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The industrial revolution IR4.0 era have driven many states of the art technologies to be introduced especially in the automotive industry. The rapid development of automotive industries in Europe have created wide industry gap between European Union (EU) and developing countries such as in South-East Asia (SEA). Indulging this situation, FH Joanneum, Austria together with European partners from FH Aachen, Germany and Politecnico Di Torino, Italy is taking initiative to close the gap utilizing the Erasmus+ United grant from EU. A consortium was founded to engage with automotive technology transfer using the European ramework to Malaysian, Indonesian and Thailand Higher Education Institutions (HEI) as well as automotive industries. This could be achieved by establishing Engineering Knowledge Transfer Unit (EKTU) in respective SEA institutions guided by the industry partners in their respective countries. This EKTU could offer updated, innovative, and high-quality training courses to increase graduate’s employability in higher education institutions and strengthen relations between HEI and the wider economic and social environment by addressing Universityindustry cooperation which is the regional priority for Asia. It is expected that, the Capacity Building Initiative would improve the quality of higher education and enhancing its relevance for the labor market and society in the SEA partners. The outcome of this project would greatly benefit the partners in strong and complementary partnership targeting the automotive industry and enhanced larger scale international cooperation between the European and SEA partners. It would also prepare the SEA HEI in sustainable partnership with Automotive industry in the region as a mean of income generation in the future.
The industrial revolution especially in the IR4.0 era have driven many states of the art technologies to be introduced.
The automotive industry as well as many other key industries have also been greatly influenced. The rapid development of automotive industries in Europe have created wide industry gap between European Union (EU) and developing countries such as in South East Asia (SEA). Indulging this situation, FH JOANNEUM, Austria together with European partners from FH Aachen, Germany and Politecnico di Torino, Italy are taking initiative to close down the gap utilizing the Erasmus+ United Capacity Building in Higher Education grant from EU. A consortium was founded to engage with automotive technology transfer using the European framework to Malaysian, Indonesian and Thailand Higher Education Institutions (HEI) as well as automotive industries in respective countries. This could be achieved by establishing Engineering Knowledge Transfer Unit (EKTU) in respective SEA institutions guided by the industry partners in their respective countries. This EKTU could offer updated, innovative and high-quality training courses to increase graduate’s employability in higher education institutions and strengthen relations between HEI and the wider economic and social environment by addressing University-industry cooperation which is the regional priority for Asia. It is expected that, the Capacity Building Initiative would improve the quality of higher education and enhancing its relevance for the labor market and society in the SEA partners. The outcome of this project would greatly benefit the partners in strong and complementary partnership targeting the automotive industry and enhanced larger scale international cooperation between the European and SEA partners. It would also prepare the SEA HEI in sustainable partnership with Automotive industry in the region as a mean of income generation in the future.
Scientific questions
- How can a non-stationary heat offering in the commercial vehicle be used to reduce fuel consumption?
- Which potentials offer route and environmental information among with predicted speed and load trajectories to increase the efficiency of a ORC-System?
Methods
- Desktop bound holistic simulation model for a heavy duty truck incl. an ORC System
- Prediction of massflows, temperatures and mixture quality (AFR) of exhaust gas
Biofuels potentially interesting also for aviation purposes are predominantly liquid fuels produced from biomass. The most common biofuels today are biodiesel and bioethanol. Since diesel engines are rather rare in aviation this survey is focusing on ethanol admixed to gasoline products.
The Directive 2003/30/EC of the European Parliament and the Council of May 8th 2003 on the promotion of the use of biofuels or other renewable fuels for transport encourage a growing admixture of biogenic fuel components to fossil automotive gasoline. Some aircraft models equipped with spark ignited piston engines are approved for operation with automotive gasoline, frequently called “MOGAS” (motor gasoline). The majority of those approvals is limited to MOGAS compositions that do not contain methanol or ethanol beyond negligible amounts. In the past years (bio-)MTBE or (bio-)ETBE have been widely used as blending component of automotive gasoline whilst the usage of low-molecular alcohols like methanol or ethanol has been avoided due to the handling problems especially with regard to the strong affinity for water. With rising mandatory bio-admixtures the conversion of the basic biogenic ethanol to ETBE, causing a reduction of energetic payoff, becomes more and more unattractive. Therefore the direct ethanol admixture is accordingly favoured.
