases the emissions are very limited and the efficiency is very high, since the "traditional fuel" motors work at constant optimum condition. This paper tries to optimize the PA-bike by assembling commercial components. Outsourcing for bicycles should be very easy since commercial part availability is very high. Customization is a very common practice for bikers, since it does not require authorizations. However the problem proved to be over constrained. The commercial components, in particular the electric motor, proved to be an important boundary condition. The result is a single possible solution, or a category of solutions, all similar. This is due to the fact that commercial components are highly standardized for marketing reasons. © 2006-2015 Asian Research Publishing Network (ARPN).

Back to the 1997 when this activity began, it was generally thought that CRDIDs (Common Rail Direct Injection Diesel) would have completely replaced the piston gasoline engines used in aircrafts within a decade. This fact did not happen for several reasons. This paper tries to individuate these reasons. The more updated solutions to the many problems that almost stopped this application are also introduced. In this second part of this paper engine selection concepts and TBO (Time between Overhaul) are introduced. © 2006-2015 Asian Research Publishing Network (ARPN).

A Fiat 1.9jtd diesel engine has been extensively reviewed to output 300HP. This paper introduces a multiple stage turbocharging system that uses commercial turbocharger, taken from the catalogue of a popular manufacturer. The calculation method and the problem connected are widely discussed. Along with the problem that may arise in using these off the shelf unit. The quite heavy result advice the user to adopt ad-designed turbochargers for this task. © 2006-2015 Asian Research Publishing Network (ARPN).

Common rail automotive (Direct Injection) Diesels (DID) are always turbocharged. This engine works at limited altitude and should output torque at low rotational speeds. Not so for engines that work coupled to propeller and fans. This is the case of aircraft and helicopter engines. In this case it is important to have high output power at high rpm and to keep throttle authority and power at the higher altitude possible. Some basic concepts to achieve this result are introduced in this paper. Single turbocharging systems are introduced and an option to improve the altitude performance is discussed. Far from being exhaustive, this paper is an initial step in the long and awkward technology of turbocharging automotivederived engines. The basic concepts for efficiency are also discussed. © 2006-2015 Asian Research Publishing Network (ARPN).

Common rail automotive diesels are always turbocharged. This engine works at limited altitude and should output torque at low rotational speeds. Not so for engines that work coupled to propeller and fans. This is the case of aircraft and helicopter engines. In this case it is important to have high output power at high rpm and to keep throttle authority and power as high as possible. Some basic concepts to achieve this result are introduced in this paper. Single turbocharging systems are introduced and an option to improve the altitude performance is discussed. Far from being exhaustive, this paper is an initial step in the long and awkward technology of aircraft common rail diesels. The basic combustion principles and the basic concepts for efficiency are also discussed. © 2006-2015 Asian Research Publishing Network (ARPN).

This paper introduces a method to simplify a nonlinear problem in order to use linear finite element analysis. This approach improves calculation time by 2 orders of magnitude. It is then possible to optimize the geometry of the components even without supercomputers. In this paper the method is applied to a very critical component: the aluminium alloy piston of a modern common rail diesel engine. The method consists in the subdivision of the component, in this case the piston, in several volumes, that have approximately a constant temperature. These volumes are then assembled through congruence constraints. To each volume a proper material is then assigned. It is assumed that material behaviour depends on average temperature, load magnitude and load gradient. This assumption is valid since temperatures vary slowly when compared to pressure (load). In fact pressures propagate with the speed of sound. The method is validated by direct comparison with nonlinear simulation of the same component, the piston, taken as an example. In general, experimental tests have confirmed the cost-effectiveness of this approach. © 2015, (publisher). All Rights Reserved.

