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The primary way to design building structures refers to the stationary loads specified by the governing laws. However, the load pattern does not guarantee the appropriateness of the seismic design. To make matters worse, old or ancient structures are traditionally reinforced for gravitational loads. This study reveals that the traditional reinforcement, in most cases, harms the seismic performance of buildings. The authors introduced the approach of most computer programs for seismic design, along with their limitations. Then, the ancient Roman approach was explained, and the reasons for the survival of many of these ancient structures were exposed thoroughly. After that, classical advices were summarized briefly for good seismic design of structures and reinforcement. Finally, a few classical mistakes were identified in reinforcement design.

This study aims to realize continuous, high efficiency defrosting of air-to-air heat pumps using the effect of outdoor warm air recycling, trying to improve the coefficient of performance (COP) and total heat capacity of traditional defrosting methods like hot bypass and Joule heating. The proposed patented method recovers heat from the air change system by mixing the warm discarded air with the incoming air of the external heat exchanger. The fan of the external unit sucks the indoor air with the depression obtained by a Venturi. The warm air is ducted to the Venturi through a hole in the wall. The amount of warm air mixed to the outside air is regulated by a butterfly valve installed on the pipe from the hole to the Venturi. In this way, the air entering the external coil is warm enough to avoid frost. The energy efficiency of the system is assured, for the warm indoor air is heated with the high COP of the heat pump. Our system can achieve defrosting with a limited amount of warm air, and realize a higher overall COP than the best traditional defrosting systems. Finally, the defrosting device can be added as an option to any existing split systems.

Small, turbine-powered eAPUs (electric Auxiliary Power Unit) have poor off-design performance and efficiency. Turbo eAPUs remain competitive where efficiency is sacrificed to lightness and compactness. The first part of this paper summarizes the transformation of a very efficient, very large automotive turbocharger into an eAPU. A satisfactory solution for the design of the heavy fuel combustor has been found on the Giandomenico’s site. The performance of the APU is evaluated at the Garrett nominal air conditions (T0=302.6 K, p0=0.962 bar, dry air). The turbogas has an approximately linear braking torque from 50% to 100% load at nearly maximum efficiency. Below 50% load, it is more convenient to vary the maximum temperature of the cycle and adjust the generator torque. However, a better compromise can be obtained by coupling the APU with a battery that would supply the electric power under 50% load. The use of a recuperator is not convenient due to the increase in volume and the additional complication. The problem of the intake air filtering is particularly serious in dirty/sandy ground applications. Regarding efficiency, the turbogas is no match for the diesel eAPUs.

The 2014 Formula 1 season was characterized by the return of supercharging through turbocharger in a complex hybrid propulsion system. The new direct-injection turbocompound engines V6 of 1600cc have innovative systems for the recovery of the energy otherwise wasted (Energy Recovery System - ERS). The following article introduces a one-dimensional simulation of two different engine concepts. The first one is the “split turbocharger” arrangement that allows the design of a very short “log” exhaust; the other with a traditional short-shaft turbocharger that needs a more complex and longer “tubular” exhaust. The paper demonstrates that the longer “tubular” exhaust dissipates more energy that the shorter “log” one. In this way, the efficiency is impaired and the “log” exhaust makes it possible to have more energy available to the wheels with the same amount of fuel and with the same limitation on the fuel flow. Therefore, with the current limitations in the fuel, the “log” exhaust / split-turbo arrangement is more convenient for current Formula 1 engines. In this paper, loads, pressures, power and speed of the various components of the turbocompound engine were simulated. A standard turbocharger compressor and turbine were used for the log and tubular exhaust arrangement and the results were compared. Even if the turbocharger matching is not optimal, in fact the boost pressure does not reach the maximum allowed, the comparison between the two arrangements is still valid.