Due to the national enforcements of the directive 2003/30/EC more oxygenates produced from organic materials like bioethanol have started to appear in automotive gasolines already. The current fuel specification EN 228 already allows up to 3 % volume per volume (v/v) (bio-)methanol or up to 5 % v/v (bio-)ethanol as fuel components. This is also roughly the amount of biogenic components to comply with the legal requirements to avoid monetary penalties for producers and distributors of fuels.
Since automotive fuel is cheaper than the common aviation gasoline (AVGAS), creates less problems with lead deposits in the engine, and in general produces less pollutants it is strongly favoured by pilots. But being designed for a different set of usage scenarios the use of automotive fuel with low molecular alcohols for aircraft operation may have adverse effects in aviation operation. Increasing amounts of ethanol admixtures impose various changes in the gasoline’s chemical and physical properties, some of them rather unexpected and not within the range of flight experiences even of long-term pilots.
Low emission zones and truck bans, the rising price of diesel and increases in road tolls: all of these factors are putting serious pressure on the transport industry. Commercial vehicle manufacturers and their suppliers are in the process of identifying new solutions to these challenges as part of their efforts to meet the EEV (enhanced environmentally friendly vehicle) limits, which are currently the most robust European exhaust and emissions standards for trucks and buses.
The downsizing of spark ignition engines in conjunction with turbocharging is considered to be a promising method for reducing CO₂ emissions. Using this concept, FEV has developed a new, highly efficient drivetrain to demonstrate fuel consumption reduction and drivability in a vehicle based on the Ford Focus ST. The newly designed 1.8L turbocharged gasoline engine incorporates infinitely variable intake and outlet control timing and direct fuel injection utilizing piezo injectors centrally located. In addition, this engine uses a prototype FEV engine control system, with software that was developed and adapted entirely by FEV. The vehicle features a 160 kW engine with a maximum mean effective pressure of 22.4 bar and 34 % savings in simulated fuel consumption. During the first stage, a new electrohydraulically actuated hybrid transmission with seven forward gears and one reverse gear and a single dry starting clutch will be integrated. The electric motor of the hybrid is directly connected to the gear set of the transmission. Utilizing the special gear set layout, the electric motor can provide boost during a change of gears, so that there is no interruption in traction. Therefore, the transmission system combines the advantages of a double clutch controlled gear change (gear change without an interruption in traction) with the efficient, cost-effective design of an automated manual transmission system. Additionally, the transmission provides a purely electric drive system and the operation of an air-conditioning compressor during the engine stop phases. One other alternative is through the use of CAI (Controlled Auto Ignition), which incorporates a process developed by FEV for controlled compression ignition.
The utilisation of vehicle-oriented gasoline in general aviation is very desirable for both ecological and economical reasons, as well as for general considerations of availability. As of today vehicle fuels may be used if the respective engine and cell are certified for such an operation. For older planes a supplementary technical certificate is provided for gasoline mixtures with less than 1 % v/v ethanol only, though. Larger admixtures of ethanol may lead to sudden engine malfunction and should be considered as considerable security risks. Major problems are caused by the partially ethanol non-withstanding materials, a necessarily changed stochiometric adjustment of the engine for varying ethanol shares and the tendency for phase separation in the presence of absorbed water. The concepts of the flexible fuel vehicles are only partially applicable in the view of air security.
