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Modification and testing of an engine and fuel control system for a hydrogen fuelled gas turbine
(2011)
Die Fahrzeugkarosserie bildet als größte funktionale und organisatorische Systemeinheit ein zentrales Kompetenzfeld der OEMs. Für den Fahrzeughersteller stellt der Karosserierohbau eine hohe Kernkompetenz sowohl in der Produktentwicklung als auch in der Produktion dar. Neue, innovative Karosseriebauweisen, bspw. aufgrund eines neuen Fahrzeugkonzeptes oder neuer Anforderungen, bedeuten für den OEM auch gleichzeitig die intensive Auseinandersetzung mit Kompetenzfokussierung bzw. Wertschöpfungsverlagerungen.
Dynamics of Granular Material Avalanches and Numerical Approximations of Savage-Hutter Models
(2004)
This paper examines the positive and negative aspects of a range of interpretations of nearest-neighbours models. Measures-oriented and distributionoriented verification methods are applied to categorial, probabilistic and descriptive interpretations of nearest neighbours used operationally in avalanche forecasting in Scotland and Switzerland. The dependence of skill and accuracy measures on base rate is illustrated. The purpose of the forecast and the definition of events are important variables in determining the quality of the forecast. A discussion of the application of different interpretations in operational avalanche forecasting is presented.
Using results from an 8 m2 instrumented force plate we describe field measurements of normal and shear stresses, and fluid pore pressure for a debris flow. The flow depth increased from 0.1 to 1 m within the first 12 s of flow front arrival, remained relatively constant until 100 s, and then gradually decreased to 0.5 m by 600 s. Normal and shear stresses and pore fluid pressure varied in-phase with the flow depth. Calculated bulk densities are ρb = 2000–2250 kg m−3 for the bulk flow and ρf = 1600–1750 kg m−3 for the fluid phase. The ratio of effective normal stress to shear stress yields a Coulomb basal friction angle of ϕ = 26° at the flow front. We did not find a strong correlation between the degree of agitation in the flow, estimated using the signal from a geophone on the force plate, and an assumed dynamic pore fluid pressure. Our data support the idea that excess pore-fluid pressures are long lived in debris flows and therefore contribute to their unusual mobility.
Numerical models have become an essential part of snow avalanche engineering. Recent
advances in understanding the rheology of flowing snow and the mechanics of entrainment and
deposition have made numerical models more reliable. Coupled with field observations and historical
records, they are especially helpful in understanding avalanche flow in complex terrain. However, the
application of numerical models poses several new challenges to avalanche engineers. A detailed
understanding of the avalanche phenomena is required to specify initial conditions (release zone
dimensions and snowcover entrainment rates) as well as the friction parameters, which are no longer
based on empirical back-calculations, rather terrain roughness, vegetation and snow properties. In this
paper we discuss these problems by presenting the computer model RAMMS, which was specially
designed by the SLF as a practical tool for avalanche engineers. RAMMS solves the depth-averaged
equations governing avalanche flow with first and second-order numerical solution schemes. A
tremendous effort has been invested in the implementation of advanced input and output features.
Simulation results are therefore clearly and easily visualized to simplify their interpretation. More
importantly, RAMMS has been applied to a series of well-documented avalanches to gauge model
performance. In this paper we present the governing differential equations, highlight some of the input
and output features of RAMMS and then discuss the simulation of the Gatschiefer avalanche that
occurred in April 2008, near Klosters/Monbiel, Switzerland.