In oral implantology, proper execution of the holes for the installation of dental implants is directly related to the correct functioning and durability of the system itself. For this reason, the procedure discussed here, which was once performed freehand in all its phases, is now being implemented through aids with more precision. Masks currently in use are created in resin ad hoc; surgical stents are inserted into the holes that will then be used as a guide. These aids are fixed into the jaw by means of micro bone screws in order to prevent movement during surgery. Despite this, we still use the guides as they are, centered properly with the help of drilling jigs. The same technique is also used in partially edentulous cases through smaller jig fixed on teeth near to the implant zone. In this article, we propose a guidance system for milling cutters used in partially edentulous cases involving from one to three adjacent installations. The purpose of the study was to realize a modular model adaptable to most dental implants, as well as efficient, quick, and low cost by pouring the resin into a plaster mold of the teeth, and then drilling the masks into position in the plants at the required angle.

Surprisingly, the safety of a flight is still not guaranteed to maximum steam ejection of power during take-off. Moreover, modern aircraft require significant amounts of electricity. It could also be argued that today in many respects the automotive industry appears to be a technology leader with respect to the aerospace industry that, instead, is more conservative. Ferrari has developed, and implemented, on their F1 cars, an electronic device, called KERS, which is able to produce electricity, with peaks of 60 KW for 7s, with a mass of 20 kg, including rechargeable batteries. The main goal of this paper is to explore utilization of turbo-charged aerodiesel engines and conduct feasibility study of the F1-derived KERS to assist power generation in normal and critical flight phases. The KERS' reversible brushless electric motor works as a generator for all aircraft power needs and also provides starting power. It is demonstrated here that such design philosophy improves performance and flight safety of light-to-medium airplanes and helicopter.

Inspired by an article which analyzes the implementation of an innovative system approach to a more sustainable and innovative design, the present paper would like to try to apply the same approach to a real case, inside of a famous Italian sportscar factory. A case study in this factory was developed and decoded gaining improved understanding of innovative system design and those factors that substantially influence its success. All the factors mentioned above are used, into the application presented in this paper, to achieve an ultimate optimization of the system.

The traditional automotive design process that starts from the sketches and the 2D drawings has been superseded by the modern CAD modeling tools. The step through the clay model and the following digitalization problems can be superseded. It is now possible to construct the inside and to define the ergonomic boundaries of the vehicle in an inside out process. This approach greatly reduces the time to market of the final product by including all the parts and the components that comes from other projects or from outsourcing. However a 1:1 (true scale) physical mock up of the vehicle is, in most the cases, still necessary. In fact the evaluation of the real aesthetics of the new project should be made in a true 3D environment. The inside-out approach optimizes the standardization, the outsourcing, the multi powertrains and the unified "platform" concepts

Turbocharged spark ignition engine for automotive racing have a long and controversial history. From the times of high torque at all cost, to the actual F1 era of maximum efficiency. However turbocharging and turbocoumpounding basic concepts have not changed. It is surprising that, through the years, the same identical errors are repeated. Turbocharger (TC) unit design is a highly optimized task, that requires good concepts, good mathematical models, lots of experimental data and a very good optimization. Performances vary completely with design choices, with big differences between even close solutions. Present software for mathematical modeling of performances are far from accurate and should be corrected with experimental data to obtain effective results. Genetic Algorithms are to be used as optimization method to evaluate the best design solution. Even minor errors in design choices result in large penalties on performance.

The standard bicycle has a well defined form: two same-size in-line wheels with a triangular-shaped frame and an almost vertical riding position. This bike model is the "safety bicycle" 1870's model. May be it is not the most efficient form and, for sure, not the latest developed. The improvement had not been so important. There was indeed a big jump in the late 80's/early 90's, some of which could be attributed both to an increase in time trials and, may be, also to the doping practices of the time. In any case, doping of some form or another has been going on since the beginning of the Tour de France. Time trials are crucial for average speed and it may be they are entirely responsible for the improvement. In any case many other significant advantages have been made on the man-machine. Training and nutrition have been improved through the years.