Flow separation is a phenomenon that occurs in all kinds of supersonic nozzles sometimes during run-up and shut-down operations. Especially in expansion nozzles of rocket engines with large area ratio, flow separation can trigger strong side loads that can damage the structure of the nozzle. The investigation presented in this paper seeks to establish measures that may be applied to alter the point of flow separation. In order to achieve this, a supersonic nozzle was placed at the exit plane of the conical nozzle. This resulted in the generation of cross flow surrounding the core jet flow from the conical nozzle. Due to the entrainment of the gas stream from the conical nozzle the pressure in its exit plane was found to be lower than that of the ambient. A Cold gas instead of hot combustion gases was used as the working fluid. A mathematical simulation of the concept was validated by experiment. Measurements confirmed the simulation results that due to the introduction of a second nozzle the pressure in the separated region of the conical nozzle was significantly reduced. It was also established that the boundary layer separation inside the conical nozzle was delayed thus allowing an increased degree of overexpansion. The condition established by the pressure measurements was also demonstrated qualitatively using transparent nozzle configurations.
In this paper the way to a 5-day-car with respect to a modular valve train systems for spark ignited combustion engines is shown. The necessary product diversity is shift from mechanical or physical components to software components. Therefore, significant improvements of logistic indicators are expected and shown. The working principle of a camless cylinder head with respect to an electromagnetical valve train (EMVT) is explained and it is demonstrated that shifting physical diversity to software is feasible. The future design of combustion engine systems including customisation can be supported by a set of assistance tools which is shown exemplary.
Germany is a frontrunner in setting frameworks for the transition to a low-carbon system. The mobility sector plays a significant role in this shift, affecting different people and groups on multiple levels. Without acceptance from these stakeholders, emission targets are out of reach. This research analyzes how the heterogeneous preferences of various stakeholders align with the transformation of the mobility sector, looking at the extent to which the German transformation paths are supported and where stakeholders are located.
Under the research objective of comparing stakeholders' preferences to identify which car segments require additional support for a successful climate transition, a status quo of stakeholders and car performance criteria is the foundation for the analysis. Stakeholders' hidden preferences hinder the derivation of criteria weightings from stakeholders; therefore, a ranking from observed preferences is used. This study's inverse multi-criteria decision analysis means that weightings can be predicted and used together with a recalibrated performance matrix to explore future preferences toward car segments.
Results show that stakeholders prefer medium-sized cars, with the trend pointing towards the increased potential for alternative propulsion technologies and electrified vehicles. These insights can guide the improved targeting of policy supporting the energy and mobility transformation. Additionally, the method proposed in this work can fully handle subjective approaches while incorporating a priori information. A software implementation of the proposed method completes this work and is made publicly available.
Up in the clouds and above fuels and construction materials must be very carefully selected to ensure a smooth flight and touchdown. Out of around 38,000 single and dual-engined propeller aeroplanes, roughly a third are affected by a new trend in the fuel sector that may lead to operating troubles or even emergency landings: The admixture of bio-ethanol to conventional gasoline. Experiences with these fuels may be projected to alternative mixtures containing new components.
Using optimization to design a renewable energy system has become a computationally demanding task as the high temporal fluctuations of demand and supply arise within the considered time series. The aggregation of typical operation periods has become a popular method to reduce effort. These operation periods are modelled independently and cannot interact in most cases. Consequently, seasonal storage is not reproducible. This inability can lead to a significant error, especially for energy systems with a high share of fluctuating renewable energy. The previous paper, “Time series aggregation for energy system design: Modeling seasonal storage”, has developed a seasonal storage model to address this issue. Simultaneously, the paper “Optimal design of multi-energy systems with seasonal storage” has developed a different approach. This paper aims to review these models and extend the first model. The extension is a mathematical reformulation to decrease the number of variables and constraints. Furthermore, it aims to reduce the calculation time while achieving the same results.
GHEtool is a Python package that contains all the functionalities needed to deal with borefield design. It is developed for both researchers and practitioners. The core of this package is the automated sizing of borefield under different conditions. The sizing of a borefield is typically slow due to the high complexity of the mathematical background. Because this tool has a lot of precalculated data, GHEtool can size a borefield in the order of tenths of milliseconds. This sizing typically takes the order of minutes. Therefore, this tool is suited for being implemented in typical workflows where iterations are required.
GHEtool also comes with a graphical user interface (GUI). This GUI is prebuilt as an exe-file because this provides access to all the functionalities without coding. A setup to install the GUI at the user-defined place is also implemented and available at: https://www.mech.kuleuven.be/en/tme/research/thermal_systems/tools/ghetool.