The primary task in DI (Direct Injection) diesel engines design is the fulfilment of the required emission limits. This result should be achieved with acceptable power-to-rpm diagrams, acceptable fuel consumption, acceptable power density and affordable purchase and maintenance expenses. The most common approach to fulfil these requirements is the downsizing. In this case a significant increase in the crankshaft speed and boost pressure is unavoidable. In this way, an improvement in airflow through the redesign of the intake and exhaust geometry is obtained. Unfortunately, duct design is extremely difficult due to “Mach lock”. A further important boundary condition is due the injector inertia. The dynamic response improves with small injectors due to the Newton’s second law. Small injectors designed for unitary power of 15 to 70 HP are extremely common. Therefore, most of the research is centered on these injectors. Furthermore, their small inertia favors better opening and closing time. Nozzles number and position is also greatly influential on combustion performance. The larger surface of the spray reduces the gasification time of the droplets. For these reasons, multiple injectors systems may be used in large high pressure HSDI-CR (High Speed Direct Injection – Common Rail) diesels. Multi injection was commonplace in relatively large old diesels. This paper proposes new intake duct geometries for modern two-injectors-per-cylinder truck-size engines. For this purpose a new promising, patented concept is introduced. The study includes flow simulations during the intake phase. This patented geometry induces the presence of two extremely strong swirls approximately centered to the injectors, with excellent swirl coefficient and high flow rate. The use of swirl generators on the manifolds avoids the necessity to design helical intake ducts. This patented approach simplifies head design. Moreover, using a VG (Variable Geometry) arrangement for the volutes (swirl generators) it is possible to tune the swirl index at the optimum for every crankshaft velocity and every load. In this way, the vehicle fuel consumption is also reduced.

The large majority of current trainers are piston engine aircrafts. Their engine lasts 2,000 hours maximum. The idea is to substitute the engine with a green electric powerpack with the same performance of the original unit, but with no emission and basically with no maintenance. The powerpack should be easy to install, safe and should provide sufficient autonomy. This last part is particularly easy for trainers, since they fly in a very standard way. At morning, with the battery fully charged, the instructor and the student perform a flight that lasts typically from 20 minutes to 2 hours. On landing a de-briefing of the student takes place. This phase is followed by the briefing of the new student. These two steps take at minimum of 30 minutes. During this time the battery can be partially recharged. The process will continue for a full day, with a longer recharge during break times. Therefore, it is perfectly possible to have a one day autonomy (about 10 hours). This project is intended to develop an experimental green trainer to validate the best configuration for this power pack and to find-out critical issues on installation, safety, reliability and maintenance. Finally, a minimum number of 300 hours of flight will be performed to perform an accelerated test to individuate critical safety issues on the new proposal. This part should be considered as in integral part of the University Career for those aviation students who want to get involved in testing and engineering, rather than only flying. At the same time, converting powerplants from the combustion ones into the electric ones will contribute to reduce the polluting emissions in the air that produce micro-climate changes.

Material behavior depends on average peak temperature, stress magnitude and stress gradient. This assumption is valid since temperatures varies slowly when compared to pressure (stress). In this paper, a RR Merlin head is simulated with a few mathematical models used in Formula 1 racing. These extremely simplified models make it possible to evaluate temperatures and pressures starting from very few data. The method is described in detail, along with the many experimental coefficients available from several years of design activity. A step by step approach is used to allow the comprehension of this method that was developed by the Authors. The choice of the RR Merlin was dictated by the public availability of experimental data on temperatures. In fact, in the case of the RR Merlin XX, very reliable experimental results are available in NACA TN 2069. A reverse engineering process was applied on a rescued RR Merlin XX head. An accurate redesign was performed to obtain a 3D model. Assembly instructions and tolerances were found on original Rolls Royce overhaul manuals. In this way assembly and working loads were calculated and simulated. Nonlinear FEA analysis was performed on this CAD model with extremely satisfactory results for the thermal loads. Well known criticalities of the original design were found. The results were compared with NACA results both for heat rejection and temperatures. However, the mechanical stresses proved to be more critical for simulation and evaluation. Therefore, they will be discussed in another, dedicated paper.

This paper introduces a Montecarlo Genetic Algorithm, hierarchical, multi-objective optimization of a Vertical Take Off landing Unmanned Aerial Vehicle having a tail sitter configuration. An optimization of the hierarchical type is introduced in place of the methods generally used multi-objective optimization, such as Pareto and “arbitrary” weighted sums. A Montecarlo method optimizes the weights of the final objective function used by the Genetic Algorithm. A very simple “spreadsheet based” algorithm defines the CAD model of the Genetic Algorithm individuals in order to evaluate the performance of the candidates. The optimization method described in this study appears to be very effective. Then experimental tests were conducted with scaled-down prototypes. Four flight tests were performed: Take Off, Cruise, Slow flight, Landing. A Taguchi matrix was defined for each experiment. The tests started from a prototype that comes directly from the Montecarlo Genetic Algorithm optimization and led to the final prototype shown along the paper (page 7, right figure). Unfortunately, the tail sitter approach proved poor control authority in the final phase of the vertical landing. Even the “final” prototype showed unsatisfactory behavior in case of erratic wind gusts. This unsolved problem is common to the tail sitter configuration that requires a power control by air jets or additional propeller to control the aircraft in the final phase of landing. Unfortunately, this necessity renders the tail sitter configuration inconvenient for small Unmanned Aerial Vehicles.