In the activity of injection mapping optimization, a good degree of knowledge on how a common rail injection works is strictly necessary. This paper is aimed to summarize the basic knowledge about turbocharged Common Rail Direct-injection Diesel engines (CRDID). It is possible to use automotive CRDIDs on aircrafts and helicopter; however their use is very different for the original car installation. For this reason a complete rethinking of the engine and the way the engine control is performed is strictly necessary. For this reason the engine should be reprogrammed for the new application. To perform this activity it is strictly necessary to know how the original automotive application works. This paper is aimed to this objective, in order to point out the differences with the automotive installation and the new optimization functions. The combustion process of turbocharged CRDID, equipped with high pressure common-rail fuel injection systems, with different boost pressures, injection pressures, and fuel quantities are introduced. The influence of the injection and the swirl mode on the ignition delay and the flame propagation is analyzed. The sac hole nozzles with a variable number of holes and different injector types (electromagnetic/piezoelectric) are also briefly described. An experimental analysis of the combustion process is briefly discussed along with spray penetration, dispersing angle, velocity, the distribution/evaporation of the fuel droplets, ignition delay, ignition location, combustion progression. The applied swirl has not an influence on the spray penetration, but it is extremely important for the ignition and the combustion process. On the contrary the swirl itself is reduced by the injected amount of high pressured fuel. The droplet turbulence increases from the center of the combustion chamber of the spray radial rapidly decreases. The difference in the combustion of CRDIDs, traditional diesel engines and spark ignition engine is also briefly discussed. Finally the difference from automotive and aircraft and helicopter CRDIDs, from the combustion tuning point of view is discussed. Optimum combustion (and mapping) is also introduced as basic concepts. © 2006-2014 Asian Research Publishing Network (ARPN).

Wind turbine farms have many disadvantages: it is hard to identify the best location in terms of wind, permissions are difficult to obtain and the energy needed is produced far away from customers who have network problems. Our idea is to manufacture a large number of very small turbines and install them close to consumers. Mass production would minimize cost. The wind turbine would be self-contained in a wheeled trailer for better transportation and it would require no installation. A "plug & play" approach is employed. If the generator fails to produce a sufficient quantity of energy, the user could easily move the wind turbine to a more suitable position or sell the unit. This paper describes a small 5000 W wind turbine mounted on a wheeled trailer. It is easily transportable, and extremely simple to install. When the system is folded down, the single-blade is contained within the overall dimensions of the retracted column. The electrically powered hydraulic deployment system unfolds and then extends the retractable column (tower) of the windmill. At the end of the column extension the single-blade is released, turning upwards due to gravity imbalance and the system is ready to function

The optimization of bi-dimensional profiles of axisymmetric parts is one of the most commonly addressed problems in engineering. Shafts are a typical example of this basic shape. This work is concerned with the use of Genetic Algorithms (GAs), Finite Elements (FE) and rational Bézier curves for the optimization of high speed mandrels. The design variables of the problem are the weights of the nodes of the Bézier boundary curves used to define the finite element discretization. These values are generated by the GA and handled by a mesh generator which defines a candidate solution to the problem. The value of the natural frequencies for each individual is evaluated. For a given set of values of cross-sectional areas and resulting natural frequencies, the value of the fitness function of an individual is obtained. Is this case of a constrained optimization problem The binary-coded generational GA uses a Gray code, rank-based selection, and elitism. The paper briefly summarizes the basis of the GAs formulation and describes how to use refined genetic operators. The mixed pure cylindrical and Bézier shaped model boundary is discretized by using a beam FEM (Finite Element Method) model. Some selected parts of the boundary are modeled by using curves, in order to allow easy meshing and adaptation of the boundary to optimization process. A numerical examples is presented and discussed in detail, showing that the proposed combinedtechnique is able to optimize the shape of the domains with minimum computational effort. The improvement in confront with the original multiple-cylinder shape is significant, without violating the restrictions imposed to the model.