In general aviation, too, it is desirable to be able to operate existing internal combustion engines with fuels that produce less CO₂ than Avgas 100LL being widely used today It can be assumed that, in comparison, the fuels CNG, LPG or LNG, which are gaseous under normal conditions, produce significantly lower emissions. Necessary propulsion system adaptations were investigated as part of a research project at Aachen University of Applied Sciences.
This paper addresses the pixel based recognition of 3D objects with bidirectional associative memories. Computational power and memory requirements for this approach are identified and compared to the performance of current computer architectures by benchmarking different processors. It is shown, that the performance of special purpose hardware, like neurocomputers, is between one and two orders of magnitude higher than the performance of mainstream hardware. On the other hand, the calculation of small neural networks is performed more efficiently on mainstream processors. Based on these results a novel concept is developed, which is tailored for the efficient calculation of bidirectional associative memories. The computational efficiency is further enhanced by the application of algorithms and storage techniques which are matched to characteristics of the application at hand.
This paper addresses the pixel based classification of three dimensional objects from arbitrary views. To perform this task a coding strategy, inspired by the biological model of human vision, for pixel data is described. The coding strategy ensures that the input data is invariant against shift, scale and rotation of the object in the input domain. The image data is used as input to a class of self organizing neural networks, the Kohonen-maps or self-organizing feature maps (SOFM). To verify this approach two test sets have been generated: the first set, consisting of artificially generated images, is used to examine the classification properties of the SOFMs; the second test set examines the clustering capabilities of the SOFM when real world image data is applied to the network after it has been preprocessed to be invariant against shift, scale and rotation. It is shown that the clustering capability of the SOFM is strongly dependant on the invariance coding of the images.
This paper describes the realization of a novel neurocomputer which is based on the concepts of a coprocessor. In contrast to existing neurocomputers the main interest was the realization of a scalable, flexible system, which is capable of computing neural networks of arbitrary topology and scale, with full independence of special hardware from the software's point of view. On the other hand, computational power should be added, whenever needed and flexibly adapted to the requirements of the application. Hardware independence is achieved by a run time system which is capable of using all available computing power, including multiple host CPUs and an arbitrary number of neural coprocessors autonomously. The realization of arbitrary neural topologies is provided through the implementation of the elementary operations which can be found in most neural topologies.
Aim of the AXON2 project (Adaptive Expert System for Object Recogniton using Neuml Networks) is the development of an object recognition system (ORS) capable of recognizing isolated 3d objects from arbitrary views. Commonly, classification is based on a single feature extracted from the original image. Here we present an architecture adapted from the Mixtures of Eaqerts algorithm which uses multiple neuml networks to integmte different features. During tmining each neural network specializes in a subset of objects or object views appropriate to the properties of the corresponding feature space. In recognition mode the system dynamically chooses the most relevant features and combines them with maximum eficiency. The remaining less relevant features arz not computed and do therefore not decelerate the-recognition process. Thus, the algorithm is well suited for ml-time applications.
Environmental emissions, global warming, and energy-related concerns have accelerated the advancements in conventional vehicles that primarily use internal combustion engines. Among the existing technologies, hydrogen fuel cell electric vehicles and fuel cell hybrid electric vehicles may have minimal contributions to greenhouse gas emissions and thus are the prime choices for environmental concerns. However, energy management in fuel cell electric vehicles and fuel cell hybrid electric vehicles is a major challenge. Appropriate control strategies should be used for effective energy management in these vehicles. On the other hand, there has been significant progress in artificial intelligence, machine learning, and designing data-driven intelligent controllers. These techniques have found much attention within the community, and state-of-the-art energy management technologies have been developed based on them. This manuscript reviews the application of machine learning and intelligent controllers for prediction, control, energy management, and vehicle to everything (V2X) in hydrogen fuel cell vehicles. The effectiveness of data-driven control and optimization systems are investigated to evolve, classify, and compare, and future trends and directions for sustainability are discussed.