The powerful avalanche simulation toolbox RAMMS (Rapid Mass Movements) is based on a depth-averaged
hydrodynamic system of equations with a Voellmy-Salm friction relation. The two empirical friction parameters
μ and correspond to a dry Coulomb friction and a viscous resistance, respectively. Although μ and lack a
proper physical explanation, 60 years of acquired avalanche data in the Swiss Alps made a systematic calibration
possible. RAMMS can therefore successfully model avalanche flow depth, velocities, impact pressure and run
out distances. Pudasaini and Hutter (2003) have proposed extended, rigorously derived model equations that
account for local curvature and twist. A coordinate transformation into a reference system, applied to the actual
mountain topography of the natural avalanche path, is performed. The local curvature and the twist of the
avalanche path induce an additional term in the overburden pressure. This leads to a modification of the Coulomb
friction, the free-surface pressure gradient, the pressure induced by the channel, and the gravity components
along and normal to the curved and twisted reference surface. This eventually guides the flow dynamics and
deposits of avalanches. In the present study, we investigate the influence of curvature on avalanche flow in
real mountain terrain. Simulations of real avalanche paths are performed and compared for the different models
approaches. An algorithm to calculate curvature in real terrain is introduced in RAMMS. This leads to a curvature
dependent friction relation in an extended version of the Voellmy-Salm model equations. Our analysis provides
yet another step in interpreting the physical meaning and significance of the friction parameters used in the
RAMMS computational environment.
Numerical avalanche dynamics models have become an essential part of snow engineering. Coupled with field observations and historical records, they are especially helpful in understanding avalanche flow in complex terrain. However, their application poses several new challenges to avalanche engineers. A detailed understanding of the avalanche phenomena is required to construct hazard scenarios which involve the careful specification of initial conditions (release zone location and dimensions) and definition of appropriate friction parameters. The interpretation of simulation results requires an understanding of the numerical solution schemes and easy to use visualization tools. We discuss these problems by presenting the computer model RAMMS, which was specially designed by the SLF as a practical tool for avalanche engineers. RAMMS solves the depth-averaged equations governing avalanche flow with accurate second-order numerical solution schemes. The model allows the specification of multiple release zones in three-dimensional terrain. Snow cover entrainment is considered. Furthermore, two different flow rheologies can be applied: the standard Voellmy–Salm (VS) approach or a random kinetic energy (RKE) model, which accounts for the random motion and inelastic interaction between snow granules. We present the governing differential equations, highlight some of the input and output features of RAMMS and then apply the models with entrainment to simulate two well-documented avalanche events recorded at the Vallée de la Sionne test site.
Two- and three-dimensional avalanche dynamics models are being increasingly used in hazard-mitigation studies. These models can provide improved and more accurate results for hazard mapping than the simple one-dimensional models presently used in practice. However, two- and three-dimensional models generate an extensive amount of output data, making the interpretation of simulation results more difficult. To perform a simulation in three-dimensional terrain, numerical models require a digital elevation model, specification of avalanche release areas (spatial extent and volume), selection of solution methods, finding an adequate calculation resolution and, finally, the choice of friction parameters. In this paper, the importance and difficulty of correctly setting up and analysing the results of a numerical avalanche dynamics simulation is discussed. We apply the two-dimensional simulation program RAMMS to the 1968 extreme avalanche event In den Arelen. We show the effect of model input variations on simulation results and the dangers and complexities in their interpretation.
Digital elevation models (DEMs), represent the three-dimensional terrain and are the basic input for numerical snow avalanche dynamics simulations. DEMs can be acquired using topographic maps or remote-sensing technologies, such as photogrammetry or lidar. Depending on the acquisition technique, different spatial resolutions and qualities are achieved. However, there is a lack of studies that investigate the sensitivity of snow avalanche simulation algorithms to the quality and resolution of DEMs. Here, we perform calculations using the numerical avalance dynamics model RAMMS, varying the quality and spatial resolution of the underlying DEMs, while holding the simulation parameters constant. We study both channelized and open-terrain avalanche tracks with variable roughness. To quantify the variance of these simulations, we use well-documented large-scale avalanche events from Davos, Switzerland (winter 2007/08), and from our large-scale avalanche test site, Valĺee de la Sionne (winter 2005/06). We find that the DEM resolution and quality is critical for modeled flow paths, run-out distances, deposits, velocities and impact pressures. Although a spatial resolution of ~25 m is sufficient for large-scale avalanche modeling, the DEM datasets must be checked carefully for anomalies and artifacts before using them for dynamics calculations.