The quality of CFRP composites is highly dependent on the manufacturing process. Laminate performance is greatly affected by the void and resin fractions. Thicker structures result in lower quality. Thin composite laminates manufactured at high pressures offer best quality. However, impact and damage tolerance, buckling and concentrated stresses for rivets and bolts require redundancy which increases the thickness. Thick laminate structures lower CFRP mechanical properties. Composite laminates have advantage of good surface smoothness and low tolerances. A thin laminate tailored for the specific application with good monitoring system and support for buckling prevention with impact protection offers good solution. The bearing laminate is encapsulated between two sup porting layers with excellent outside tolerances and smoothness rep resenting the C-triplex concept. Inserts are included in the constructions for bolts or rivets. On the bearing laminate a monitoring tissue is installed for load history and structural integrity. The three layers are arranged in a way to house foam that provides support for buckling and thermal insulation. The C-triplex macro panels are bolted to a titanium or aluminum alloy skeleton of the aircraft body. C-triplex panels contain all ducts for the wires, pipes, and plug? necessary for the body interior.

Basing on a paper which explores the adoption of an innovative system approach to a more sustainable and innovative design, the present paper wants to apply the same approach to a real case, inside of a famous Italian sportscar factory. A case study in this factory was developed and decodified gaining improved understanding of innovative system design and those factors that substantially influence its success.

This paper presents a novel concept of container mobile housing system denominated ZETHa (Zero Energy Temporary Habitation). It is based on the LESP (Low Exergy Structured Panel) concept, in which the acclimatization is realized by water recirculation inside the external walls of the building and the ZEBRA concept (Zero Energy Consumption Building totally Renewable Addicted). A general plant and building design has been produced with the aim to minimize the presence of thermal bridges. The calculations of energy dispersion have been performed both in the wall and in the whole building. The energetic contribution of renewable energy plants has been evaluated to obtain a totally passive building. This evaluation will also consider energy needs by appliances.Copyright © 2012 by ASME

This paper introduces an improved Electronic Stability Program for cars that can deal with the sudden burst of a tyre. The Improved Electronic Stability Program(IESP) is based on a fuzzy logic algorithm. The IESP collects data from the same sensors of a standard ESP and acts on brakes/throttle with the same actuators.

This paper introduces a method to simplify a non linear problem in order to use linear finite element analysis. This approach improves calculation time by two orders of magnitude. It is then possible to optimize the geometry of the components even without supercomputers. In this paper the method is applied to a very critical component: the aluminium alloy piston of a modern common rail diesel engine. The method consists in the subdivision of the component, in this case the piston, in several volumes, that have approximately a constant temperature. These volumes are then assembled through congruence constraints. To each volume a proper material is then assigned. It is assumed that material behaviour depends on average temperature, stress magnitude and stress gradient. This assumption is valid since temperatures varies slowly when compared to pressure (load & stress). In fact pressure propagates with the speed of sound. The method is validated by direct comparison with non linear simulation of the same component, the piston, taken as an example. In general, experimental tests have confirmed the cost-effectiveness of this approach.

This paper is conceived to optimize the design of the thermodynamic cycle of a turbine (Brayton cycle) that uses a modern common rail diesel engine as an "active" combustion chamber. In this case the "active" combustion chamber produces the mechanical energy that drives the fan. The incoming air is compressed by the compressor, then is cooled (aftercooler) and inputted in the diesel engine. A high pressure common rail system optimizes the combustion in the diesel combustion chamber and the expansion begins inside the diesel engine. At the exhaust of the combustion chamber a turbine completes the expansion of the hot gases. A nozzle accelerates the exhaust from the turbine to increase the overall thrust. The mechanical energy from the diesel and from the turbine engizes the compressor and the fan. The system can be seen as a turbocharged diesel engine with the turbocharger that outputs energy to the turbofan, increasing the output power and or the efficiency. A diesel-turbine compound can be realized in this way. The coupling of the two system may be obtained in several different ways. The simplest is to put on the same shaft the compressor, the diesel crankshaft and the turbine. In front of the compressor a speed reducer drives the fan. A second example is to connect the turbine and the diesel on to electric generators. Electric engines are connected to the compressor and to the fan. The traditional turbo-diesel has the compressor coupled to the turbine, and the diesel engine that moves the fan. In this latter case, however, the turbine does not energize the fan. Many other hybrid and non hybrid solution are possible. The problem is to optimize temperatures, pressures and rpm to the different machines that form the compound. The availability of many experimental data for diesel and turbines makes it possible to obtain a design of a "true" feasible optimum Diesel-Brayton cycle. The high efficiency justifies the huge manufacturing and development costs of these turbocompound engines.