This paper introduces a method to efficiently monitor the status of a piston engine during flight. ECUs (Electronic Control Units) make it possible to fly safely without emergencies or urgencies with random electronic failures of components and connections. The same can be easily done on older engines by adding a reliable digital monitoring system and an automated calibration of the carburetors. In fact, their reliability is several order of magnitude inferior to modern turboshafts. In modern engines with FADEC (Full Authority Digital Electronic Control) as the “on” button is pressed the sensors and actuators are checked. The CPUs will then run start-up during the cranking phase (engine running without ignition). If everything is all right, then the engine starts and the post start checks are also performed. During flight, the ECU checks CPUs, sensors and actuators. Therefore, the electronic system can be monitored with high reliability without much effort. The sensors may crosscheck the engine situation and may output very reliable early diagnosis of incoming failures. Statistical data on spare parts are invaluable for monitoring application, signaling weak or not-lasting components and failure modes. This is another advantage of automotive piston engines conversions to aircraft use.

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.

Electric turbocompounding in racing spark ignition engine is focused on transient operation. Classical compressor and turbine maps should be adapted for this particular condition. Electric turbocompounding has limited torque and power available on the electric side. For this reason, an ad hoc solution should be devised. A low inertia solution is proposed in this paper with the advantage of minor modifications on existing commercial highly optimized turbochargers. A large advantage over the current solution may be achieved. In this solution, a very low inertia electric/motor generator is magnetically coupled to the turbocharger on the compressor side of the shaft. The electromagnetic coupling acts also as a torque limiter allowing extremely large slips between turbocharger and generator shafts.

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.

2, 12, Walailak Journal of Science and Technology

MEZZO DI TRASPORTO INNOVATIVO

This paper describes a handheld application to help pilots when entering degraded visibility conditions. In this case, the loss of control is a typical emergency situation from which a pilot should be able to recover, but often he/she doesn’t do owing to problems of situation awareness. A new instrument, based on the use of accelerometers/GPS equipping modern handheld devices has been designed, virtually tested in flight simulators and finally tested in flight. Attention has been given to show essential information in a very simple and intuitive way, so that the instrument can be useful in case of pilot disorientation, panic or high stress levels. After a testing phase, the instrument showed useful to provide an indication about the attitude of the plane and to provide the pilot an indication of the stick and throttle movements needed to restore a safe levelled flight. The use of this application by pilots in emergency situation can enhance the survivability in Instrument Meteorological Conditions also without a specific training. This paper shows how the high computation capability and advanced visualization devices typical of smartphones can be useful to increase the flight safety by developing a new class of emergency not-certified instruments. A further testing phase of the instrument in critical conditions like gusty environment or deteriorated weather will be carried out as a future development of this work to better evaluate the limits of the instrument herein described. Copyright © 2016 Praise Worthy Prize - All rights reserved.

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.

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.

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.

Recent developments in diesel piston engine technology have increased performance in a very significant way. In this paper a new hybrid diesel-turbine engine is introduced and it is compared to up-to-date turboprops. The weak point of the common rail engine is the difficulty to obtain very fast injectors for large engines. Automotive injectors are available only for small power outputs. The problem was solved with a dual chambers piston with two injectors per cylinder. It is then possible to use off-the-shelf automotive common rail components even on very large diesel engines with benefits on combustion especially at medium low power level. The other more interesting advantage is a significant increase on crankshaft maximum speed and reduction of head mechanical stress. It is then possible to have smaller and more powerful turbodiesel and hybrid engines. Another advantage is the improved reliability of a dual injection system. The diesel – turbine hybrid power unit proposed in this paper combines the advantages of the turboprop/turbofan/turboshaft and piston turbo-diesel-prop / turbo-diesel-fan / turbodiesel engines. However, It should be clear than the automotive commercial common rail components should be treated to use jp4, jp8 and jet(A1) fuels and to fulfil aeronautical requirements.