This paper describes the implementation of topographic curvature effects within the RApid Mass MovementS (RAMMS) snow avalanche simulation toolbox. RAMMS is based on a model similar to shallow water equations with a Coulomb friction relation and the velocity dependent Voellmy drag. It is used for snow avalanche risk assessment in Switzerland. The snow avalanche simulation relies on back calculation of observed avalanches. The calibration of the friction parameters depends on characteristics of the avalanche track. The topographic curvature terms are not yet included in the above mentioned classical model. Here, we fundamentally improve this model by mathematically and physically including the topographic curvature effects. By decomposing the velocity dependent friction into a topography dependent term that accounts for a curvature enhancement in the Coulomb friction, and a topography independent contribution similar to the classical Voellmy drag, we construct a general curvature dependent frictional resistance, and thus propose new extended model equations. With three site-specific examples, we compare the apparent frictional resistance of the new approach, which includes topographic curvature effects, to the classical one. Our simulation results demonstrate substantial effects of the curvature on the flow dynamics e.g., the dynamic pressure distribution along the slope. The comparison of resistance coefficients between the two models demonstrates that the physically based extension presents an improvement to the classical approach. Furthermore a practical example highlights its influence on the pressure outline in the run out zone of the avalanche. Snow avalanche dynamics modeling natural terrain curvature centrifugal force friction coefficients.
In this paper we consider low Péclet number flow in bead packs. A series of relaxation exchange experiments has been conducted and evaluated by ILT analysis. In the resulting correlation maps, we observed a collapse of the signal and a translation towards smaller relaxation times with increasing flow rates, as well as a signal tilt with respect to the diagonal. In the discussion of the phenomena we present a mathematical theory for relaxation exchange experiments that considers both diffusive and advective transport. We perform simulations based on this theory and discuss them with respect to the conducted experiments.
Inkompressible Strömungen
(2012)
Testing of a 10 kW diffusive micro-mix combustor for hydrogen-fuelled micro-scale gas turbines
(2007)
With the final objective of optimizing the "Micromix" hydrogen combustion principle, a round jet in a laminar cross-flow prior to its combustion is investigated experimentally using Stereoscopic Particle Image Velocimetry. Measurements are performed at a jet to cross-stream momentum ratio of 1 and a Reynolds number, based on the jet diameter and jet velocity, of 1600. The suitability to combine side, top and end views is analyzed statistically. The statistical theory of testing hypotheses, pertaining to the joint distribution of the averaged velocity along intersecting observation planes, is employed. Overall, the averaged velocity fields of the varying observation planes feature homogeneity at a 0.05 significance level. Minor discrepancies are related to the given experimental conditions. By use of image maps, averaged and instantaneous velocity fields, an attempt is made to elucidate the flow physics and a kinematically consistent vortex model is proposed. In the time-averaged flow field, the principal vortical systems were identified and the associated mixing visualized. The jet trajectory and physical dimensions scale with the momentum ratio times the jet diameter. The jet/cross-flow mixture converging upon the span-wise centre-line, the lifting action of the Counter Rotating Vortex Pair and the reversed flow region contribute to the high entrainment and mixedness. It is shown that the jet width is larger on the downstream side as compared to the upstream side of the centre-streamline. The deepest penetration of the particles on the outer boundary occurs in the centre-plane. Meanwhile, with increasing off-centre position, the boundaries all lay further from the centre-line position than does the boundary in the centre-plane, corresponding to a kidney-like shape of the flow cross-section. The generation of the Counter Rotating Vortex Pair and the instability mechanism is documented by instantaneous image maps and vector fields. The necessary circulation for the Counter Rotating Vortex Pair originates from a combined effect of steady in-hole, hanging and wake vortices. The strong cross-flow and jet interaction induces a three-dimensional waving, the stream-wise Counter Rotating Vortex Pair pair, leading to the formation of Ring Like Vortices. A secondary Counter Rotating Vortex Pair forms on top of the primary Counter Rotating Vortex Pair, resulting in mixing by "puffs". Overall, Stereoscopic Particle Image Velocimetry proofed capable of elucidating the Jet in Cross-Flow complex flow field. The gained insight in the mixing process will definitely contribute to the "Micromix" hydrogen combustion optimization.