A significant issue in aircraft engines is quantifying residual life to overhaul. The algorithm described in this paper calculates with a good level of reliability the residual life of a petrol piston engine. The method was tested on small, latest-generation, naturally-aspirated aircraft and racing piston engines, and has been effective in several experiments. This method is implemented directly on the electronic control system of the engine with very few lines of C-code. The method can also be used in many industrial engines. This innovative method assumes that only two main factors (power level and wear) affect engine durability or time between overhauls. These two factors are considered as separate and combined with worst case criteria. The wear is assumed to follow a logarithmic law and a formula similar to the Miner's law for material fatigue is used, making it possible to calculate the power-level curve with knowledge of only two points. The wear-curve is also related to elapsed engine cycles. The algorithm is very simple and can be implemented with just a few lines of software code accessing data collected from existing sensors. The system is currently used to evaluate actual residual life of racing engines.

Immediately before Wold War II (WWII), piston engine cooling has become a resource instead of a problem. The Meredith paper defined a static engine that converted the heat dissipated by the engine into thrust. Some solutions (see the De Havilland Mosquito, Messerschmidt BF 109F, Supermarine Spitfire…) used hot air also to improve the efficiency of flaps. In any case the Meredith effect proved to be effective even at the relatively low speed of F1 racing cars. The main problem proved to be a design. In recent times turbodiesel piston common rail engines are coming back into the aircraft field. However the experience coming from the racing car field cannot be directly applied to the flying machines for many different reasons. First of all racing rules usually ban moving flaps and variable geometry intake and exhausts, that are commonplace in aircraft (see for example supersonic air intakes). Moreover racing cars are relatively “dirty” reversed wing air machines, very different from the slender and elegant aircrafts. Then the cooling system arrangement should be adapted to the necessity of the diesel engines and of the high altitudes. This paper starts from the existing historical and new solutions and demonstrates that many improvements are still possible to improve the overall propulsion efficiency of new flying machines.

A main problem in aircraft engines is the evaluation of residual life to TBO. The algorithm described in this paper calculates with good reliability the residual life to TBO of a petrol piston engine. The method was tested on small last-generation naturally-aspirated-avio piston engine, and has demonstrated to be effective in several experimental tests. This method is implemented directly in the FADEC or ECU of the engine with very few lines of C-Code. The method can be used also in many industrial engines. This innovative method assumes that only two main factors (load and wear) affect engine durability or Time Between Overhauls (TBO). These two factors are considered as separate and combined with the worst case criteria. The load is assumed to follow a logarithmic law and a formula similar to the Miner’s law for material fatigue is used, making possible to calculate the “load curve” with the knowledge of only two points. The “wear” curve is related to elapsed engine cycles, and is easy to implement since it is related to technological. The resulting algorithm is very simple and can be implemented in very few software lines with data collected from the already existing sensors.

The progressive increase of tire-size has concurred to a sensitive improvement of the adherence with consequent increase of car safety. However, the wide tires have problems to expel the water in excess in heavy rain condition. For this reason the phenomenon of the aquaplaning is increasingly felt and is the cause of several automotive accidents. It is not a case that nearly all tire manufacturers supply "rain" tires and adherence in wet conditions is highly advertised. A typical accident happens when aquaplaning occurs in motorway at high speed. One or more tires lose adherence and the car begins to spin. If the pilot is not able to regain the initial direction, the car may hit the guardrail or another car. In this case the modern control systems like the ESP (Electronic Stability Program) and the ASR (Anti Skid Regelung) do not have time or are not able to manage a pre-spin or spin situation at elevated slip-angles. In this paper, a fuzzy control system able to deal with these conditions is introduced. The car has been simulated with a 9 DOF lumped-mass model that does not take into account suspensions and it considers a rigid car on smooth asphalt. The model of adhesion of the tire, instead, takes into account the effect of transverse forces on the longitudinal adherence. An expert pilot controls a high-speed spin with difficulty also. In this paper, a fuzzy control system that is able to control the brake torque on each single tire has been considered. The fuzzy control system works quite well and the car does not even enter in a true spin if enough adherence is present or if the slippery zone on asphalt is limited.