A new generation of aircraft piston engines is currently being introduced on the market. These new engines come directly from the huge experience achieved in the motorcycle and automotive racing and production. However direct use of automotive power unit is not advisable, since car engines work mainly in the first quarter of the power output, while sport motorcycles are used in a very "light" way, with the engines that span several times through the entire range of power outputs and rpm. The other problem is fuel. Aircraft spark ignition engine for ultralight and light aircrafts may continue to use automotive gasoline, while diesel engines for light up to cargo aircraft should use jet(A1) and jp4. However, the large experience obtained from racing/high-performance motorcycles, racing/high-performance cars and common rail engines cannot be ignored. Thousand of hours and billion of Euros have been spent for this development and the results are interesting. This paper tries to calculate the future aircraft engine performance from the many experimental data already available on a certain type of combustion chamber or better from a well defined and experimented cylinder unit. On the other side the "lean-thinking" approach to aircraft engine design may be not applicable. The lean thinking approach tends to prefer the time-to-market to the optimization of the engine unit. With engines that will probably stay on the market for 30 years this approach is not convenient. An important optimization during the design phase is possible with modern CAD tools. Mass and cost reduction may easily reach the 30%. On the other side the "brain storming approach" is not applicable to the heavily-constrained aircraft-engine design, where it is common that inapplicable solutions and ideas seem to be the best during the initial phase even to experts. Our research team developed three different families of engines: the first family uses the cylinder unit of a well proven motorcycle engine, which comes directly from racing and was sold in tenth of thousands in the world market. These spark ignition engines have 4 up to 16 cylinders (Figg. 1, 2), with power from 150 HP to 800 HP. This type of engines have very brilliant power to weight ratios with not superlative fuel consumptions. They are conceived for ultralight aircrafts and helicopters, tilt rotor, tilt shaft and tilt motor power lift V/STOL aircrafts. The second cylinder unit comes directly from the 2 valves FIAT 1900 jtd, that is one of the best two valves turbocharged common rail diesel available on the market. These units span from 4 up to 16 cylinders with power outputs from 175 HP (Fig. 3) up to 1000 HP. They run with jp4, jp8 or jet (A1) and can be bolted directly to the original engine mount of existing light aircraft like Cessna 172/182/337 or can be used in new light aircrafts. The third one is an originally conceived twin combustion chamber diesel family with output power from 600 HP to 4000 HP (hybrid engine) originally conceived for the Hercules C130J, ATR42 or ATR72 aircrafts (Figg. 4, 5). Our hybrid engine is composed by two separate engines: the VD007 diesel and a turboshaft. Each engine moves a separate contra rotating propeller. In ordinary flight the turboshaft works as a turbocharger. In this case the rear propeller is nearly idle. During take off or emergency the turboshaft combustion chamber is activated and additional power is available. In this case pitch is given to the rear propeller that outputs additional useful thrust. All these engines use only the thermo-fluid-dynamics and a few parts of the original cylinder unit, since aircraft application need extended modifications and, in many cases, complete redesign. However on all these engines a large amount of experimental, road and reliability data are available. Their direct application in the aircraft field is a plain mistake, since automotive and motorcycle are very different, but it is not the case to discard all this data that are available for free. For this reason innovative simulation methods were used to obtain engine performance envelope, with the possibility to choose the most convenient off-design solution on a certain aircraft, depending on the use and on the requirements. It is also possible to obtain reliability data for the aircraft FADEC (Full Authority Digital Engine Control) that controls all these new units. It is important to underline that airborne FADECs should be completely different from ground borne FADECs since in the aircraft application recovery strategies are to be chosen by the well trained pilot, while in the automotive field recovery is usually applied automatically in order to preserve engine integrity. A new method for the determination of the engine performance envelope is introduced as an example on the turbo/hybrid diesel unit for the C130J; this engine is called VD007. This approach has been successfully applied on the small diesel jtd family and also to the spark ignition family. © 2008 by the American Institute of Aeronautics and Astronautics, Inc.

