Query: car propulsion

title: The HyMethShip Project: Innovative Emission Free Propulsion for Ships
abstract: The HyMethShip project (Hydrogen Methanol Ship Propulsion Using On board Pre combustion Carbon Capture) is a cooperative R&D project funded by the European Union's Horizon 2020 research and innovation programme. The project aims to drastically reduce emissions while improving the efficiency of waterborne transport. The HyMethShip system will achieve a reduction in CO2 of more than 97% and practically eliminate SOx and PM emissions. NOx emissions will fall by over 80% below the IMO Tier III limit. The energy efficiency of the HyMethShip system is expected to be more than 45% greater than the best available technology (renewable methanol as the fuel coupled with conventional post combustion carbon capturing) The HyMethShip system innovatively combines a membrane reactor, a CO2 capture system, a storage system for CO2 and methanol as well as a hydrogen fueled combustion engine into one system. Methanol is reformed to hydrogen, which is then burned in a conventional reciprocating engine that has been upgraded to burn multiple fuel types and specially optimized for hydrogen use. The basic engine type is the same as the one currently used on the majority of ships. This project will develop this system further and integrate it into shipboard installations. The system will be developed, validated, and demonstrated on shore on an engine in the range of 1 to 2 MW. The project started in 2018 and will run for 3 years. The work is structured into 11 work packages that deal with the pre combustion carbon capture system and the internal combustion engine as well as assess safety, economic and environmental factors and system integration. The consortium consists of 13 partners including a globally operating shipping company, a major shipyard, a ship classification society, research institutes and universities and equipment manufacturers. The publication will present the structure of the work and preliminary results of the project. Powered by TCPDF (www.tcpdf.org) CIMAC Congress 2019, Vancouver Paper No. 104 Page 3

title: Electrical propulsion systems in vehicles an overview of solutions
abstract: In the paper the current innovations in automotive branches, including the development of propulsion systems in vehicles are described. Examples of the use of hybrid propulsion systems for three groups of vehicles: land, sea and air are presented. The concepts of technical solutions are described and the potential benefits of modifying traditional combustion systems are detailed.

title: Intrinsic enzymatic properties modulate the self propulsion of micromotors
abstract: Bio catalytic micro and nanomotors self propel by the enzymatic conversion of substrates into products. Despite the advances in the field, the fundamental aspects underlying enzyme powered self propulsion have rarely been studied. In this work, we select four enzymes (urease, acetylcholinesterase, glucose oxidase, and aldolase) to be attached on silica microcapsules and study how their turnover number and conformational dynamics affect the self propulsion, combining both an experimental and molecular dynamics simulations approach. Urease and acetylcholinesterase, the enzymes with higher catalytic rates, are the only enzymes capable of producing active motion. Molecular dynamics simulations reveal that urease and acetylcholinesterase display the highest degree of flexibility near the active site, which could play a role on the catalytic process. We experimentally assess this hypothesis for urease micromotors through competitive inhibition (acetohydroxamic acid) and increasing enzyme rigidity (b mercaptoethanol) We conclude that the conformational changes are a precondition of urease catalysis, which is essential to generate self propulsion.Self propulsion of biocatalytic micro and nanomotors is facilitated by enzymes converting substrates into products. Here, the authors show that intrinsic enzymatic properties such as conformational changes are crucial for the self propulsion of silica microcapsules modified with urease.

title: How much energy does a car need on the road?
abstract: A car often requires more energy when driven in daily operation than indicated by the manufacturer. This paper presents a model to derive this real world energy demand for a passenger car, based on a few widely available input data on vehicle operation. The approach works for conventional and alternative propulsion technologies. The underlying data stem from an extensive Swiss chassis dynamometer and on road measurement campaign, which lasted for more than a year. The test fleet consisted of a compressed natural gas, gasoline hybrid, gasoline plug in hybrid, fuel cell electric, and a battery electric vehicle. The derived model adjusts the propulsive power demand within the legislative WLTP cycle for class 3b vehicles to a road mission by incorporating effects of traffic, driving styles, and topography. It additionally accounts for load from auxiliary devices. The approach works with input data from a household travel survey or traffic flow simulation and can serve as a tool to everyone who needs to estimate the average on road energy demand of any passenger car or a fleet of them, rather than their type approval values. Tested on a compact sized vehicle, the approach estimates a mean discrepancy in real world energy demand to WLTP type approval values for Switzerland of about 22 for conventional cars. Furthermore, we can show similar gaps for hybrid technologies of around 30 and for battery electric cars of 25

title: Building a Winning Self Driving Car in Six Months
abstract: The SAE AutoDrive Challenge is a three year competition to develop a Level 4 autonomous vehicle by 2020. The first set of challenges were held in April of 2018 in Yuma, Arizona. Our team (aUToronto/Zeus) placed first. In this paper, we describe Zeus' complete system architecture and specialized algorithms that enabled us to win. We show that it is possible to develop a vehicle with basic autonomy features in just six months relying on simple, robust algorithms. We do not make use of a prior map. Instead, we have developed a multi sensor visual localization solution. All the algorithms in the paper run in real time using CPUs only. We also highlight the closed loop performance of the system in detail in several experiments.