Sistema albero motore a maschette portanti (1) comprendente: un albero motore eccentrico (13), che comprende un asse di rotazione (11), un asse di perni di biella (12), almeno un cilindro principale (10), almeno preferibilmente un cilindro di raccordo (2) ed almeno un cilindro di sopporto (3), caratterizzato dal fatto che l’asse di rotazione (11) è asse del cilindro di sopporto (3) e che l’asse di perni di biella (12) è asse del cilindro principale (10) e che l’asse di rotazione (11) e l’asse di perni di biella (12) sono paralleli ma non coincidenti; almeno una biella (7) che comprende un foro di biella di albero (8) all’interno del quale è inserito il cilindro principale (10) dell’albero motore eccentrico (13); almeno una maschetta (4) che comprende un foro di maschetta (5) all’interno del quale è inserito il cilindro principale (10) dell’albero motore eccentrico (13); almeno un alloggiamento di biella (6) sull’albero motore eccentrico (13) per alloggiare almeno una biella (7).

L’invenzione consiste in un meccanismo finalizzato a ottenere la variazione controllabile dell’ampiezza di un moto che può essere riconducibile ad una rotazione o ad una traslazione. Tale risultato è ottenuto mediante l’imposizione di un moto di traslazione assiale di un membro (già in moto di rotazione su tale asse) riconducibile ad un albero a camme troco-coniche eccentriche. La trasmissione del movimento ai membri cedenti del meccanismo è affidata a contatti fra le parti tronco coniche in roto-traslazione e i mezzi bilancieri opportunamente conformati per ottimizzare il contatto (superficie di contatto riconducibile ad una porzione di cilindro, eventualmente mantenuta a contatto con il rispettivo volume tronco conico, tramite l’impiego di un membro elastico).

Pasta alimentare lunga comprendente un nucleo centrale pieno (1) di sezione trasversale circolare in un solo pezzo con almeno due denti (2) longitudinali, paralleli, equidistanti angolarmente non più di 180° l’uno dall’altro e separati da rispettive scanalature (3), caratterizzata dal fatto che ciascuno dei suddetti denti presenta in sezione trasversale una forma sostanzialmente a trapezio isoscele con gli angoli raccordati.

Modern 3D CAD permanently modifies the development process of most industrial products. The traditional approach, in which it was necessary to design the components in short time to build the prototype in order to make assembly/functional/structural/durability tests, is no more necessary even for complex systems. The old "Lean thinking" appoach based on the brain storming is not so far applcable on the complex systems in which it is imossible to estimate the best solution without an extensive design process. In the old days, it was sayd that the 90% of the exceeding costs on product development were determined during the first 10% of the project. All these old ways of thinking are typical of an anachronistic vision of the design project approach. In facts, nowadays, due to the possibility of virtual testing, the design has to be optimised by the CAD/CAM/CAE methods, then in its final phase it has to be experimentally tested and produced. In this field a new technique of modelling, rototyping and manufacturing is introduced in this paper.A very simple two axis CNC machine is used to manufacture a polystyrene foam model of the cast parts. The lost foam technique is used to obtain high quality cast parts, a resin mould for sand casting or the metal dies. This technique makes it possible to obtain immediately a physical 3D mock-up of the part, which can be directly taken in the foundry or can be used in the design office and in the prototype shop to check for correct design. Modifications and improvements are easily implemented. This 2D sections-lost foam technique can be used also for serial production. The method is convenient for serial production up to 300 pieces per year with Italian labour costs. For more numerous productions other techniques should be used. However, also in this case, the foam model is useful for the final design of high-number production tools.