The KAD (Knowledge Aided Design) tool is developed to predict the performance of an F1 car in different driving conditions and with different configurations. The regulations to put in trimming a car, also in the exasperated technology of the competitions, still demand a remarkable dose of luck and an elevated number of tests. It is then important to know a set of regulations close to the optimal trim before testing the car on the track. The difficult phase of this process is to evaluate the lap time. As a matter of fact driving style, track conditions and car behavior should be simulated. The optimisation of the fuzzy controller that simulates the pilot for an F1 racing car is difficult due to handling problems and velocity of response. For this purpose a specific Genetic Algorithm (GA) was conceived and tuned to work with a lumped mass model of an F1 racing car for the optimization of the fuzzy controller that simulates the pilot. A new mutation and a new crossover operator were defined to complement the standard crossover and mutation operators of the basic Holland’s GA. This was necessary in order to increase the overall performance of the fuzzy pilot. This approach was tested on an F1 car due to the huge amount of data available ( Donnarumma, 1998 , Moelenbein, 1989 ; Lee and Takagi, 1993 ).

ACCELERATORE DI FLUSSO PER DISPOSITIVI UTILIZZATORI A FLUSSO LIBERO QUALI, AD ESEMPIO NON ESCLUSIVO, TURBINE IDRAULICHE E EOLICHE

SISTEMA PER LA GENERAZIONE DI MOTI DI SWIRL PER MOTORI ALTERNATIVI DOTATI DI DUE INIETTORI PER CILINDRO

SISTEMA E PROCEDIMENTO DI TRASMISSIONE DATI MEDIANTE SEGNALI ACUSTICI

MACCHINA AVVOLGITRICE AUTOMATICA CON SISTEMA BOBCAT

Procedimento di cottura della pasta comprendente almeno le fasi di fornire pasta (1) in un mezzo contenitore (3), fornire un mezzo fluido (2) nel mezzo contenitore (3), riscaldare rapidamente almeno una volta il mezzo contenitore (3) comprendente la pasta (1) ed il mezzo fluido (2), fornire la pasta (1) ben cotta, caratterizzato dal fatto che la fase di riscaldare rapidamente è definita shock termico, la fase di riscaldare rapidamente ha una durata preferibilmente, ma non limitatamente, inferiore alla metà del tempo indicato normalmente su confezioni industriali, la fase di riscaldare rapidamente viene effettuata ad una temperatura compresa preferibilmente ma non limitatamente tra i 60° Celsius ed i 200° Celsius, la pasta (1) ben cotta è la pasta (1) cotta nel modo desiderato dall’utente.

Active antiskid systems for high performance motorbikes are difficult to implement due to the necessity to combine performance, equilibrium, handling and safety. In order to design and optimize a fuzzy controlled antiskid system for motorbikes, a fuzzy model of the pilot was applied to a lumped-mass model of the motorcycle (two different models have been considered). The fuzzy model acts on the steering angle to control trajectory, yaw angle, yaw velocity and roll angle.

MOTORE FUORIBORDO ECOLOGICO TERRESTRE

PROCEDIMENTO DI TRASFORMAZIONE DI MOTORE AUTOMOBILISTICO O MOTOCICLISTICO IN MOTORE AVIO (AVIONIZZAZIONE)

MOTORE A PISTONI CON COLLETTORE DI ASPIRAZIONE COMPRENDENTE UN GENERATORE DI VORTICE O GENERATORE DI SWIRL A SPIRALE CONVERGENTE O CONICA O CILINDRO CONVERGENTE

Il sistema funziona per la combustione di materiale biologico e non, spezzettato, anche polverizzato o in pellet. E noto che sia il preriscaldamento, la tostatura o la parziale o totale “carbonizzazione” rendono la combustione piu’ efficiente riducendo il residuo, permettendo la combustione di una pluralità di combustibili, alcuni dei quali non altrimenti utilizzabili. Il miglioramento della qualità del combustibile così ottenuta, anche in termini di tonalità termica, consente una combustione più facile, efficiente e regolabile, consentendo un miglior controllo delle emissioni, riducendo in particolare il CO, i COx, gli NOx, il particolato. La combustione ad altissima temperatura e il successivo immediato raffreddamento per il preriscaldamento e/o la tostatura e/o la totale e parziale carbonizzazione ,elimina inoltre la formazione di diossina. La soluzione tecnica proposta in questo elaborato è una delle tante possibili per questo principio di funzionamento, in quanto, per motivi di compattezza, consente solo la tostatura e la parziale carbonizzazione superficiale del combustibile.