title: CFD validation and grid sensitivity studies of full scale ship self propulsion
abstract: A comparison between sea trial measurements and full scale CFD results is presented for two self propelled ships. Two ships considered in the present study are: a general cargo carrier at Froude number F n 0.182 and a car carrier at F n 0.254 For the general cargo carrier, the propeller rotation rate is fixed and the achieved speed and trim are compared to sea trials, while for the car carrier, the propeller rotation rate is adjusted to achieve the 80% MCR. In addition, three grids are used for each ship in order to assess the grid refinement sensitivity. All simulations are performed using the Naval Hydro pack based on foam extend, a community driven fork of the OpenFOAM software. The results demonstrate the possibility of using high fidelity numerical methods to directly calculate ship scale flow characteristics, including the effects of free surface, non linearity, turbulence and the interaction between propeller, hull and the flow field.

title: Large Propulsion Demands Increase Locomotor Adaptation at the Expense of Step Length Symmetry
abstract: There is an interest to identify factors facilitating locomotor adaptation induced by split belt walking (i.e. legs moving at different speeds) because of its clinical potential. We hypothesized that augmenting braking forces, rather than propulsion forces, experienced at the feet would increase locomotor adaptation during and after split belt walking. To test this, forces were modulated during split belt walking with distinct slopes: incline (larger propulsion than braking) decline (larger braking than propulsion) and flat (similar propulsion and braking) Step length asymmetry was compared between groups because it is a clinically relevant measure robustly adapted on split belt treadmills. Unexpectedly, the group with larger propulsion demands (i.e. the incline group) changed their gait the most during adaptation, reached their final adapted state more quickly, and had larger after effects when the split belt perturbation was removed. We also found that subjects who experienced larger disruptions of propulsion forces in early adaptation exhibited greater after effects, which further highlights the catalytic role of propulsion forces on locomotor adaptation. The relevance of mechanical demands on shaping our movements was also indicated by the steady state split belt behavior, during which each group recovered their baseline leg orientation to meet leg specific force demands at the expense of step length symmetry. Notably, the flat group was nearly symmetric, whereas the incline and decline group overshot and undershot step length symmetry, respectively. Taken together, our results indicate that forces propelling the body facilitate gait changes during and after split belt walking. Therefore, the particular propulsion demands to walk on a split belt treadmill might explain the gait symmetry improvements in hemiparetic gait following split belt training.

title: Simulating use cases for the UAH Autonomous Electric Car
abstract: This paper presents the simulation use cases for the UAH Autonomous Electric Car, related with typical driving scenarios in urban environments, focusing on the use of hierarchical interpreted binary Petri nets in order to implement the decision making framework of an autonomous electric vehicle. First, we describe our proposal of autonomous system architecture, which is based on the open source Robot Operating System (ROS) framework that allows the fusion of multiple sensors and the real time processing and communication of multiple processes in different embedded processors. Then, the paper focuses on the study of some of the most interesting driving scenarios such as: stop, pedestrian crossing, Adaptive Cruise Control (ACC) and overtaking, illustrating both the executive module that carries out each behaviour based on Petri nets and the trajectory and linear velocity that allows to quantify the accuracy and robustness of the architecture proposal for environment perception, navigation and planning on a university Campus.

title: Design optimization for self propulsion of a bulk carrier hull using a discrete adjoint method
abstract: Computational fluid dynamics (CFD) based optimization is becoming increasingly popular in hydrodynamic design of ship hulls because it provides a fully automatic framework with a shorter design cycle than a human supervised design tool. Despite the above advantage, CFD based optimization requires careful attention to relevant design considerations, such that the final design is useful in practice. These considerations include all relevant objectives (such as drag and wake distortion) and constraints (such as volume, thickness, and curvature) Although constraints have been included in previous hull shape optimization studies, these studies have typically considered only one objective. To address this shortcoming, we conduct design optimization for self propulsion by simultaneously considering drag and propeller wake distortion. We use a gradient based optimization framework that includes a discrete adjoint method for efficient derivative computation, which allows us to use a large number of design variables to parameterize the complex hull shape and thus gain a large amount of freedom for geometric modification. We impose appropriate geometric constraints (volume, thickness, and curvature) on the hull surface to ensure a practical design. In addition, we use a weighted objective function that includes drag and wake distortion to construct a Pareto front with five optimizations. We also consider hull propeller interaction by comparing optimization results with and without a propeller. We use the Japan bulk carrier (JBC) as the baseline model and focus on optimizing the stern region. We find that optimizing for only one objective results in a large penalty on the other objective, whereas a weighted objective balances the penalty and achieves simultaneous improvement in drag and wake distortion. Moreover, we observe that the suction effect of the propeller suppresses the flow separation near the bilge tube and smooths out the velocity distortion at the propeller plane; these are effects that would end up affecting the optimized shapes. Our results demonstrate that it is necessary to simultaneously consider drag and wake distortion in hull shape optimization studies, and that constrained shape optimization with a large number of design variables is possible with the discrete adjoint method.

title: Performance analysis of an electrically assisted propulsion system for a short range civil aircraft
abstract: With civil aviation growing at around 4.7% per annum, the environmental footprint of aviation is increasing. Moreover, the use of kerosene as a fuel accelerates the depletion of non renewable fossil fuels and increases global warming. Hence, the aviation industry has to come up with new technologies to reduce its environmental impact and make aviation more sustainable. An electrically assisted propulsion system can combine the benefits of an electrical power source with a conventional turbofan engine. However, the additional electrical system increases the weight of the aircraft and complexity of the power management system. The objective of this research is to analyze the effect of an assistive electrical system on the performance of a turbofan engine for an A320 class aircraft on a short range mission. The developed simulation model consists of an aircraft performance model combined with a propulsion model. The power management strategy is integrated within the simulation model. With the proposed propulsion system and power management strategy, the electrically assisted propulsion system would be able to reduce fuel burn, total energy consumption, and emissions for short range missions of around 1000 km.