For more than a decade up to now there is an ongoing interest in small gas turbines downsized to micro-scale. With their high energy density they offer a great potential as a substitute for today’s unwieldy accumulators, found in a variety of applications like laptops, small tools etc. But micro-scale gas turbines could not only be used for generating electricity, they could also produce thrust for powering small unmanned aerial vehicles (UAVs) or similar devices. Beneath all the great design challenges with the rotating parts of the turbomachinery at this small scale, another crucial item is in fact the combustion chamber needed for a safe and reliable operation. With the so called regular micromix burning principle for hydrogen successfully downscaled in an initial combustion chamber prototype of 10 kW energy output, this paper describes a new design attempt aimed at the integration possibilities in a μ-scale gas turbine. For manufacturing the combustion chamber completely out of stainless steel components, a recuperative wall cooling was introduced to keep the temperatures in an acceptable range. Also a new way of an integrated ignition was developed. The detailed description of the prototype’s design is followed by an in depth report about the test results. The experimental investigations comprise a set of mass flow variations, coupled with a variation of the equivalence ratio for each mass flow at different inlet temperatures and pressures. With the data obtained by an exhaust gas analysis, a full characterisation concerning combustion efficiency and stability of the prototype chamber is possible. Furthermore the data show a full compliance with the expected operating requirements of the designated μ-scale gas turbine.
In this paper, we will provide a feasible mission design for a multiple-rendezvous mission to Jupiter's Trojans. It is based on solar electric propulsion, as being currently used on the DAWN spacecraft, and other flight-proven technology. First, we have selected a set of mission objectives, the prime objective being the detection of water -especially subsurface water -to provide evidence for the Trojans' formation at large solar distances. Based on DAWN and other comparable missions, we have determined suitable payload instruments to achieve these objectives. Afterwards, we have designed a spacecraft that is able to carry the selected payload to the Trojan region and rendezvous successively with three target bodies within a maximum mission duration of 15 years. Accurate low-thrust trajectories have been obtained with a global low-thrust trajectory optimization program (InTrance). During the transfer from Earth to the first target, the spacecraft is propelled by two RIT-22 ion engines from EADS Astrium, whereas a single RIT-15 is used for transfers within the Trojan region to reduce the required power. For power generation, the spacecraft uses a multi-junction solar array that is supported by concentrators. To achieve moderate mission costs, we have restricted the launch mass to a maximum of 1600 kg, the maximum interplanetary injection capability of a Soyuz/Fregat launcher. Our final layout has a mass of 1400 kg, yielding a margin of about 14%. Nestor (a member of the L4-population) was determined as the first mission target. It can be reached within 4.6 years from launch. The fuel mass ratio for this transfer is about 35%. The stay time at Nestor is 1.2 years. Eurymedon was selected as the second target (transfer time 3.5 years, stay time 3.0 years) and Irus as the third target (transfer time 2.2 years). The transfers within the Trojan L4-population can be accomplished with fuel mass ratios of about 3% for each trajectory leg. Including the stay times in orbit around the targets, the mission can be accomplished within a total duration of about 14.5 years. According to our mission analysis, it is also feasible to fly to the L5-population with similar flight times. It has to be noted that -for a first analysis -we have taken only the named targets into account. Allowing also rendezvous with unnamed objects will very likely decrease the mission duration. Based on a scaling of DAWN's mission costs (due to comparable scientific instruments and mission objectives), and taking into account the longer mission duration and the potential re-use of already developed technology, we have estimated that these three rendezvous can be accomplished with a budget of about 250 Million Euros, i.e. about 25% of ROSETTA's budget.
Umweltzonen und Fahrverbote, kletternde Dieselpreise und steigende Straßenbenutzungsgebühren setzen dem Transportgewerbe aktuell schwer zu. Nutzfahrzeughersteller und Partner finden auf diese Herausforderungen neue Antworten mit der Erfüllung der EEV-Grenzwerte (Enhanced Environmentally Friendly Vehicle) als den gegenwärtig anspruchsvollsten europäischen Abgasstandard für Lkw und Busse.